JP7218752B2 - PRESENTATION CONTROL DEVICE, PRESENTATION CONTROL PROGRAM AND OPERATION CONTROL DEVICE - Google Patents

Description

The disclosure of this specification relates to a presentation control device, a presentation control program, and an operation control device that control presentation of information to a driver of a vehicle.

Patent Document 1 discloses volume control that reduces the output volume of an audio output device from a set volume set by a user and puts it into a mute state when a vehicle approaches a guidance point on a guidance route set in a navigation device. An apparatus is disclosed.

Japanese Patent No. 4572238

In recent years, during an automatic driving period in which a vehicle is driven by an automatic driving function, there is a possibility that a driver is permitted to perform a specific action other than driving, such as a so-called second task. Such a specific action by the driver needs to be interrupted when the vehicle approaches a section where automatic driving is not permitted. Therefore, content that has been provided in relation to a specific act is also stopped being provided by means of muting or the like, as in Patent Literature 1, for example.

However, it is difficult for the driver who is performing the specific action to recognize the current situation where the driver change from the automatic driving function is required. Therefore, it becomes difficult to obtain the driver's satisfaction with the decision by the vehicle side to forcibly stop providing the content. As a result, there is a concern that convenience will be reduced, such as the driver being likely to feel uncomfortable that the specific action is interrupted.

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

In order to achieve the above object, one disclosed aspect is a presentation control device used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein the automatic driving function A suspension decision unit (82) that determines suspension of a specific action other than driving permitted by the driver during the automatic driving period in which the vehicle runs by, and content provided in relation to the specific action during the automatic driving period ( A provision control unit (84) that changes the provision method of CTV) based on a decision to suspend the specific action, and the provision control unit changes the state of avoidance behavior by the automatic driving function to avoid interruption of the specific action to the driver. , and then changes the content providing method .
In addition, one disclosed aspect is a presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle, During the driving period, a suspension determination unit (82) that determines suspension of the specific action other than driving permitted by the driver, and a method of providing content (CTV) provided in relation to the specific action during the automatic driving period. , and a provision control unit (84) that changes based on the decision to suspend the specific action, the provision control unit grasps the interruption timing when the driver finishes the specific action, and permits the resumption of content provision according to the interruption timing. It is a presentation control device that changes the timing of permission to display.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein at least one processing unit (11) , during the automatic driving period in which the vehicle is driven by the automatic driving function, it is decided to suspend the specific action other than driving permitted for the driver (S10), and the content provided in relation to the specific action during the automatic driving period ( CTV) is changed based on the decision to suspend the specific action (S12) . It is a presentation control program that changes the content presentation method after notifying the driver of the state of behavior .
Further, one aspect disclosed is a presentation control program used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein at least one processing unit (11) , during the automatic driving period in which the vehicle is driven by the automatic driving function, it is decided to suspend the specific action other than driving permitted for the driver (S10), and the content provided in relation to the specific action during the automatic driving period ( CTV) provision method is changed based on the decision to suspend the specific action (S12), the driver grasps the interruption timing when the specific action ends, and changes the permission timing for permitting the resumption of content provision according to the interruption timing ( S17), the presentation control program for executing the process including.

According to these aspects, when it is decided to suspend the specific action during the automatic driving period, the method of providing the content provided in relation to the specific action is changed. Therefore, the driver can recognize the current situation where driving change from the automatic driving function is required from the change of the content providing method. According to the above, it becomes easier for the driver to be convinced that the specific action was interrupted by the judgment of the vehicle side. Therefore, it is possible to enhance the driver's convenience related to driving change.

In addition, one disclosed aspect is a presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle, A suspension determination unit (82) that determines suspension of specific actions other than driving permitted by the driver during the driving period, and a suspension method of content (CTV) provided in relation to the specific action during the automatic driving period. A presentation control unit (84) for presenting options to be selected based on a decision to suspend the specific action.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein at least one processing unit (11) , during the automatic driving period in which the vehicle is driven by the automatic driving function, it is decided to suspend the specific action other than driving permitted for the driver (S10), and the content provided in relation to the specific action during the automatic driving period ( A presentation control program for executing a process including presenting (S13) an option for selecting an interruption method of CTV) based on a decision to interrupt a specific action.

According to these aspects, when it is determined to suspend the specific action during the automatic driving period, an option is presented to select a method of suspending the content provided in relation to the specific action. Therefore, the driver can recognize the current situation where driving change from the automatic driving function is required through the work of selecting the suspension method based on the options. According to the above, it becomes easier for the driver to be convinced that the specific action was interrupted by the judgment of the vehicle side. Therefore, it is possible to enhance the driver's convenience related to driving change.

In addition, one disclosed aspect is a presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle, A monitoring duty grasping unit (82) for grasping whether or not the driver is obligated to monitor the surroundings during the driving period, and when a change from a state in which the driver is not obligated to monitor the surroundings to a state in which the driver is obligated to monitor the surroundings is scheduled. A provision control unit (84) that performs a monitoring advance notification (Nt12, Nt13, Nt13a) that gives advance notice of a change in the presence or absence of a surrounding monitoring obligation and a surrounding monitoring notification (Nt21) that notifies a change in the presence or absence of a surrounding monitoring obligation. , and the provision control unit indicates that when the state without the duty to monitor the surroundings can be continued by the execution of lane change control by the automatic driving function, the specific action other than driving permitted for the driver can be continued. The presentation control device is configured to notify the continuation possibility information (In1) indicated by the screen display before the notification timing of the advance notice of monitoring .

Further, one aspect disclosed is a presentation control program used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein at least one processing unit (11) , During the automatic driving period in which the vehicle travels by the automatic driving function, the presence or absence of the obligation to monitor the surroundings by the driver is grasped (S11), and a change from a state in which there is no obligation to monitor the surroundings to a state in which there is an obligation to monitor the surroundings is planned. In this case, a monitoring advance notice ( Nt12 , Nt13, Nt13a) is issued (S125, S132) to give advance notice of a change in the presence or absence of the scheduled surroundings monitoring duty, and the state without the surroundings monitoring duty changes to the state with the surroundings monitoring duty. Perimeter monitoring notification (Nt21) is further performed (S163) to notify that there has been a change in the surroundings , and if the state without the obligation to monitor the surroundings can be continued by executing lane change control by the automatic driving function, the driver is permitted. A presentation control program for executing a process including notifying continuation possibility information (In1) indicating that a specific action other than driving can be continued by displaying the information on the screen before the notification timing of the advance notice of monitoring. .

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

In addition, one disclosed aspect is a presentation control device used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein the driver does not have a duty to monitor the surroundings. A recommended lane selection unit (181) that selects a recommended driving lane (RL) from multiple lanes that is estimated to continue automatic driving for a long time or long distance by the automatic driving function, and unsupervised automatic driving. and a lane suggesting unit (84) for suggesting to the driver that the driver should travel in the recommended travel lane.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) equipped with an automatic driving function and controlling presentation of information to the driver of the vehicle, wherein at least one processing unit (11) , Select a recommended driving lane (RL) from among a plurality of lanes, which is estimated to continue unmonitored automatic driving for a long time or a long distance by the automatic driving function without the obligation of the driver to monitor the surroundings (S501 to S510). , suggesting to the driver to travel in the recommended driving lane (S524, S525, S543) when the unmonitored automatic driving is carried out.

In these aspects, the driver is suggested to travel in the recommended driving lane, which is estimated to continue automatic driving for a long time or a long distance without the obligation to monitor the surroundings. By following these suggestions, drivers can reduce the frequency of driving changes. Therefore, it is possible to enhance the driver's convenience related to driving change.

Another aspect disclosed is a driving control device that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driving task of the driver, wherein A driving environment determination unit (61) that determines whether or not the vehicle is traveling in a possible area and whether or not the vehicle is traveling in a traffic jam; An automation level determination unit (62) that enables implementation of unsupervised automatic driving without monitoring obligation, the automation level determining unit permits unsupervised automatic driving in the merging section (CfS), and the vehicle automatically operates A driving control device that disables unsupervised automatic driving in the passing lane (PL) when driving in a possible area, and permits unsupervised automatic driving in the passing lane (PL) when the vehicle is driving in a traffic jam. It is said that

In this aspect, when the vehicle travels in an area where automatic driving is possible, automatic driving without monitoring in the passing lane cannot be performed. However, if the vehicle is traveling in a traffic jam, unsupervised automatic driving in the passing lane is permitted. Therefore, if the vehicle is in a traffic jam, automatic driving can be continued in the overtaking lane as well as in the merging lane without the obligation to monitor the surroundings. Therefore, by reducing the frequency of driving change, it is possible to enhance convenience for the driver in relation to driving change.

It should be noted that the reference numbers in parentheses in the above description, claims, and the like merely indicate an example of correspondence with specific configurations in the embodiments described later, and do not limit the technical scope in any way.

1 illustrates an overview of an in-vehicle network including an HCU according to an embodiment of the present disclosure; FIG. It is a figure which shows an example of the layout of the interface around a driver's seat. It is a figure which shows an example of the functional part built in HCU with a related structure. FIG. 10 is a diagram showing each state transition of the vehicle and HMI in the scene of interrupting the second task; FIG. 7 is a flowchart showing, together with FIG. 6 , details of automation level control processing performed by an automatic driving ECU when a merging section existing in the direction of travel is grasped. FIG. FIG. 6 is a flowchart showing details of automation level control processing together with FIG. 5 ; FIG. FIG. 11 is a flowchart showing main processing of presentation control processing for realizing suspension of a second task; FIG. 10 is a flowchart showing sub-processing for presenting a selection screen; It is a figure which shows an example of a selection screen. FIG. 10 is a flowchart showing sub-processing for setting notification timing and notification intensity; FIG. It is a figure which shows an example of a notification setting table. FIG. 4 is a diagram showing an example of a start point of each notification subject to timing control; FIG. 10 is a flowchart showing sub-processing for changing how content is presented; FIG. FIG. 11 illustrates an example of an LC Attempt Notification; FIG. 10 is a diagram showing an example of how LC failure possibility notification and content output changes when the notification strength is set to be weak or normal; FIG. 10 is a diagram showing an example of how the LC failure possibility notification and content output changes when the notification strength is set to strong; It is a figure which shows an example of LC execution notification. FIG. 10 is a flowchart showing sub-processing for selecting how to stop content; FIG. It is a figure which shows an example of LC failure notification. It is a figure which shows an example of the stop method selection notification. FIG. 11 is a flowchart showing sub-processing for learning how to stop content; FIG. FIG. 11 is a flowchart showing sub-processing for RtI notification; FIG. FIG. 10 is a diagram illustrating an example of RtI notification when notification strength is set to be weak; FIG. 10 is a diagram illustrating an example of RtI notification when notification strength is set to normal; FIG. 10 is a diagram illustrating an example of RtI notification when notification strength is set to strong; FIG. 11 is a flowchart showing sub-processing for controlling notification during a merging interval; FIG. FIG. 10 is a flowchart showing sub-processing for controlling content restart timing; FIG. It is a figure which shows an example of a resumption proposal notification. FIG. 11 is a diagram showing an example of display transition of LC status when automatic LC fails. FIG. 11 is a diagram showing an example of display transition of LC status when automatic LC is successful; FIG. 10 is a diagram showing state transitions of the vehicle and the HMI in a second task interruption scene in the second embodiment; FIG. 34 is a flowchart showing details of automation level control processing together with FIG. 33 ; FIG. FIG. 33 is a flowchart showing details of automation level control processing together with FIG. 32 ; FIG. It is a figure which shows an example of a display of the meter display by LC execution notification. FIG. 10 is a diagram showing an example of a display on a meter display that notifies completion of automatic LC; It is a figure which shows an example of the interruption prediction scene of 3rd embodiment. 4 is a flowchart showing details of automation level control processing; It is a figure which shows an example of the interruption prediction scene of 4th embodiment. 4 is a flowchart showing details of automation level control processing; It is a figure which shows an example of the functional part built by HCU in 5th embodiment with a related structure. FIG. 10 is a diagram showing each state transition of the vehicle and HMI in the scene of interrupting the second task; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting a lane change to an overtaking lane is performed based on prediction of entry into a traffic jam; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting a lane change to a driving lane is performed based on continued travel in the passing lane; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting continuation of driving in the center lane is performed on a multi-lane road; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting a lane change to the center lane is performed on a multi-lane road; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting a lane change to a lane on a route leading to a branch destination is performed; FIG. 10 is a diagram for explaining a scene in which a recommended lane notification prompting continuation of traveling in a lane exclusively for automatic driving vehicles is carried out; 4 is a flowchart showing details of recommended lane selection processing; 9 is a flowchart showing details of a proposal execution process; 9 is a flowchart showing details of restriction notification processing; FIG. 20 is a diagram for explaining a scene in which a recommended lane notification prompting continuation of driving in the driving lane is performed in the sixth embodiment; FIG. 20 is a diagram for explaining a scene in which a recommended lane notification prompting a lane change to the driving lane is performed in the seventh embodiment;

A plurality of embodiments of the present disclosure will be described below based on the drawings. Note that redundant description may be omitted by assigning the same reference numerals to corresponding components in each embodiment. When only a part of the configuration is described in each embodiment, the configurations of other embodiments previously described can be applied to other portions of the configuration. Moreover, not only the combinations of the configurations explicitly specified in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not specified unless there is a particular problem with the combination. Also, unspecified combinations of configurations described in a plurality of embodiments and modifications are also disclosed by the following description.

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

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

The body ECU 27 is an electronic control device that mainly includes a microcontroller. The body ECU 27 has at least the function of controlling the operation of the lighting device mounted on the vehicle A. As shown in FIG. The body ECU 27 is electrically connected to the direction indicator switch 28 . The direction indicator switch 28 is a lever-shaped operating portion provided on the steering column portion. The body ECU 27 starts flashing of either the left or right direction indicator corresponding to the direction of operation based on the detection of the user's operation input to the direction indicator switch 28 . In addition, the body ECU 27 provides the operation information of the user's operation input to the direction indicator switch 28 to 100 and the like through the communication bus 99 .

The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The driver monitor 29 is installed, for example, on the upper surface of the steering column or the upper surface of the instrument panel 9 with the near-infrared camera facing the headrest portion of the driver's seat. 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, and provides the extracted driver status information to the HCU 100 and the like via the communication bus 99 .

The surroundings monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle A. As shown in FIG. The surroundings monitoring sensor 30 can detect predetermined moving objects and stationary objects from the detection range around the vehicle. The surroundings monitoring sensor 30 can detect at least a forward vehicle, a rearward vehicle, a front and rear side vehicle, and the like traveling around the own vehicle. 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 through the communication bus 99.

The perimeter monitoring sensor 30 includes, for example, a camera unit 31 and a millimeter wave radar 32 . The camera unit 31 may be configured to include a monocular camera, or may be configured to include a compound eye camera. The camera unit 31 is mounted on the vehicle A so as to be able to photograph a front range, a side range, a rear range, and the like of the vehicle A. The camera unit 31 outputs, as detection information, at least one of imaging data obtained by imaging the surroundings of the vehicle and an analysis result 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 perimeter monitoring sensor 30 may further comprise sensing arrangements such as lidar and sonar.

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 A's own position, traveling direction, and the like. The locator 35 sequentially outputs the position information and direction information of the vehicle A based on the positioning result to the communication bus 99 as locator information.

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

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

The travel control ECU 40 is an electronic control device that mainly includes a microcontroller. The travel control ECU 40 generates vehicle speed information indicating the current travel speed of the vehicle A based on detection signals from wheel speed sensors provided at the hub portions of each wheel, and sequentially outputs the vehicle speed information to the communication bus 99 . In addition, the travel control ECU 40 has at least the functions of a brake control ECU and a drive control ECU. The driving control ECU 40 controls the braking force generated in each wheel 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. Continuously implement the output control of the source.

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

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

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

Here, the details of the automatic driving level will be further explained. The autonomous driving levels in the following description are based on the definition of SAE J3016. In addition to the concepts of the driving task (DDT) and operation design domain (ODD) described above, the concept of fallback is used to define the automated driving level. At each autonomous driving level, the range of driving tasks that the autonomous driving functions substitute for is defined. As the level of autonomous driving increases, the range of driving tasks that the autonomous driving function takes over also expands. Specifically, in the driving task, an item of continuous driving control of the vehicle and an item of Object and Event Detection and Response (OEDR) are additionally defined. The above OEDR may be described as "surroundings monitoring" for convenience in the following description.

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

In the automated driving functions of automated driving levels 2 and 3 realized by the automated driving system 50, continuous driving control of the vehicle is performed by the system. Also, in Level 2 autonomous driving, perimeter monitoring (OEDR) and fallback are the responsibility of the driver. At automated driving level 2, automated driving that requires the driver to hold the steering wheel is referred to as "hands-on driving" (denoted as H-on in FIG. 4). On the other hand, automatic driving that does not require the driver to grip the steering wheel is referred to as "hands-off driving" (denoted as H-off in FIG. 4). In both hands-on driving and hands-off driving, at automatic driving level 2, automatic driving with monitoring, in which the driver is obligated to monitor the surroundings, is carried out.

At Autonomous Driving Level 3, the system has a duty to monitor the surroundings, and the driver must be prepared to fall back. Automatic driving level 3 implements unmonitored automatic driving without the obligation of the driver to monitor the surroundings. Autonomous driving at Autonomous Driving Level 3 without obligation to monitor surroundings is called “Eyes Off Driving”.

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 automatic driving ECU 50b has higher computing power than the driving support ECU 50a, and can perform at least driving control corresponding to ACC, LTA, and LCA. The automatic driving ECU 50b has an environment recognition section 61, an action determination section 62, and an operation execution section 63 as a plurality of functional sections that realize autonomous driving of the vehicle A by executing a program (driving control program) by the processing section 51.

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

In addition, the environment recognizing unit 61 recognizes the presence of an operation design area (hereinafter referred to as a limited area) where level 3 automatic driving is not permitted based on the map data. As an example, the environment recognition unit 61 recognizes an area where high-precision map data (three-dimensional map data) for automatic driving does not exist as outside the limited area. The high-precision map data, as described above, is map data with higher precision than map data for navigation used for route guidance (equivalent to two-dimensional map data). As another example, the environment recognition unit 61 recognizes a driving section, such as a confluence section CfS described later, that requires the driver to monitor the surroundings as being outside the limited area.

The action determination unit 62 generates a planned travel line along which the vehicle A is to travel, based on the recognition result of the travel environment by the environment recognition unit 61 . When the environment recognizing unit 61 recognizes the presence of the outside of the limited area, the action determining unit 62 generates a planned travel line for avoiding the outside of the limited area. For example, the action determination unit 62 can automatically change lanes (hereinafter referred to as automatic LC) toward a lane that is not outside the limited area as an avoidance action for avoiding the outside of the limited area. The operation execution unit 63 executes acceleration/deceleration control, steering control, etc. of the vehicle A according to the planned travel line generated by the action determination unit 62 in cooperation with the travel control ECU 40 . The automatic LC is a driving control that does not require the driver to monitor the surroundings, and is a specific driving control that excludes the lane keeping control that causes the vehicle A to travel along the lane in which the vehicle is running.

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

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

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

The HUD 23 projects the light of the image formed in front of the driver onto the projection area PA defined on the windshield WS or the like based on the control signal and video data obtained from the HCU 100 . The image light reflected by the windshield WS to the inside of the vehicle is perceived by the driver sitting in the driver's seat. Thus, the HUD 23 displays a virtual image in the space ahead of the projection area PA. The driver superimposes the virtual image within the angle of view VA displayed by the HUD 23 on the foreground of the vehicle A and visually recognizes it.

The audio device 24 has a plurality of speakers installed inside the vehicle so as to surround the driver. The audio device 24 reproduces a notification sound, a voice message, or the like in the vehicle interior using a speaker based on the control signal and audio data acquired from the HCU 100 . The audio device 24 presents information through the driver's sense of hearing.

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. 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 is an electronic control unit that integrally controls display by the meter display 21, CID 22 and HUD 23 in the HMI system. The HCU 100 is a computer that 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 that connects them.

The processing unit 11 is hardware for arithmetic processing coupled with the RAM 12 . 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 be configured to further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), an IP core having other dedicated functions, and the like. The RAM 12 may be configured to include a video RAM for generating video data. The processing unit 11 accesses the RAM 12 to execute various processes for implementing the presentation control method of the present disclosure. 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 executes a presentation control program stored in the storage unit 13 by means of the processing unit 11, thereby providing a plurality of functional units that integrally control presentation of information to the driver using each display device and the audio device 24. have. Specifically, in the HCU 100, functional units such as an information acquisition unit 71, a content arbitration unit 72, and a presentation output unit 73 are constructed.

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

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

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

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

A second task may be called a secondary activity or other activity, or the like. The second task should not prevent the driver from responding to a request from the automatic driving system 50 to take over the driving operation. As an example, it is assumed that actions such as watching content such as moving images (hereinafter referred to as moving image content CTV, see FIG. 10), operating smartphones, and eating are assumed as second tasks.

Here, the transfer of driving from the automated driving system 50 to the driver includes a handover in which control is systematically handed over to the driver at the discretion of the system, and the driver acquires control at his/her own discretion in situations of high urgency. There is an override to A change of driving, in which the driver interrupts the second task being executed and the driver takes over the driving operation from the automatic driving system 50, corresponds to handover.

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

Motorways and highways are in principle set in limited areas. Three-dimensional map data is also prepared in advance for such motorways and expressways. Therefore, level 3 automatic driving is possible. On the other hand, the merging section CfS is locally outside the restricted area, and it is assumed that another vehicle will merge from the merging lane ML to the driving lane DL, thereby restricting travel by the automatic driving function.

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

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

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

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

On the other hand, when it is determined that the vehicle A has passed the predetermined fixed point P3 (S67: YES) while the lane change to the passing lane PL is not possible (S65: NO), the automatic driving ECU 50b cancels the automatic LC. (S68). In this case, the automatic driving ECU 50b determines whether or not the driver's manual LC to the passing lane PL was successful (S69). Even if the automatic LC fails, if the manual LC by the driver is successful, the automatic driving ECU 50b continues automatic driving at level 3 in the passing lane PL.

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

Here, the TOR point P4 is closer to the confluence start point P5 than the LC start point P1. The above LC start point P1 and TOR point P4, and the intermediate point P2 and fixed point P3 set between them are set with reference to the confluence start point P5. As will be described later, the positions of the points P1 to P4 with respect to the merging start point P5 are appropriately determined according to the vehicle state of the own vehicle, the driver state, and other vehicle states around the own vehicle under timing control by the automatic driving ECU 50b and the HCU 100. may be changed.

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

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

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

When the automatic driving ECU 50b passes the merging start point P5 without detecting the merging vehicle Ac (S73: YES), the automatic driving ECU 50b grasps whether or not there is a merging vehicle Ac traveling on the merging lane ML even in the merging section CfS (S74). The automatic driving ECU 50b determines the automatic driving level in the merging section CfS according to the presence or absence of a merging vehicle Ac traveling in the merging lane ML and attempting to merge into the driving lane DL. When it is determined that the merging vehicle Ac traveling in the merging lane ML is not detected and there is no merging vehicle Ac (S74: NO), the automatic driving ECU 50b switches from level 3 automatic driving to level 2 automatic driving. Switch to driving (hands-off driving) (S75). As a result, the driver is obliged to monitor the surroundings of the vehicle as a driving action (driving task) during the period in which the merging section CfS is traveled. Level 2 automatic driving may be performed by the automatic driving ECU 50b or may be performed by the driving support ECU 50a.

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

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

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

If the driver does not respond to a request from the system to take over the driving operation, the automatic driving system 50 issues a warning to the driver in cooperation with the HCU 100 in the merging section CfS. Specifically, a notification requesting to check the surroundings (hereinafter referred to as surroundings monitoring request notification Nt21) and a notification requesting a hands-on request (hereinafter referred to as hands-on request notification Nt22) are issued as warnings to the driver. In this case, the automatic driving system 50 continues level 2 automatic driving, or shifts to emergency evacuation by the operation of MRM (Minimal Risk Maneuver). When transitioning to MRM, a notification (hereinafter referred to as MRM transition notification Nt23) for informing the driver of the transition to MRM is performed.

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

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

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

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

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

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

For example, watching contents such as movies and audiobooks, watching TV, using smartphones, and other actions (eating, etc.) are assumed as second tasks. The integrated state estimating unit 83 selects the second task being executed by referring to the content reproduction information by the presentation output unit 73, the operation information transmitted from the smartphone or the like, and the like. The integrated state estimation unit 83 may be capable of estimating the second task performed by the driver, for example, using a determiner (determination logic) generated by machine learning or the like.

Based on the driver information acquired from the driver monitor 29, the integrated state estimation unit 83 estimates the driver's direction and degree of consciousness. Specifically, the integrated state estimation unit 83 distinguishes whether the driver's consciousness is suitable for driving or for the second task. The integrated state estimating unit 83 determines that the user is conscious of the second task when the driver does not see the front even once within a predetermined time (eg, 60 seconds, which can be changed as appropriate). On the other hand, if the driver visually recognizes the front even once within the predetermined time, the integrated state estimator 83 determines that the driver is conscious of driving.

The integrated state estimating unit 83 may be able to grasp the characteristics of an individual sitting in the driver's seat as a driver. Such personal feature data is not limited to data acquired in real time by the driver monitor 29, but may be data stored in the storage unit 13 or data provided from a user terminal. Further, the integrated state estimation unit 83 may be able to grasp whether or not the driver is ready to take over driving, that is, the readiness state of the driver in a binary or multi-level manner.

The provision control unit 84 cooperates with the content arbitration unit 72 to control, in cooperation with the content arbitration unit 72, the method of providing content to be provided in relation to the second task during the automatic running period in which execution of the second task is permitted. Specifically, when the alternation control unit 82 decides to suspend the second task, the provision control unit 84, together with the peripheral state grasping unit 81, the alternation control unit 82, and the integrated state estimation unit 83, Presentation control processing (see main processing in FIG. 7) is started (S10).

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

The provision control unit 84 causes the driver to select whether or not to perform automatic LC as an avoidance action (S10a). When the driver selects the automatic LC implementation, the provision control unit 84 sets the notification start timing and notification intensity for at least some of the above notifications (S11). The provision control unit 84 changes the way the content is presented (S12) prior to the suspension of the second task in the driver, in other words, the suspension of the provision of the content by the HMI system. In addition, the provision control unit 84 presents options for selecting how to stop the content after changing the way the content is displayed (S13). The provision control unit 84 presents options according to the type of the second task being performed by the driver based on the determination result by the integrated state estimation unit 83 .

Further, the provision control unit 84 grasps the user operation of the driver who selects the option, and learns how to stop the content preferred by each driver for each type of second task (S14). Then, when the shift control unit 82 recognizes that the vehicle A has entered the discontinued section TXS, the provision control unit 84 sequentially performs RtI (Request to Intervene) notification (S15) and notification during the merging section (S16). . At this time, the provision control unit 84, together with the integrated state estimation unit 83, grasps the interruption timing at which the driver finishes the second task. After that, when the vehicle A leaves the merging section CfS (interruption section TXS), the provision control unit 84 performs control to restart the provision of the interrupted content (S17).

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

In the sub-process (S10a) for allowing the driver to select whether or not to implement the automatic LC shown in FIG. The selection screen SG is displayed on the meter display 21 . The selection screen SG notifies the driver that whether or not the second task can be continued depends on whether or not automatic LC is to be performed.

The selection screen SG is composed of display items such as an inquiry window Mw1, a host vehicle status StA, an LC avoidance window Wdn, and an LC execution window Wdg. The inquiry window Mw1 is displayed at a position facing the upper edge of the display screen of the meter display 21 . The inquiry window Mw1 describes a message asking whether the driver desires automatic LC to be performed, such as "Do you want to perform an automatic lane change?"

The host vehicle status StA includes the host vehicle icon IcS, the host vehicle lane icon LpS, and the adjacent lane icon LpA, which are substantially the same as the LC status StLC described later (see FIG. 14, etc.). In addition, the host vehicle status StA further includes an LC avoidance arrow IAd and an LC execution arrow IAp. The LC avoidance arrow IAd is displayed above the host vehicle icon IcS in a shape that indicates the direction of travel. The LC implementation arrow IAp has a curved shape that indicates the running locus of the automatic LC, and is displayed above the host vehicle icon IcS.

The LC avoidance window Wdn is displayed above the LC avoidance arrow IAd. The LC avoidance window Wdn is combined with the LC avoidance arrow IAd to enable the transition from level 3 automated driving to level 2 automated driving when the vehicle continues to travel in the current lane DL without performing automatic LC. to notify you. The LC avoidance window Wdn includes an NG button (NG icon) for canceling the automatic LC.

The LC implementation window Wdg is displayed above the LC implementation arrow IAp. The LC execution window Wdg is combined with the LC execution arrow IAp so that when the automatic LC is executed and the lane is changed to the adjacent overtaking lane PL, level 3 automatic driving is not canceled and the second task can be continued. Notify that it is possible. The LC execution window Wdg is displayed alongside the LC avoidance window Wdn to show the difference between the cruise control by the automatic driving function when the automatic LC is not implemented and the cruise control by the automatic driving function when the automatic LC is implemented. Notify the driver. The LC implementation window Wdg includes an OK button (OK icon) for automatic LC approval.

As described above, the selection screen SG indicates in each window that the automatic driving LC moving from the current driving lane DL to the overtaking lane PL relaxes the driving restriction (lowering of the automatic driving level) by the automatic driving function. It is specified to the driver by Wdn and Wdg. The driver operates the operation device 26 to select one of the two windows Wdn and Wdg, thereby instructing the implementation or non-implementation of the automatic LC.

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

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

In the sub-process (S11) for setting notification timing and notification intensity shown in FIG. In S111, at least the orientation of the driver's consciousness is grasped as the driver state. In S112, the state of other vehicles around the own vehicle grasped by the surrounding state grasping section 81 is obtained, and the process proceeds to S113. In S112, the presence or absence of a preceding vehicle and a rear side vehicle is at least grasped as the surrounding state of the own vehicle.

In S113, based on the driver state grasped in S111 and the surrounding state grasped in S112, the start timing and notification intensity of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13 are set. , the process returns to S12 of the main processing. In step S113, the state of the direction of the driver's consciousness, the presence or absence of a preceding vehicle, and the presence or absence of a rear side vehicle is applied to the notification setting table (see FIG. 11), and each notification timing and notification are determined according to this notification setting table. Set the intensity and

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

Notification timing is set as an example of timing control shown in FIG. When the notification timing is set to “Normal”, the LC start point P1 at which the LC attempt notification Nt11 is started, and the LC start point P1 at which the automatic LC attempt is started is set 2 km before the merging start point P5. be. Also, the waypoint P2 from which the LC failure possibility notification Nt12 is started is set 1.5 km before the confluence start point P5. Furthermore, the fixed point P3 at which the LC failure notification Nt13 is started is set 1 km before the merging start point P5.

On the other hand, if the notification timing is set to be "later" than usual, each of the points P1 to P3 where each notification starts will be about 500m closer to the confluence start point P5 than each distance in the normal time as a reference. is set to On the other hand, if the notification timing is set "earlier" than usual, each point P1 to P3 where each notification starts is about 500 m farther from the merging start point P5 than each distance in the normal time as a reference. is set to Each of the points P1 to P3 and each adjustment margin can be appropriately adjusted according to the traveling speed of the vehicle A, for example. Also, it may be adjusted on a time basis instead of a distance basis.

In the sub-process (S12) for changing the content display method shown in FIG. 13, it is determined in S121 whether or not the vehicle A has passed the LC start point P1. In S121, it waits until the vehicle A reaches the start point P1. When it is determined in S121 that the vehicle A has passed the LC start point P1, the process proceeds to S122. In S122, LC attempt notification Nt11 is started in synchronization with the automatic LC attempt start by the automatic driving system 50, and the process proceeds to S123.

In the LC attempt notification Nt11 and the like shown in FIG. 14, information is presented by linking the meter display 21, the CID 22, and the HUD 23. FIG. At the LC attempt notification Nt11, the meter display 21 displays LC status StLC indicating the state of automatic LC. The LC status StLC includes the host vehicle icon IcS, the host vehicle lane icon LpS, the adjacent lane icon LpA, the other vehicle icon IcX, the detection icon IdD, and the detection frame IdF.

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

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

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

CID 22 displays video content CTV related to the second task during the automatic running period. The moving image content CTV includes movies, television broadcasts, and the like. When the LC attempt notification Nt11 is executed, the LC message window CTm is displayed on the CID 22 in addition to the moving image content CTV.

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

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

The route notification window VIg is displayed beside the peripheral status VIst and notifies information related to route guidance. In the route notification window VIg, for example, a message such as "there is a merging section ahead" is described. The upper edge message window VIm1 is displayed at the center of the upper edge of the angle of view VA. A message indicating the operating state of the automatic driving system 50 is described in the upper edge message window VIm1, similarly to the LC message window CTm of the CID 22. FIG. For example, a message such as "Looking for a lane change destination" is displayed in the upper edge message window VIm1.

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

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

Specifically, in the LC message window CTm, for example, a message such as "There is a possibility that it may not be possible to change lanes due to congestion in the surrounding area (under search)" is described. Similarly, in the upper edge message window VIm1, for example, a message such as "Searching for lane change (possibility of failure)" is described. The LC message window CTm and upper edge message window VIm1 messages inform the driver that automatic LC is still being attempted, but may not be able to be performed.

In addition, in the LC failure possibility notification Nt12, the display of the video content CTV of CID22 is changed. When the notification strength is "weak" or "normal", the provision control unit 84 increases the playback speed of the video content CTV. As an example, the moving image content CTV is reproduced at triple speed. At this time, a message indicating the playback state such as "playing at 3x speed" is superimposed on the video content CTV.

According to the change of the providing method as described above, the previous contents of the moving image content CTV can be understood quickly, so that the driver can easily stop watching the moving image content CTV early. For example, a driver watching a soccer game or the like will voluntarily stop watching the video if he/she finds that boring content will continue for a while due to playback at a specific speed. Conversely, if the driver finds that the content will be interesting, he/she will voluntarily stop watching the video, thinking that he will watch it later at the correct playback speed.

On the other hand, when the notification strength is set to "strong", LC failure possibility notification Nt12 shown in FIG. 16 is performed. Even in this case, the LC message window CTm and the upper edge message window VIm1 are changed to display contents different from the LC attempt notification Nt11 to notify the possibility of automatic LC failure. Additionally, in CID 22, the LC message window CTm is expanded downward. As a result, the display area of the moving image content CTV is reduced. The display area of the moving image content CTV may be reduced while maintaining the aspect ratio, or may be hidden at the top by the LC message window CTm. Such a change in the provision method makes it difficult for the driver to voluntarily stop watching the moving image because it becomes difficult to view the moving image content CTV that is reduced to the lower corner.

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

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

Specifically, in the LC message window CTm, for example, a message such as "The lane will be changed to the passing lane to merge ahead (in progress)" is described. Similarly, in the upper edge message window VIm1, for example, a message such as "lane change will be implemented" is described. The messages in the LC message window CTm and the upper edge message window VIm1 inform the driver that automatic LC has entered the running state. The background color of the LC execution notification Nt15 is the same as that of the LC trial notification Nt11.

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

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

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

In S133 shown in FIG. 18, the type of the second task being performed by the driver is discriminated, and the process proceeds to one of S134 to S137 based on the discriminated result. If it is determined in S133 that the video content CTV recorded on media such as movies and audiobooks is being viewed, the process proceeds to S134. If it is determined in S133 that the user is watching a television broadcast, the process proceeds to S135. If it is determined in S133 that the smartphone or the like is being operated, the process proceeds to S136. If it is determined in S133 that the other action is being performed, the process proceeds to S137.

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

Selection buttons CTs1 and CTs2 are displayed on the display screen of CID22. As an example, the selection buttons CTs1 and CTs2 are displayed superimposed on the moving image content CTV. Each of the selection buttons CTs1 and CTs2 describes a character string that specifically designates a content (second task) interruption method. Each of the selection buttons CTs1 and CTs2 is a touch icon that can be touch-operated by the user. The driver can select how to stop the content (second task) being provided by inputting touch operations to the selection buttons CTs1 and CTs2. Note that the LC message window CTm may remain expanded in the termination method selection notification Nt13a when the notification strength is set to "strong".

The selection icons VIs1 and VIs2 are displayed within the angle of view VA by the HUD 23 . By displaying the selection icons VIs1 and VIs2, the driver can select a method of interrupting the second task while looking forward. The selection icons VIs1, VIs2 present substantially the same options as the selection buttons CTs1, CTs2. That is, each of the selection icons VIs1 and VIs2 also describes a character string that specifically designates a method of interrupting the content (second task). The selection icons VIs1 and VIs2 can be selected by a user's operation on the operation device 26. FIG. A selection frame VIf is displayed on the selected one of the selection icons VIs1 and VIs2. One of the selection icons VIs1 that displays the selection frame VIf is displayed with a higher level of attractiveness (brightness) than the other selection icons VIs2. The driver can select the selection icon VIs1 with the selection frame VIf displayed by inputting a decision operation to the operation device 26 .

As shown in FIGS. 18 and 20, options for how to stop presented on the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2 are set in S134 to S137 based on the result of the type determination in S133. be. As an example, in the stopping method selection notification Nt13a based on S134, the respective selection buttons CTs1 and CTs2 and each selection icon VIs1 are presented with the manners of stopping "audio playback" and "pause", respectively.

In addition, in the stop method selection notification Nt13a based on S135, the stop methods "recording" and "audio playback" are presented for the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2, respectively. Furthermore, in the stopping method selection notification Nt13a based on S136, the respective selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2 are presented with the manners of stopping "standby" and "sound playback", respectively. In the stopping method selection notification Nt13a based on S137, the names of service areas that can be used as resting places are described in the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2. In this case, the driver can set the next rest place as the destination by selection operation.

Furthermore, in the LC status StLC presented in the stopping method selection notification Nt13a, the display of the detection icon IdD and the detection frame IdF is terminated with the cancellation of the automatic LC. In addition, the merging lane icon LpM is further displayed based on the determination that the vehicle has entered the merging section CfS. The merging lane icon LpM is a solid-line image portion extending along the host vehicle lane icon LpS. The merging lane icon LpM notifies the driver of the presence of the merging lane ML together with the own vehicle lane icon LpS. Note that the display of the merging lane icon LpM may be started after passing the TOR point P4. In addition, the peripheral status VIst by the HUD 23 is also changed from the mode indicating the standby state of the automatic LC to the mode indicating the monitoring of the merging lane ML.

At S<b>138 , learning data for learning driver selection is read from the storage unit 13 . Then, one of the options presented to the driver is set as an initial setting, and the process returns to S14 of the main processing. Specifically, in S138, a selection frame VIf is displayed on one of the plurality of selection icons VIs1 and VIs2. In addition, in S138, one of the plurality of selection buttons CTs1 and CTs2 displayed on the display screen of the CID 22 is displayed with higher visibility (display brightness) than the others.

The LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stopping method selection notification Nt13a described so far are used as a monitoring advance notice that notifies of a change in the presence or absence of the obligation to monitor the surroundings, or as a second task end notice. It is functional. As an example, in the first embodiment, the LC failure notification Nt13 and the stopping method selection notification Nt13a are the scheduled changes in the presence or absence of the obligation to monitor the surroundings, that is, the monitoring that foretells the change from the state without the obligation to monitor the surroundings to the state with the obligation to monitor the surroundings. It is considered an advance notice. On the other hand, the LC failure possibility notification Nt12, which is performed before the LC failure notification Nt13 and the stopping method selection notification Nt13a at a timing different from these notifications, is used as the end notice notification of the second task.

In the first embodiment, when the video content CTV is viewed as the second task, the process of interrupting the display of the video content CTV and continuing the audio output is performed by notifying the LC failure possibility as the end notice. It is implemented in Nt12. Interrupting the display in this case includes displaying the moving image content CTV at double speed, hiding most of the moving image content CTV with another image, and the like.

In the sub-process (S14) for learning how to stop the content shown in FIG. 21, in S141, similar to S133 (see FIG. 18), the type of the second task being executed by the driver is discriminated. Go to one of them. In S142 to S145, it is determined whether or not the driver has selected the same way of stopping as in the previous interruption of the second task. If it is determined in S142-S145 that the driver has made the same selection as last time, the process proceeds to S146-S149. In S146 to S149, the current and previous selections are set as the initial display of each second task, and the process returns to S15 of the main processing. The initial display settings in S146 to S149 are referred to in S138 (see FIG. 18) after the next time. On the other hand, if it is determined in S142-S145 that the driver has made a selection different from the previous one, S146-S149 are skipped and the process returns to S15 of the main process.

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

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

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

In addition, in the RtI notification Nt14, the content of the route notification window VIg is changed to a description such as "This is a merging section". In addition, in the LC status StLC of the meter display 21, one vehicle lane icon LpS closer to the merging lane icon LpM is changed from a solid line to a dashed line.

The RtI notification Nt14 is implemented with the contents according to the notification strength. Specifically, in the RtI notification Nt14 when the notification strength is set to "weak", as shown in FIG. 23, the provision of the video content CTV is interrupted according to the stopping method selected by the driver. Also, when the notification strength is "weak", the notification by sound using the notification sound is not performed.

Even with the RtI notification Nt14 when the notification strength shown in FIG. 24 is set to "Normal", the provision of the video content CTV is interrupted by the stopping method selected by the driver. In addition, in the RtI notification Nt14 with the notification strength of "normal", the audio device 24 reproduces a relatively soft tone notification sound. In addition, the HUD 23 further displays a lower edge message window VIm2. In the lower edge message window VIm2, a message such as "Please be careful of your surroundings" is written, which urges you to be cautious of your vehicle's surroundings.

In the RtI notification Nt14 when the notification strength shown in FIG. 25 is set to "strong", the LC message window CTm is expanded further than the LC failure possibility notification Nt12 and the LC failure notification Nt13. The moving image content CTV is hidden by being covered with the LC message window CTm. In addition, in the RtI notification Nt14 with the notification strength of “strong”, the audio device 24 reproduces a strong notification sound (warning sound). Note that the HUD 23 displays a message such as "Please be careful of your surroundings" in the lower edge message window VIm2, as in the case where the notification strength is "normal".

When the notification intensity is "normal" or "strong", other vehicles are present in the vicinity of the own vehicle. Therefore, the LC status StLC of the meter display 21 and the peripheral status VIst of the HUD 23 notify other vehicles traveling around the vehicle, and together with the lower edge message window VIm2, urge the driver to be cautious of the vehicle's surroundings. .

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

In S162, it is determined whether or not the driver has checked the front. If it is determined in S162 that the driver has checked the front, the process proceeds to S164. On the other hand, when it is determined in S162 that the driver does not check the front, the process proceeds to S163. In S163, a perimeter monitoring request notification Nt21 is directed to the driver, and the process proceeds to S164. The surroundings monitoring request notification Nt21 notifies that the presence or absence of the surroundings monitoring obligation has changed, more specifically, that the state of not having the surroundings monitoring obligation has changed to the state of having the surroundings monitoring obligation.

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

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

On the other hand, if a predetermined period of time has elapsed since the perimeter monitoring request notification Nt21 in S163 without the driver performing forward confirmation, the process proceeds from S166 to S167. Similarly, if a predetermined time has passed since the hands-on request notification Nt22 of S165 without the driver gripping the steering wheel, the process proceeds from S166 to S167. In S167, an MRM shift notification Nt23 is started so as to synchronize with the shift to MRM by the automatic driving system 50, and the process returns to S17 of the main process.

The automatic driving level temporarily changes to level 2 in the merging section CfS, but changes to level 3 again after passing through the merging section CfS. Therefore, there is a risk that the transition to MRM will rather be bothersome to the driver simply because the driver does not satisfy the conditions for avoiding transition to MRM due to a temporary change in the level of automatic driving. Therefore, in S166, after the steering wheel is not gripped by the driver for a period of time shorter than 15 seconds (for example, 5 seconds), when the automatic driving mode shifts to level 3, a predetermined warning is issued to the driver. Only notify and do not transition to MRM. In this case, as a warning notice, a notice is sent to the driver instructing the driver to perform the correct operation from the next time onwards.

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

In S172, it is determined whether or not the road on which the vehicle is traveling is congested. The determination of whether the vehicle is congested is made based on, for example, the vehicle speed information and the detection result of other vehicles by the environment recognition unit 61 . If it is determined in S172 that there is a traffic jam, the process proceeds to S174. As described above, when the vehicle travels in a congested section, the timing control for resuming content provision is stopped.

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

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

On the other hand, if it is determined in S173 that the driver has finished the second task in the latter half of the section from the TOR point P4 to the merging start point P5 (see FIG. 4 TB), the process proceeds to S175. In S175, a point 500 m from the merging end point P6 is set as the restart point, and the process proceeds to S177. Furthermore, when it is determined in S173 that the driver has finished the second task after passing the merging start point P5 (see TC in FIG. 4), the process proceeds to S176. In S176, a point 1 km from the merging end point P6 is set as the restart point, and the process proceeds to S177. As described above, the suspension time of the second task is maintained substantially constant. Therefore, the sooner the driver suspends the second task, the sooner the driver can resume the second task. Note that the distance of each restart point from the merging end point P6 may be changed as appropriate.

In S177, when the merging end point P6 is passed, the level 3 automatic driving restart point is displayed. In addition, in S177, the reason for the delay in resuming the second task is further notified, and the process proceeds to S178. In S178, a resumption proposal notification Nt31 for proposing resumption of the second task is performed at the resumption point set in S174 to S176, and the series of presentation control processing ends.

In the resumption proposal notification Nt31 shown in FIG. 28, the display of the LC message window CTm and the upper edge message window VIm1 is ended. In addition, in the restart proposal notification Nt31, a restart button CTr and a restart icon VIr for instructing restart of content provision are displayed on the CID 22 and HUD 23, respectively. The restart button CTr is displayed on the display screen of the CID 22 so as to be superimposed on the video content CTV or the like whose provision has been interrupted. Characters such as "resume" are written on the resume button CTr, for example. The restart icon VIr is displayed at the center of the lower edge of the angle of view VA of the HUD 23 . The resume icon VIr includes characters such as "Do you want to resume?", for example. The driver restarts reproduction of the video content CTV or the like whose provision was interrupted by a touch operation on the restart button CTr or an operation on the operation device 26 that selects the restart icon VIr.

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

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

When the vehicle A is traveling from the LC start point P1 to the TOR point P4, the LC status StLC transitions from the host vehicle lane display MH1 to the LC side lane addition display MH2 as the automatic LC is activated. In the LC side lane addition display MH2, an adjacent lane icon LpA is further displayed. In addition, the vehicle lane icon LpS that is adjacent to the adjacent lane icon LpA is changed from a solid line to a dashed line. Note that the actual lane markings on the merging lane ML side may be in the form of dashed lines. However, in the LC side lane addition display MH2, the left vehicle lane icon LpS is displayed in a solid line.

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

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

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

When the automatic LC transitions from the standby state to the execution state, the LC status StLC is changed to the LC execution indication MH5. In the LC execution display MH5, as the vehicle A moves in the lateral direction, the vehicle lane icon LpS and the adjacent lane icon LpA move in the opposite direction to the vehicle A moving direction with respect to the vehicle icon IcS. At this time, the display position of the own vehicle icon IcS is maintained substantially in the center of the LC status StLC. Due to the movement of the vehicle lane icon LpS and the adjacent lane icon LpA, the vehicle icon IcS moves between the vehicle lane icon LpS and the adjacent lane icon LpA. Then, when the automatic LC is completed, the display of the vehicle lane icon LpS farther from the vehicle icon IcS is terminated. Furthermore, the other vehicle lane icon LpS that continues to be displayed is changed from a dashed line to a solid line. As a result, the LC status StLC returns to the host vehicle lane display MH1.

In the first embodiment described so far, when it is decided to suspend the second task during the automatic running period, the method of providing content provided in relation to the second task is changed. Therefore, the driver can recognize the current situation where driving change from the automatic driving function is required from the change in content provision method. According to the above, it becomes easier for the driver to feel satisfied that the second task has been interrupted by the judgment of the system side. Therefore, it is possible to reduce the driver's discomfort when the second task is interrupted, and thus to improve the driver's convenience in relation to driving change.

In addition, in the first embodiment, when it is decided to suspend the second task during the automatic running period, an option is presented to select a method of suspending the content provided in relation to the second task. Therefore, the driver can recognize the current situation where driving change from the automatic driving function is required through the work of selecting the suspension method based on the options. According to the above, it becomes easier for the driver to feel satisfied that the second task has been interrupted by the judgment of the system side. Therefore, it is possible to reduce the driver's discomfort when the second task is interrupted, and thus to improve the driver's convenience in relation to driving change.

Further, in the first embodiment, the method of providing the video content CTV is changed before the stopping method selection notification Nt13a presenting options is implemented. As described above, if the process of changing how the moving image content CTV is displayed and the process of presenting options are sequentially performed, the driver can easily shift his/her attention from the second task to driving. As a result, the possibility that interruption of the second task will be felt as unpleasant can be further reduced.

Furthermore, in the first embodiment, options corresponding to the type of the second task being performed by the driver are presented in the stop method selection notification Nt13a. According to the above, the driver can select his/her preferred method of suspension from options for the method of suspension appropriately set according to the second task being executed. In this way, if the sense of incongruity of the options is reduced, the driver will be more likely to feel a sense of satisfaction in interrupting the second task.

Additionally, in the first embodiment, the driver is notified of the state of the auto LC which avoids interrupting the second task. Therefore, the driver knows that the automatic driving system 50 does not blindly request the driver to change driving, but that the automatic LC as an avoidance action fails, so the driver is forced to request the driver to change the content. You will be able to choose how to interrupt the As a result, the driver's discomfort due to the interruption of the second task can be further reduced.

Furthermore, according to the automatic LC status notification by the LC status StLC and the LC message window CTm, etc., the driver is aware that a change of driving is unavoidably requested due to the failure of the automatic LC. to recognize In this way, by additionally obtaining information on the side of the automatic driving system 50, the driver's discomfort caused by interruption of the second task can be more easily reduced.

Further, in the first embodiment, the provision control unit 84 presents the driver with a selection screen SG for selecting whether or not to implement the automatic LC as the avoidance action. In this way, if the driver selects whether or not to implement the automatic LC, the driving desired by the driver is realized. As a result, it becomes possible to enhance the satisfaction of the driver.

Furthermore, in the first embodiment, the selection screen SG notifies the driver that whether or not the second task can be continued depends on whether or not the automatic LC is performed. Therefore, the driver does not know how the contents of the driving control by the automatic driving function, that is, how the automatic driving level changes depending on whether the automatic LC is selected or not. becomes easier. In this way, if information serving as an index is provided when selecting a driver, the driver can smoothly determine whether or not to implement the automatic LC. As a result, improved convenience is realized.

Also, in the first embodiment, the strength of the RtI notification Nt14 is changed according to the driver's state. As a result, the RtI notification Nt14 that is less annoying to the driver can be implemented while preventing the driver from overlooking it. Hence, driver discomfort can be further reduced. Furthermore, in the first embodiment, the method of changing the method of providing moving image content CTV is changed according to the state of the driver. According to the above, it is possible to appropriately switch the orientation of the driver's consciousness from the second task to the driving action.

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

Further, in the first embodiment, the timing of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13, in other words, the LC start point P1 to the determination Point P3 is changed. The above also allows the driver to interrupt the second task and then shift to the driving action with ample time to spare. As a result, impatience and discomfort of the driver can be further reduced.

Further, in the first embodiment, the timing of interrupting the second task in the driver is grasped. Then, the permission timing for permitting the resuming of content provision is changed according to the interruption timing of the second task. Therefore, the second task suspension time can be kept substantially constant. As a result, the driver is more likely to have motivation to voluntarily interrupt the cand task.

Furthermore, in the first embodiment, how to suspend the second task selected by the driver is learned. Then, the initial display based on the learning is carried out in the notification of how to stop. According to the above, it is possible to reduce the troublesomeness of the selection operation performed when the second task is interrupted.

Further, in the first embodiment, the driver is notified of the operating state of the automatic LC that attempts to avoid entry into the merging section CfS by means of the LC status StLC displayed on the meter display 21 or the like. In this LC status StLC, the number of lanes is increased or decreased by switching between display and non-display of the adjacent lane icon LpA and the merging lane icon LpM. As a result, the information that the driver should grasp is presented at the required timing. According to the above, when passing through the merging section CfS, the driver can refer to the provided information of the LC status StLC, thereby facilitating appropriate judgment regarding driving change.

In addition, according to the first embodiment, in addition to the periphery monitoring request notification Nt21 that notifies that the presence or absence of the periphery monitoring obligation has changed, the LC failure notification Nt13 that gives advance notice of the scheduled change in the presence or absence of the periphery monitoring obligation is issued. will be Therefore, even if the driver is performing the second task during the automatic driving period in which there is no obligation to monitor the surroundings, the driver can be made to recognize early that there is a request for driving change from the automatic driving function. Therefore, it is possible to enhance the driver's convenience related to driving change.

Further, in the first embodiment, when a change from a state in which there is no duty to monitor the surroundings to a state in which the duty to monitor the surroundings is scheduled due to a transition from eyes-off driving to hands-off driving, the LC failure possibility notification Nt12 is sent to the LC This is performed at a timing different from that of failure notification Nt13. The LC failure possibility notification Nt12 can perform the function of notifying the driver of the end (interruption) of the second task. By presenting such information that the LC failure possibility notification Nt12 and the LC failure notification Nt13 are not performed at the same time, it is possible to prevent the driver from being confused. Therefore, an improvement in convenience is realized.

Furthermore, in the first embodiment, the LC failure possibility notification Nt12 that announces the end of the second task is issued before the LC failure notification Nt13 that announces the change in the presence or absence of the peripheral monitoring obligation. As described above, if the LC failure possibility notification Nt12 is functioned as an advance notice of the end of the second task, it is possible to promptly prompt the driver to end the second task. As a result, the time that can be used before resuming monitoring of the surroundings becomes longer, so that a smooth driver change can be implemented.

In addition, in the first embodiment, when the driver is viewing the video content CTV as a second task, the LC failure possibility notification Nt12 is executed to continue the audio output while interrupting the display. According to such a notification, it is possible to smoothly shift the driver's awareness from the video content CTV to monitoring the surroundings. As a result, the driver is less likely to feel discomfort associated with driving changes.

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

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

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

On the other hand, if the merging vehicle Ac cannot be detected (S262: NO), or if the existence of the merging vehicle Ac is grasped (S263: YES), the automatic driving ECU 50b decides to execute the automatic LC. As in the first embodiment, the automatic driving ECU 50b continues the attempt of the automatic LC until it passes the fixed point P3, and when the vehicle A passes the fixed point P3 without being able to execute the automatic LC (S267: YES ), and stop the automatic LC (S268). On the other hand, if the automatic LC can be started before passing through the fixed point P3 (S265: YES), the automatic driving ECU 50b executes the automatic LC (S266). Incidentally, the processing of S267 to S272 is substantially the same processing as in the first embodiment.

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

The driver status STD is displayed in the center of the screen of the meter display 21, and presents driving tasks requested of the driver. When the vehicle A is driven by automatic driving at level 3, the driver status STD is displayed in such a manner that the driver icon ICd is seated on the chair icon ICi. The driver icon ICd is a human-shaped display object with a posture reclining backward. The driver status STD functions as continuation possibility information In1, and notifies the driver that the second can be continued even if the automatic LC is executed.

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

The message window Mw2 is displayed at a position facing the lower edge of the display screen of the meter display 21 . In the message window Mw2, at least the first message "Lane change to avoid merging section will start" and the second message "Second task is available during lane change" are described. The first message notifies the own vehicle control information In2 related to the driving environment and control state of the vehicle A. The second message, like the driver status STD, notifies that the second can continue.

The HCU 100 reports the completion of the automatic LC to the driver by changing the LC execution notification Nt15. Specifically, when the automatic LC is completed, the HCU 100 hides the message window Mw2 including the host vehicle control information In2 (see FIG. 35). On the other hand, the HCU 100 indicates to the driver that the second task can be continued by continuing to display the driver status STD that notifies the continuation possibility information In1.

The automatic driving ECU 50b further grasps the section length of the confluence section CfS, for example, at the timing (S260) when the presence of the confluence section CfS is grasped. The automatic driving ECU 50b determines in advance whether to continue the eyes-off driving at the automatic driving level 3 in the merging section CfS or shift to the hands-off driving at the automatic driving level 2 according to the section length of the merging section CfS. . When the vehicle A enters the merging section CfS (S273: YES), the automatic driving ECU 50b continues the eyes-off driving when the section length of the merging section CfS exceeds the continuation threshold (S274: YES) (S275). On the other hand, when the section length of the merging section CfS is less than the continuation threshold value (S274: NO), the automatic driving ECU 50b shifts from eyes-off driving to hands-off driving (S276). Note that, in the second embodiment, the eyes-off driving is continued even when the section length is substantially the same as the continuation threshold. Such a continuation threshold value may be a predetermined value defined in advance, or may be changed according to the number of lanes on the road indicated by the map data, the width of each lane, the speed limit, and the like.

The automatic driving ECU 50b changes the automatic driving level according to the presence or absence of the merging vehicle Ac during the period of traveling in the merging section CfS. In addition, when the automatic driving ECU 50b grasps the presence of the merging vehicle Ac, the automatic driving ECU 50b further grasps the control state of the automatic driving of the merging car Ac, and changes the automatic driving level according to the control state of the automatic driving. Specifically, when the automatic driving ECU 50b determines that there is no merging vehicle Ac (S277: NO) while the eyes-off driving is being performed (S275), the automatic driving ECU 50b determines to continue the eyes-off driving. Further, when the automatic driving ECU 50b determines that the merging vehicle Ac that merges is the own vehicle (S278: YES) while the eyes-off driving is being performed (S275), the hands-off driving in which the driver is not obliged to perform the steering operation is performed. (S280). Note that, when the merging vehicle Ac is the own vehicle driving vehicle, it may be determined to continue the eyes-off driving. Furthermore, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is the automatic driving vehicle (S278: NO), it determines to shift to hands-on driving in which the driver must hold the steering wheel (S279).

On the other hand, when the autonomous driving ECU 50b determines that there is no merging vehicle Ac (S277: NO) while hands-off driving is being performed (S276), it decides to continue hands-off driving. Further, when the automatic driving ECU 50b determines that the merging vehicle Ac is the own vehicle (S278: YES) while the hands-off driving is being performed (S276), the automatic driving ECU 50b also determines to continue the hands-off driving (S280). ). Furthermore, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is the automatic driving vehicle (S278: NO), the automatic driving ECU 50b determines transition to hands-on driving (S279).

When the vehicle A leaves the merging section CfS (S281: YES), the automatic driving ECU 50b resumes automatic driving level 3 eyes-off driving. In this way, when the state with the duty to monitor the surroundings changes to the state without the duty to monitor the surroundings, the HCU 100 causes the meter display 21 to display the message window Mw2 before leaving the merging section CfS. The message window Mw2 displays the first message "The merging section will end soon" and the second message "After the merging section ends, the second task can be used." The first message in this case is also host vehicle control information In2. The HCU 100 notifies the driver that the second task is permitted by continuously displaying the driver status STD while hiding the message window Mw2 based on the passage of the merging end point P6 by the vehicle A.

The second embodiment described so far also has the same effects as the first embodiment, and it is possible to improve convenience for the driver in relation to driving changes.

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

When automatic LC is performed, drivers tend to consider the possibility that perimeter monitoring is required even in situations where the driver is not obligated to do so. Therefore, if the fact that the second task can be continued is specified as the continuation possibility information In1, the driver can safely continue the second task even when the automatic LC is executed.

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

In addition, in the second embodiment, when the automatic LC is completed, and when the vehicle exits the merging section CfS and changes from a state in which there is an obligation to monitor the surroundings to a state in which there is no obligation to monitor the surroundings, the own vehicle control information In2 is hidden. On the other hand, the display of the continuation possibility information In1 of the second task continues. In this way, if the host vehicle control information In2 is hidden, the types of information presented by screen display are reduced. As a result, the continuation possibility information In1 is emphasized on the screen display, making it easier for the driver to know that the second task can be continued.

(Third embodiment)
The third embodiment shown in FIGS. 36 and 37 is another modification of the first embodiment. The automatic driving ECU 50b of the third embodiment recognizes the merging section CfS in the traveling direction based on the end point of the uphill lane and the lane reduction point in the map data, and in addition, there is an interruption by another vehicle from the next lane. Also, switch the automatic driving level. Hereinafter, in the third embodiment, the details of the interruption possibility scene to be controlled at the automatic driving level will be described. Note that the automation level control processing (see FIG. 37) described in the third embodiment is continuously performed during the period in which the vehicle is driven by level 3 automatic driving.

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

The environment recognizing unit 61 performs processing for recognizing the merging section CfS in the direction of travel based on the map data, as well as processing for recognizing the situation of other vehicles traveling around the vehicle A. FIG. Specifically, the environment recognition unit 61 recognizes another vehicle that cuts into the driving lane DL from the merging lane ML as the merging vehicle Ac. The environment recognition unit 61 recognizes other vehicles that are expected to merge into the driving lane DL as merging vehicles Ac, in addition to other vehicles that have started to change lanes from the merging lane ML to the driving lane DL.

The environment recognition unit 61 recognizes the preceding vehicle Af traveling in the traveling direction of the vehicle A and the other interrupting vehicle As traveling in the passing lane PL. In addition to other vehicles that have started to change lanes from the passing lane PL to the driving lane DL, the environment recognizing unit 61 also recognizes other vehicles that are expected to cut into the driving lane DL as interrupting other vehicles As.

When the environment recognizing unit 61 recognizes the presence of the merging section CfS or detects the merging vehicle Ac about to cut in front of the vehicle A, it determines that it is a cut-in prediction scene (S301). When the environment recognizing unit 61 determines that the current driving environment of the own vehicle is an interrupting assumed scene (S301: YES), the environment recognition unit 61 grasps the presence of the preceding vehicle Af and the interrupting other vehicle As (S302 and S303).

When the environment recognition unit 61 recognizes the existence of the preceding vehicle Af (S302: YES), the action determination unit 62 sets the suspension section TXS in front of the own vehicle, and shifts from automatic driving at level 3 to hands-off driving at level 2. , the automatic driving level is lowered (S304). Similarly, when the environment recognition unit 61 recognizes the presence of the interrupting other vehicle As (S303: YES), the action determination unit 62 shifts from level 3 automatic driving to level 2 hands-off driving. is pulled down (S304).

If neither the preceding vehicle Af nor the other interrupting vehicle As is recognized (S303: NO), the action determination unit 62 continues automatic driving at level 3 (S305). The action determination unit 62 continues to recognize the preceding vehicle Af and the other interrupting vehicle As until the environment recognition unit 61 determines that the cut-in prediction scene has ended. When the environment recognition unit 61 determines that the interrupt prediction scene has ended (S306: YES), the action determination unit 62 ends the series of automation level control processing.

In the third embodiment described so far, when the interruption of the merging vehicle Ac is recognized, the automatic driving level is determined according to the presence or absence of other vehicles other than the merging vehicle Ac. Therefore, even when the vehicle encounters the merging vehicle Ac while traveling by the automatic driving function, automatic driving can be continued at an appropriate level of automatic driving. As a result, the chances of handing over the driving task from the automatic driving function to the driver are reduced, so it is possible to enhance the convenience of the driver in relation to driving changes.

In addition, in the third embodiment, the presence or absence of a preceding vehicle Af, an interrupting other vehicle As, or the like is grasped, and the automatic driving level of the own vehicle is determined according to the presence of these. According to such automation level control, it is possible to determine an automated driving level that appropriately reflects the presence of the preceding vehicle Af or the interrupting other vehicle As that has an influence on the running state of the own vehicle. Therefore, it is possible to reduce the driving load on the driver while suppressing the risk of other vehicles.

Further, in the third embodiment, when there is a preceding vehicle Af, there is a high possibility that the merging vehicle Ac will move between the own vehicle and the preceding vehicle Af. In such a scene, the merging vehicle Ac, which has changed lanes to the driving lane DL, tends to decelerate in front of the own vehicle. Therefore, according to the control for lowering the automatic driving level when the preceding vehicle Af exists, even if the merging vehicle Ac that cuts in front of the own vehicle decelerates, the driver can smoothly respond.

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

In addition, in the third embodiment, other vehicles that are expected to merge from the merging lane ML into the driving lane DL are recognized as merging vehicles Ac, so that other vehicles that pose a risk to the own vehicle can be recognized early. . As a result, it is possible to secure a long response time for the driver when making the automatic driving level transition to a low level.

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

The automatic driving ECU 50b starts the automation level control process shown in FIG. The automatic driving ECU 50b determines whether or not the discontinuation section TXS including the merging section CfS is within the detection range of the periphery monitoring sensor 30 such as the camera unit 31 (S401). When the discontinued section TXS enters the detection range of the perimeter monitoring sensor 30, the environment recognition unit 61 determines whether or not there is another vehicle (hereinafter referred to as a parallel running vehicle Ao) traveling in the discontinued section TXS (S402). When the presence of the parallel running vehicle Ao is recognized by the environment recognition unit 61 (S402: YES), the action determination unit 62 lowers the automatic driving level from automatic driving at level 3 to hands-off driving at level 2 (S403). ). On the other hand, when the presence of the parallel running vehicle Ao traveling in the discontinued section TXS is not recognized (S402: NO), the action determination unit 62 continues automatic driving at level 3 (S404).

The environment recognition unit 61 continues to recognize the parallel running vehicle Ao until the vehicle A passes the merging end point P6 of the discontinued section TXS (S405). Then, when the environment recognition unit 61 passes the merging end point P6 and determines that the discontinuation section TXS has ended (S405: YES), the automatic driving ECU 50b ends the series of automation level control processing.

According to the fourth embodiment described so far, when traveling in the overtaking lane PL, the presence of the parallel running vehicle Ao traveling in the merging section CfS defined in the traveling lane DL is grasped, and the parallel running vehicle Ao in the merging section CfS is detected. The automatic driving level of the own vehicle is determined according to the presence or absence of the vehicle Ao. Therefore, even if the movement of the merging vehicle Ac from the merging lane ML to the driving lane DL (the merging section CfS) causes the parallel running vehicle Ao to move from the merging section CfS to the overtaking lane PL, the own vehicle cannot Automatic driving can be continued at a level capable of appropriately coping with the traveling vehicle Ao. As a result, the chances of handing over the driving task from the automatic driving function to the driver are reduced, so it is possible to enhance the convenience of the driver in relation to driving changes.

In addition, in the fourth embodiment, when the parallel running vehicle Ao exists in the merging section CfS, the self-driving level of the own vehicle shifts to hands-off driving with an obligation to monitor the surroundings. Therefore, even if the side-by-side vehicle Ao makes a sudden move to the passing lane PL, it is possible for the driver to respond smoothly by controlling the automatic driving level to be lowered in advance.

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

The autonomous driving ECU 50b does not change lanes during unsupervised autonomous driving based on regulations that prohibit automatic LC of autonomous driving level 3. When the automatic driving ECU 50b changes lanes while the eyes-off driving of the automatic driving level 3 continues, the behavior determination unit 62 lowers the automation level before starting the lane change. As a result, the vehicle A transitions from eyes-off driving to monitored automatic driving such as hands-off driving or hands-on driving.

The HCU 100 provides information corresponding to the switching of the automation level described above. The provision control unit 84 of the HCU 100 responds to the fact that the automatic driving ECU 50b does not perform the automatic LC, and before reaching the LC start point P1, determines how to output the video content CTV etc. provided in relation to the second task. change. After changing the method of outputting the content, the provision control unit 84 presents an option for selecting how to stop the content, and once terminates the provision of the content at the LC start point P1. When the vehicle A continues traveling in the driving lane DL without changing lanes, the provision of the content related to the second task is interrupted until it passes the merging end point P6.

Before reaching the LC start point P1, the provision control unit 84 proposes to the driver to change the lane from the driving lane DL to the passing lane PL in parallel with the process of changing the manner of displaying the content. When the driver inputs an operation that serves as a trigger for starting a lane change according to a proposal from the system, lane change in hands-off or hands-on driving by the automatic driving ECU 50b is started.

When the vehicle A passes the LC start point P1, the provision control unit 84 notifies the surroundings to be monitored in parallel with the LC attempt notification. The perimeter monitoring prompting notification urges the driver to monitor the overtaking lane PL, which is the direction of movement, in the perimeter of the vehicle A in particular. At least one of the meter display 21, the CID 22 and the HUD 23 implements the perimeter monitoring prompt notification. The perimeter monitoring prompting notification is implemented, for example, by non-superimposed display on the HUD 23 . If the lane change at the automatic driving level 2 or the manual lane change is successful in the section from the LC start point P1 to the TOR point P4, the automatic driving ECU 50b will not monitor the automatic driving level 3 in the overtaking lane PL. Resume automatic driving. The provision control unit 84 resumes the provision of the content that has been interrupted in accordance with the resumption of unsupervised automatic driving at level 3 of automatic driving.

In the automatic driving ECU 50b of the fifth embodiment, various settings are made to restrict automatic driving at automatic driving level 3 in addition to setting to prohibit automatic LC. Specifically, the automatic driving ECU 50b disables unmonitored automatic driving in the discontinuation section TXS including the merging section CfS, as in the above embodiment. The automatic driving ECU 50b enables unmonitored automatic driving in the passing lane PL, but does not permit continuous driving in the passing lane PL for a predetermined distance (for example, 2 km) or longer. However, the automatic driving ECU 50b permits continuation of unmonitored automatic driving in the passing lane PL if the own vehicle is traveling in a traffic jam. Note that the automatic driving ECU 50b does not permit unmonitored automatic driving in the merging section CfS even when the own vehicle is traveling in a traffic jam.

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

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

The provision control unit 84 proposes to the driver to travel in the recommended driving lane RL selected by the recommended lane selection unit 181 when unmonitored automatic driving at the automatic driving level 3 is being performed by the automatic driving ECU 50b. The recommended lane notification for notifying the recommended driving lane RL is performed by at least one of the meter display 21, the CID 22 and the HUD 23, and is performed by non-superimposed display of the HUD 23, for example. Hereinafter, a plurality of driving scenes in which recommended lane notification is performed through cooperation between the recommended lane selection unit 181 and the provision control unit 84 will be described based on FIGS. 42 to 47 and with reference to FIG.

In the driving scene shown in FIG. 42, it is predicted that the vehicle will enter a traffic jam during automatic driving at automatic driving level 3. The recommended lane selection unit 181 predicts the occurrence of traffic congestion in the direction of travel based on the driving environment grasped in cooperation with the surrounding state grasping unit 81 . As an example, the recommended lane selection unit 181 acquires traffic congestion information in the traveling direction through external communication. As another example, the recommended lane selection unit 181 determines whether or not the vehicle is expected to enter a traffic jam based on vehicle speed information, map data, planned travel route, recognition information around the vehicle, and the like. It is determined whether or not the vehicle is running in a traffic jam. When the recommended lane selector 181 predicts that the vehicle will enter the congested area CA, the recommended passing lane PL is set as the recommended driving lane RL before the vehicle reaches the congested area CA.

Based on the fact that the recommended lane selection unit 181 has selected the passing lane PL as the recommended driving lane RL, the provision control unit 84 proposes to the driver to travel in the passing lane PL. When the overtaking lane PL is selected as the recommended driving lane RL while driving in the driving lane DL, the provision control unit 84 sets the automatic driving level 2 monitoring automatic driving before the vehicle enters the traffic congestion area CA. It is proposed to the driver to change the lane to the overtaking lane PL side while the vehicle is running. Such a lane change avoids traveling in the suspension section TXS including the merging section CfS existing in the travel lane DL. Further, in the congested area CA, continuous driving in the passing lane PL at automatic driving level 3 is permitted. As a result, unsupervised automatic driving at automatic driving level 3 resumed in the passing lane PL can be continued for a long time or a long distance.

On the other hand, when the overtaking lane PL in which the vehicle is traveling is selected as the recommended driving lane RL, the provision control unit 84 instructs the driver to continue traveling in the overtaking lane PL before the vehicle enters the congestion area CA. suggest. Even in this case, driving in the merging section CfS, which is outside the limited area, is avoided, so unmonitored automatic driving at automatic driving level 3 can continue for a long time or a long distance in the passing lane PL.

In the running scene shown in FIG. 43, no traffic jam occurs. In order to avoid traveling in the merging section CfS, the automated driving ECU 50b performs a lane change from the driving lane DL to the passing lane PL at automated driving level 2, and then moves to the overtaking lane PL at automated driving level 3. start running. In this case, the recommended lane selection unit 181 sets the driving lane DL as the recommended driving lane RL. Therefore, the provision control unit 84 prompts the vehicle to change lanes to the driving lane DL when automatic driving at automatic driving level 3 continues for a predetermined distance. In this case, the lane change from the passing lane PL to the driving lane DL is performed in a state where the automatic driving level is lowered to level 2. The automatic driving ECU 50b resumes unmonitored automatic driving at automatic driving level 3 on the driving lane DL.

In the driving scenes shown in FIGS. 44 and 45, vehicle A is driving on a multi-lane road. The recommended lane selection unit 181 selects the center lane CL excluding the left and right end lanes as the recommended driving lane RL on a multi-lane road having three or more lanes per direction. As an example, the recommended lane selection unit 181 grasps the number of lanes of the road on which the vehicle is traveling based on the three-dimensional map data, and determines whether the road is a multi-lane road. When the vehicle A is traveling on the central lane CL in unmonitored automatic driving at automatic driving level 3 (see FIG. 44), the provision control unit 84, based on the fact that the central lane CL is set as the recommended driving lane RL, The driver is suggested to continue driving on the center lane CL.

On the other hand, when the vehicle A is traveling in the leftmost driving lane DL by automatic driving without monitoring, the provision control unit 84 changes the lane to the center lane CL based on the setting of the center lane CL as the recommended driving lane RL. A recommended lane notification prompting a change is carried out (see FIG. 45). As a result, although unsupervised automated driving is temporarily suspended due to the lane change, driving in the suspended section TXS including the merging section CfS is avoided. Running can be continued. Further, even when the vehicle A is traveling in the overtaking lane PL on the right end without monitoring, the provision control unit 84 performs the recommended lane notification to prompt the lane change to the center lane CL. As a result, implementation of a lane change proposal that restricts continuous driving in the passing lane PL is avoided.

Here, the recommended lane selection unit 181 determines whether or not it is permissible to travel in the center lane CL according to the speed limit specified for the multi-lane road. As an example, the automatic driving ECU 50b is set with an upper limit speed at which unmonitored automatic driving of automatic driving level 3 can be executed. The recommended lane selection unit 181 grasps the maximum speed set for the multi-lane road on which the vehicle is traveling, based on map data or the result of sign recognition, for example. The recommended lane selection unit 181 does not set the center lane CL as the recommended driving lane RL when the maximum speed is higher than a predetermined threshold speed. As a result, the recommended lane notification for driving in the center lane CL is also canceled on multi-lane roads where the maximum speed is higher than the predetermined threshold speed. Such a threshold speed is set based on the upper limit speed at which unmonitored automatic driving can be executed. For example, the threshold speed is set to the same speed as the upper limit speed, or a speed lower or higher than the upper limit speed.

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

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

In the driving scene shown in FIG. 47, a vehicle A is driving on a road including a lane dedicated to automatic driving vehicles (hereinafter referred to as dedicated lane AL). The exclusive lane AL is a lane in which travel is permitted only by automatic driving of automatic driving level 3 or higher. A manually driven vehicle MDC with an automated driving level of 2 or lower is not permitted to travel on the dedicated lane AL. As an example, the exclusive lane AL is set as the outermost lane among the multiple lanes. Instead of the dedicated lane AL, an automated vehicle priority lane (hereinafter referred to as a priority lane) may be set to give priority to driving of the automated vehicle.

The recommended lane selection unit 181 selects the dedicated lane AL or the priority lane as the recommended driving lane RL on the road including the dedicated lane AL or the priority lane. The recommended lane selection unit 181 grasps the presence of the exclusive lane AL and the priority lane based on map data, for example. When the vehicle A is traveling on the dedicated lane AL or the priority lane in unsupervised automatic driving at automatic driving level 3, the provision control unit 84 proposes to the driver to continue driving on the dedicated lane AL or the priority lane. On the other hand, when the vehicle A is automatically traveling in a lane different from the dedicated lane AL or the like, the provision control unit 84 performs a recommended lane notification to prompt a lane change to the dedicated lane AL or the like. As described above, unsupervised automatic driving at automatic driving level 3 can be continued for a long time or a long distance in the exclusive lane AL or the priority lane.

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

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

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

In S503, based on the 3D map data or 2D map data, it is determined whether there is a dedicated lane AL or a priority lane (see FIG. 47). If it is determined in S503 that there is neither an exclusive lane AL nor a priority lane, the process proceeds to S505. On the other hand, when it is determined in S503 that there is a dedicated lane AL or a priority lane, the process proceeds to S504. In S504, the dedicated lane AL or the priority lane is set as the recommended driving lane RL.

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

In S507, it is determined whether the road on which the vehicle is traveling is a multi-lane road based on the 3D map data or the 2D map data. If it is determined in S507 that the road on which the vehicle is traveling is not a multi-lane road, the process proceeds to S510. In S510, the driving lane DL is set as the recommended driving lane RL.

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

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

In S521 of the proposal execution process, the provision control unit 84 acquires the position information of the vehicle lane grasped by the surrounding state grasping unit 81, and proceeds to S522. In S522, the recommended driving lane RL selected in the recommended lane selection process (see FIG. 48) is grasped, and the process proceeds to S523. At S523, the own vehicle lane and the recommended driving lane RL are compared. If it is determined in S523 that the recommended driving lane RL matches the own vehicle lane, the process proceeds to S524. In S524, a recommended lane notification is provided to suggest that the vehicle should continue driving in the current lane. On the other hand, when it is determined in S523 that the recommended driving lane RL is different from the own vehicle lane, the process proceeds to S525. In S525, a recommended lane notification prompting a lane change toward the recommended driving lane RL is performed.

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

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

On the other hand, if there is no input from the driver instructing to change lanes, S544 and S546 are repeated to wait for input from the driver. Then, when a time-out occurs after a predetermined period of time has elapsed from the start of presentation of the recommended lane notification, the provision control unit 84 shifts the process from S546 to S547. The provision control unit 84 terminates the recommended lane notification in S547.

In the fifth embodiment described so far, the driver is suggested to travel in the recommended driving lane RL, which is estimated to continue the automatic driving at level 3 without monitoring the surroundings for a long time or a long distance. By following these suggestions, drivers can reduce the frequency of driving changes. Therefore, it is possible to enhance the driver's convenience related to driving change.

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

Further, in the fifth embodiment, on a multi-lane road with three or more lanes, the center lane CL is selected as the recommended driving lane RL. Then, the provision control unit 84 proposes to the driver to travel on the center lane CL. According to the above, although unmonitored automatic driving is temporarily interrupted for lane changes, driving in the merging section CfS can be avoided. As a result, the automatic driving ECU 50b can continue unmonitored automatic driving in the central lane CL.

Furthermore, in the fifth embodiment, when the maximum speed set for the multi-lane road is higher than a predetermined threshold speed, the recommendation to travel in the center lane CL is cancelled. Due to the low upper limit speed of automatic driving at automatic driving level 3, the situation in which the vehicle A automatically traveling in the center lane CL interferes with the traveling of other vehicles is less likely to occur.

In addition, in the fifth embodiment, when a branch BP exists in the traveling direction of the vehicle A, the recommended driving lane RL is selected according to the distance or time to the branch BP based on the planned travel route set for the vehicle A. lane is changed. As a result, the on-route lane OL connected to the branch destination Lnr that matches the planned route is set as the recommended driving lane RL, and the provision control unit 84 sends a recommended lane notification prompting a lane change to the on-route lane OL to the branch BP. can be initiated based on the proximity of According to the above, it is possible to smoothly move to the on-route lane OL. Then, the vehicle A can pass through the branch BP while continuing automatic driving without monitoring.

In addition, in the fifth embodiment, when there is a dedicated lane AL or a priority lane for automatic driving vehicles, the dedicated lane AL or the priority lane is selected as the recommended driving lane RL. Then, the provision control unit 84 proposes to the driver to travel on the exclusive lane AL or the priority lane. According to such a recommended lane notification, the vehicle A moves to a lane optimized for unsupervised automatic driving of automatic driving level 3. As a result, unsupervised automatic driving can be continued for a long time or a long distance. In addition, in the fifth embodiment, the provision control unit 84 corresponds to the "lane proposal unit".

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

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

The action determination unit 62 enables implementation of unsupervised automatic driving at automatic driving level 3 when the environment recognition unit 61 determines that the vehicle is traveling in an area where automatic driving is possible. In addition, when the environment recognition unit 61 determines that the vehicle is traveling in a traffic jam, the behavior determination unit 62 enables implementation of unsupervised automatic driving at automatic driving level 3.

Unlike the fifth embodiment, the behavior determination unit 62 permits unsupervised automatic driving in the merging section CfS within the automatic driving area. On the other hand, the behavior determination unit 62 makes the passing lane PL out of the limited area, and prohibits unsupervised automatic driving in the passing lane PL even within the area where automatic driving is possible. On the other hand, the action determination unit 62 permits unmonitored automatic driving in the passing lane PL if the own vehicle is traveling in a traffic jam.

According to the automatic driving level switching control of the sixth embodiment described so far, even if there is a merging section CfS with the driving lane DL as in the driving scene shown in FIG. The driving lane DL selected as RL is continued. Such control eliminates the suggestion of a lane change to avoid the merging section CfS. As a result, since the frequency of driving changes can be reduced, the driver's convenience related to driving changes is improved.

In addition, in the sixth embodiment, when the vehicle A travels in an area where automatic driving is possible, automatic driving without monitoring in the passing lane PL is disabled. However, if the vehicle A is traveling in a traffic jam, unmonitored automatic traveling in the passing lane PL is permitted. Therefore, when the vehicle is in a traffic jam, automatic driving can be continued in the overtaking lane PL in addition to the driving lane DL including the merging section CfS, without the obligation to monitor the surroundings. Therefore, by reducing the frequency of driving change, it is possible to improve convenience for drivers in relation to driving change.

(Seventh embodiment)
The seventh embodiment shown in FIGS. 40 and 52 is a modification of the sixth embodiment. In the HCU 100 of the seventh embodiment, the recommended lane notification based on the selection of the recommended driving lane RL is performed even while the vehicle A is automatically driving with monitoring. In addition, the behavior determination unit 62 of the automatic driving ECU 50b does not permit unmonitored automatic driving in the passing lane PL even during traffic congestion. On the other hand, as in the sixth embodiment, the behavior determination unit 62 permits unsupervised automatic driving in the merging section CfS within the automatic driving area regardless of whether the vehicle is in a traffic jam.

In response to such automatic driving level setting control, the recommended lane selection unit 181 selects the driving lane DL connected to the merging section CfS as the recommended driving lane RL when the vehicle is predicted to enter the congested area CA. . As a result, as in the driving scene shown in FIG. 52, the provision control unit 84 predicts that the vehicle A (own vehicle) will enter the congested area CA while traveling in the overtaking lane PL in a state where there is an obligation to monitor the surroundings. In this case, it proposes a lane change to the driving lane DL in a state where there is an obligation to monitor the surroundings. If the driver instructs a lane change to the driving lane DL based on such a recommended lane notification, unsupervised automatic driving of automatic driving level 3 resumed in the driving lane DL can be continued for a long time or a long distance. Therefore, even in the seventh embodiment, it is possible to achieve the same effects as those of the above embodiments. Incidentally, in the seventh embodiment, the environment recognition section 61 corresponds to the "driving environment determination section".

(Other embodiments)
As described above, one embodiment of the present disclosure has been described, but the present disclosure is not interpreted as being limited to the above embodiments, and can be applied to various embodiments and combinations within the scope of the present disclosure. be able to.

In the above embodiments, both the process of changing the method of providing content and the process of presenting options for selecting the method of interrupting content are performed. In contrast, in Modification 1 of the above-described embodiment, the process of changing the method of providing content is implemented, while the process of presenting options for selecting the method of interrupting content is omitted. In addition, in Modification 2 of the above-described embodiment, the process of presenting options for selecting the content interruption method is implemented, while the process of changing the content provision method is omitted.

In the stopping method selection notification Nt13a in Modification 3 of the above-described embodiment, substantially the same options are presented regardless of the type of the second task to be performed by the driver. Further, in Modification 4 of the above-described embodiment, the automatic LC status notification by the LC status StLC, the peripheral status VIst, etc. is omitted.

In the above-described embodiment, the method of outputting the content is changed in accordance with the LC failure possibility notification Nt12. In addition, along with the LC failure notification Nt13, the stopping method selection notification Nt13a has been implemented. However, in Modification 5 of the above embodiment, the LC failure possibility notification Nt12 and LC failure notification Nt13 are not synchronized with the process of changing the method of providing content and the process of presenting options. For example, the stopping method selection notification Nt13a may be performed in accordance with the LC failure possibility notification Nt12.

In the sixth modification of the above embodiment, not only the strength of the RtI notification Nt14 but also the request timing (see TOR point P4 in FIG. 4) is changed according to the driver's condition and the conditions of other vehicles around the own vehicle. Further, in Modification 7 of the above-described embodiment, the request timing of the RtI notification Nt14 is changed according to the state of the driver and the state of other vehicles around the own vehicle. In Modified Example 7, the notification intensity of the RtI notification Nt14 is made constant.

In Modification 8 of the above-described embodiment, the timing control of the restart point (permission timing) at which restart of the second task is permitted is omitted. Further, in the ninth modification of the above-described embodiment, timing control for adjusting the restart point is performed even when the vehicle A is traveling in a congested section.

In the above-described embodiment, the LC failure notification Nt13 and the stopping method selection notification Nt13a correspond to the monitoring advance notification, which gives advance notice of the planned change in the presence or absence of the peripheral monitoring obligation. On the other hand, in Modification 10 of the above-described embodiment, the notification of the end of the second task is omitted, and at least one of the LC attempt notification Nt11 and the LC failure possibility notification Nt12 gives a notification of the planned change in the presence or absence of the obligation to monitor the surroundings. function as an advance notice of monitoring. Further, in the eleventh modification of the above-described embodiment, the LC attempt notification Nt11 corresponds to the second task end notice notification. If at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stopping method selection notification Nt13a has a function as a monitoring advance notification as in the above modifications 10 and 11 good. In addition, at least one of the notifications implemented before the advance notice of monitoring should have the function of the advance notice of termination. Furthermore, at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stopping method selection notification Nt13a may have both functions of the monitoring advance notice and the end notice notice.

In the twelfth modification of the above-described embodiment, when a change from a state in which there is an obligation to monitor the surroundings to a state in which there is no obligation to monitor the surroundings is scheduled, an advance notice of monitoring is provided to give advance notice of such a change. In addition, the perimeter monitoring notification of Modification 12 notifies the driver that the state of having the perimeter monitoring obligation has changed to the state of not having the perimeter monitoring obligation.

In the above embodiment, the continuation of the second task is permitted during the execution period of the automatic LC that avoids the confluence section CfS. This is because the risks around the vehicle are fully understood in determining whether or not to execute the automatic LC. On the other hand, the reason for interrupting the second task in response to an interruption by another vehicle is that it is difficult to predict the behavior of the other vehicle and the risk cannot be fully grasped.

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

Furthermore, in Modification 14 of the fifth embodiment, unsupervised automatic driving is prohibited at speeds of 60 km/h or more. The recommended lane selection unit 181 selects the climbing lane as the recommended driving lane RL when the maximum speed of the driving lane DL is, for example, 60 km/h or more. The provision control unit 84 performs a recommended lane notification that prompts the driver to change lanes to the climbing lane designated as the recommended driving lane RL.

The automatic driving system 50 of the above embodiment is provided with two in-vehicle ECUs, the driving support ECU 50a and the automatic driving ECU 50b. However, the automatic driving system 50 may be configured by one in-vehicle ECU having the respective functions of the driving support ECU 50a and the automatic driving ECU 50b.

A display device that displays content related to the second task is not limited to the CID 22 . For example, meter display 21 and HUD 23 may be used to provide content. Also, the display device for displaying the content may be selectable by the driver. Furthermore, the shape, emission color, display position, etc. of each image displayed on each display device may be changed as appropriate. In addition, the type of language of the message displayed on each display device may be appropriately changed based on user settings such as the driver and settings such as the country and region where the vehicle A is used. Similarly, the type of language of the voice message played by the audio device 24 may be changed accordingly.

The second task permitted to the driver may be changed as appropriate according to laws and regulations such as road traffic laws of the country and region where the vehicle A is used. Furthermore, the avoidance action for avoiding interruption of the second task is not limited to automatic LC, and may be changed as appropriate according to the driving scene.

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

Each function provided by the HCU 100 in the above embodiment can be provided by software and hardware for executing it, only software, only hardware, 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.

Also, the form of the storage medium storing the program and the like capable of implementing the display control method described above may be changed as appropriate. For example, the storage medium is not limited to being provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the control circuit of the HCU. . Furthermore, the storage medium may be an optical disc, hard disk drive, or the like, which is the basis for copying the program to the HCU.

The controller and techniques described in this disclosure may be implemented by a special purpose computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented by dedicated hardware logic circuitry. Alternatively, 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.

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

In each of the above embodiments, the environment recognition unit 61 corresponds to the "other vehicle situation recognition unit", the "driving environment recognition unit", and the "driving environment determination unit", and the behavior determination unit 62 corresponds to the "automation level determination unit". and the "behavior determination unit", and the automatic driving ECU 50b corresponds to the "driving control device". Also, the merging vehicle Ac corresponds to "another vehicle", a "interrupting vehicle", and a "merging vehicle", and the parallel running vehicle Ao corresponds to "another vehicle (running in an assumed merging section)". Furthermore, the merging section CfS corresponds to the "assumed merging section", the traveling lane DL corresponds to the "own vehicle lane" and the "merging lane", and the overtaking lane PL corresponds to the "another traveling lane" and the "opposite side adjacent lane". lane", and the merging lane ML corresponds to the "adjacent lane" and the "merging lane".

[Technical features 1-1]
A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
Other vehicle status for grasping the presence or absence of the other vehicle traveling in the adjacent lane in an assumed merging section (CfS) in which the other vehicle (Ac) is assumed to merge from the adjacent lane (ML) to the own vehicle lane (DL) a grasping portion (61);
An automation level determination unit (62) that determines an automated driving level that defines the range of the driving task that the automated driving function substitutes for in the assumed merging section according to the presence or absence of the other vehicle traveling in the adjacent lane. and,
A driving control device.
[Technical features 1-2]
The automation level determination unit continues the eyes-off driving when it is determined that there is no other vehicle joining the driver under eyes-off driving, which is one of the driving tasks and the driver is not obligated to monitor the surroundings. (S277: NO), or a transition to hands-off driving in which the driver is not obliged to perform a steering operation, which is another driving task (S74: NO, S75) [Technical Feature 1-1] Operation control device according to.
[Technical features 1-3]
The other vehicle status grasping unit further grasps a control state of automatic driving of the other vehicle when the other vehicle exists in the adjacent lane,
The driving control device according to [Technical feature 1-1], wherein the automation level determination unit determines the automatic driving level according to the control status of automatic driving in the other vehicle.
[Technical features 1-4]
A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
Grasping the automatic driving control status of the other vehicle traveling in the adjacent lane in the assumed merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) to the own vehicle lane (DL). a other vehicle situation grasping unit (61) to
An automation level determination unit (62) that determines an automated driving level that defines the range of the driving task that the automated driving function substitutes for in the assumed confluence section according to the control status of automated driving in the other vehicle;
A driving control device.
[Technical features 1-5]
When the automation level determination unit determines that the other vehicle joining the vehicle is the vehicle driven by the own vehicle under eyes-off driving in which the driver is not obligated to monitor the surroundings, which is one of the driving tasks, Continuation of eyes-off driving or transition to hands-off driving in which the driver is not obliged to perform steering operation, which is another one of the driving tasks [technical feature 1-3] or [technical feature 1-4] ] The operation control device according to .
[Technical features 1-6]
The other vehicle situation grasping unit further grasps the section length of the assumed merging section,
The automation level determination unit determines whether to continue the eyes-off running or shift to the hands-off running according to the section length of the assumed merging section [technical feature 1-2] or [technical feature 1-5].
[Technical features 1-7]
The automation level determination unit
if the section length of the assumed merging section exceeds a continuation threshold, continuing the eyes-off traveling;
The operation control device according to [Technical feature 1-6], which shifts to the hands-off running when the section length of the assumed merging section is less than the continuation threshold.
[Technical features 1-8]
The other vehicle status grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in a merging preparation section (CpS) located on the near side of the assumed merging section,
When it is determined that the other vehicle does not exist in the merging preparation section under a situation where the presence of the other vehicle traveling in the adjacent lane in the merging preparation section can be grasped, the automation level determination unit The operation control device according to any one of [Technical Features 1-1] to [Technical Features 1-7], which determines not to implement avoidance driving control to avoid entering into an assumed merging section.
[Technical features 1-9]
The other vehicle status grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in a merging preparation section (CpS) located on the near side of the assumed merging section,
The automation level determining unit, under a condition in which the presence of the other vehicle traveling in the adjacent lane in the merging preparation section can be grasped, even if it is determined that the other vehicle is present in the merging preparation section, The operation control device according to any one of [Technical Feature 1-1] to [Technical Feature 1-1], which determines the execution of avoidance travel control to avoid entering the assumed merging section.
[Technical features 1-10]
A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driver's driving task,
in at least one processing unit (51),
In an assumed merging section (CfS) where another vehicle (Ac) is expected to merge from the adjacent lane (ML) to the own vehicle lane (DL), the presence or absence of the other vehicle traveling in the adjacent lane is grasped (S74, S277),
In the assumed merging section, an automated driving level that defines the range of the driving task that the automated driving function substitutes for is determined according to the presence or absence of the other vehicle traveling in the adjacent lane (S77, S279, S280). ,
An operation control program that executes processing including
[Technical features 1-11]
A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driver's driving task,
in at least one processing unit (51),
Grasping the automatic driving control status of the other vehicle traveling in the adjacent lane in the assumed merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) to the own vehicle lane (DL). (S76, S278),
In the assumed confluence section, an automated driving level that defines the range of the driving task that the automated driving function substitutes for is determined according to the control status of the automated driving of the other vehicle (S77, S279, S280);
An operation control program that executes processing including

According to the above [Technical features 1-1, 4, 10, 11], in the assumed merging section where another vehicle is expected to merge from the adjacent lane to the lane of the own vehicle, the presence or absence of another vehicle or the presence of another vehicle The automatic driving level is determined according to the situation of automatic driving. Therefore, even if the expected merging section is encountered while traveling by the automatic driving function, automatic driving can be continued at an appropriate level of automatic driving. As a result, the chances of handing over the driving task from the automatic driving function to the driver are reduced, so it is possible to enhance the convenience of the driver in relation to driving changes.

According to [Technical Feature 1-2] above, when there is no other vehicle in the adjacent lane, at least the steering operation by the driver is unnecessary even in the assumed merging section. Therefore, it is possible to reduce the driving load on the driver due to the change of driving and traveling in the assumed merging section.

According to [Technical feature 1-3] above, when another vehicle is present in the adjacent lane, the automated driving level is determined according to whether or not the other vehicle is an automated driving vehicle. Therefore, even if another vehicle in an adjacent lane is detected while traveling by the automatic driving function, automatic driving can be continued at an appropriate level of automatic driving. According to the above, it is possible to reduce the chances of transferring the driving task to the driver and improve convenience for the driver.

According to [Technical feature 1-5] above, when the other vehicle in the adjacent lane is an automatically driven vehicle, even if there is another vehicle in the adjacent lane, at least the steering operation by the driver becomes unnecessary. In this way, by grasping the control status of automatic driving of other vehicles in addition to the presence or absence of other vehicles, it becomes possible to appropriately determine the level of automatic driving of the own vehicle in relation to other vehicles. According to the above, it is possible to appropriately achieve both a reduction in the risk of other vehicles to the own vehicle and a reduction in the driver's driving load.

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

In [Technical feature 1-7] above, switching between eyes-off driving and hands-off driving is performed depending on whether the section length of the assumed merging section exceeds the continuation threshold. According to the above, it is possible to appropriately switch the automatic driving level in the assumed merging section and reduce the risk of other vehicles while reducing the driving load on the driver.

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

On the other hand, according to the above [technical feature 1-9], even if it is determined that there is no other vehicle in the adjacent lane in the merging preparation section, avoidance driving control to avoid entering the merging assumed section is performed. be implemented. If another vehicle in an adjacent lane is detected in an assumed merging section, it becomes difficult to continue hands-off driving or eyes-off driving. Therefore, even if the presence of other vehicles is not recognized in the merging preparation section, high-level automatic driving can be continued with high reliability according to the control method that implements the avoidance driving control. According to the above, it is possible to provide highly convenient automatic driving that can continue a state with a low driving load.

[Technical features 2-1]
A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
Driving that grasps the existence of a merging assumed section (CfS) where driving by the automatic driving function is restricted due to the assumption that another vehicle (Ac) will merge from the adjacent lane (ML) to the vehicle's lane (DL). an environment grasping unit (61);
An action determination unit (62) that determines execution of avoidance driving control to avoid entering the assumed merging section when it is determined that the assumed merging section exists in the direction of travel while traveling by the automatic driving function; ,
A driving control device.
[Technical feature 2-2]
When the assumed confluence section existing in the direction of travel is grasped, the action determination unit secures a driving change time necessary for the driver to take over the driving from the automatic driving function before entering the assumed merge section. The operation control device according to [Technical feature 2-1], which implements the avoidance driving control at a possible timing.
[Technical feature 2-3]
The action determination unit determines whether or not to implement the avoidance driving control when the avoidance driving control for moving from the host vehicle lane to another driving lane (PL) relaxes the travel restrictions imposed by the automatic driving function. is determined based on the selection information of the driver.
[Technical features 2-4]
The action determination unit determines the difference between the driving control by the automatic driving function when the vehicle continues traveling in the own lane and the driving control by the automatic driving function when the lane is changed to the other driving lane. The operation control device according to [Technical feature 2-3], which notifies the driver before acquiring the selection information.
[Technical features 2-5]
A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driver's driving task,
in at least one processing unit (51),
Grasping the existence of the expected merging section (CfS) where driving by the automatic driving function is restricted due to the assumption that another vehicle (Ac) will merge from the adjacent lane (ML) to the vehicle's lane (DL) ( S60, S260),
When it is determined that the assumed merging section exists in the direction of travel while traveling by the automatic driving function, execution of avoidance driving control to avoid entering the assumed merging section is determined (S64, S264),
An operation control program that executes processing including

According to [Technical Features 2-1, 5] above, when the assumed merging section is grasped in the traveling direction, it is determined to execute the avoidance travel control to avoid entering the assumed merging section. Therefore, it is possible to avoid a situation in which driving is restricted by the automatic driving function due to entering an assumed merging section. As a result, the driver can continue the second task as long as possible. In addition, avoiding entry into the assumed merging section can reduce the risk of other vehicles merging into the own vehicle's lane from adjacent lanes. Therefore, it becomes possible to enhance the convenience of the driver.

According to [Technical feature 2-2] above, even if the avoidance driving control to avoid entering the assumed merging section cannot be performed, the driving change time necessary for the driver to change the driving is secured. there is As a result, even if a sudden change of driving occurs, the change of driving can be carried out smoothly, so that convenience for the driver is less likely to be impaired. The driving shift time is, for example, the time (15 seconds) from the TOR point P4 to the merging start point P5 in the above embodiment.

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

According to [Technical feature 2-4] above, how the contents of the driving control (automatic driving level) by the automatic driving function are determined depending on whether the execution of the avoidance driving control is selected or not. The driver is notified of any changes. In this way, if information serving as an indicator is provided when the driver selects, the driver can easily select whether or not to perform the avoidance running control.

[Technical features 3-1]
A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
Grasping the situation of other vehicles traveling around the vehicle and grasping the situation of other vehicles that cut in from the adjacent lane (ML) to the own vehicle's lane (DL) as an interrupting vehicle (Ac). a part (61);
An automatic driving level that defines the range of the driving task that the automatic driving function substitutes for according to whether or not the other vehicle other than the interrupting vehicle exists when the interrupting of the interrupting vehicle is recognized. an automation level determination unit (62) that determines
A driving control device.
[Technical features 3-2]
The automation level determination unit drives the preceding vehicle (Af) traveling in the direction of travel of the vehicle and the opposite lane adjacent to the adjacent lane on which the cut-in vehicle travels across the lane of the own vehicle. The operation control device according to [Technical Feature 3-1], which determines the automatic driving level according to whether or not at least one of the interrupting other vehicle (As) exists.
[Technical features 3-3]
The automation level determination unit
When the interruption of the interrupting vehicle is recognized during the period in which the automatic driving function is performing automatic driving in which the driver is not obliged to monitor the surroundings,
On the condition that the preceding vehicle does not exist, causing the automatic driving function to continue automatic driving without the obligation to monitor the surroundings,
The operation control device according to [Technical Feature 3-2], which shifts the automatic driving level to automatic driving with a duty to monitor surroundings on condition that the preceding vehicle is present.
[Technical feature 3-4]
The automation level determination unit
When the interruption of the interrupting vehicle is detected during the period in which the automatic driving function is performing automatic driving in which the driver is not obligated to monitor the surroundings,
On the condition that the interrupting other vehicle does not exist, causing the automatic driving function to continue automatic driving without the obligation to monitor the surroundings,
Operation control according to [Technical Feature 3-2] or [Technical Feature 3-3], in which the automated driving level is shifted to automated driving with an obligation to monitor the surroundings on the condition that the interrupting other vehicle exists. Device.
[Technical features 3-5]
In addition to the other vehicle that has started to change lanes from the adjacent lane to the own vehicle lane, the other vehicle situation grasping unit detects the other vehicle expected to merge into the own vehicle lane as the cut-in vehicle. The operation control device according to any one of [Technical Features 3-1] to [Technical Features 3-4] to be grasped. [Technical feature 3-6]
A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driver's driving task,
in at least one processing unit (51),
Grasping the situation of other vehicles traveling around the vehicle,
Further, the other vehicle that cuts in from the adjacent lane (ML) to the own vehicle lane (DL) is further recognized as the cut-in vehicle (Ac) (S301),
When the interruption of the interrupting vehicle is grasped, depending on whether or not the other vehicle other than the interrupting vehicle exists, an automatic driving level that defines the range of the driving task to be substituted by the automatic driving function is set. determine (S302-S305),
An operation control program that executes processing including

According to the above [technical features 3-1, 6], when the interruption of the vehicle from the adjacent lane to the own lane is grasped, automatic driving is performed according to the presence or absence of other vehicles other than the interruption vehicle. level is determined. Therefore, even if the vehicle encounters a cut-in vehicle while traveling with the automatic driving function, automatic driving can be continued at an appropriate level of automatic driving. As a result, the chances of handing over the driving task from the automatic driving function to the driver are reduced, so it is possible to enhance the convenience of the driver in relation to driving changes.

According to the above [Technical feature 3-2], the presence or absence of a preceding vehicle or an interrupting other vehicle, etc. is grasped as other vehicles other than the interrupting vehicle, and the automated driving level of the own vehicle is adjusted according to the existence of these vehicles. It is determined. Such automation level control makes it possible to determine an automated driving level that appropriately reflects the existence of other vehicles that have an influence on the driving state of the own vehicle. Therefore, it is possible to reduce the driving load on the driver while suppressing the risk of other vehicles.

As in [Technical Feature 3-3] above, when there is a preceding vehicle, there is a high possibility that the cutting-in vehicle will move between the own vehicle and the preceding vehicle. In such a scene, a vehicle that cuts into the own lane tends to decelerate in front of the own vehicle. Therefore, according to the control that lowers the automatic driving level when there is a preceding vehicle, even if the vehicle that cuts in front of the own vehicle slows down, the driver can respond smoothly.

As in [Technical feature 3-4] above, when there is no other vehicle in the adjacent lane on the opposite side, the vehicle is moved to the adjacent lane on the opposite side in order to avoid the vehicle that has cut into the own lane. It is possible to respond to change lanes. Therefore, if there is no interrupting other vehicle, the control for continuing the automatic driving without the obligation to monitor the surroundings can reduce the driver's driving load while suppressing the risk of other vehicles.

As in [Technical Feature 3-5] above, the process of recognizing other vehicles that are expected to merge into the vehicle's lane as cutting-in vehicles enables early recognition of other vehicles that pose a risk to the vehicle. can be As a result, it is possible to secure a long response time for the driver when making the automatic driving level transition to a low level.

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

According to the above [Technical Features 4-1, 3], when traveling in the adjacent lane on the opposite side, the existence of other vehicles traveling in the assumed merging section specified in the lane to be merged is grasped, and in the assumed merging section The automatic driving level is determined according to the presence or absence of other vehicles. Therefore, even if the movement of the merging vehicle from the merging lane to the unmerged lane causes another vehicle to move from the unmerged lane to the adjacent lane on the opposite side, the own vehicle is capable of appropriately coping with the other vehicle. of automatic operation can be continued. As a result, the chances of handing over the driving task from the automatic driving function to the driver are reduced, so it is possible to enhance the convenience of the driver in relation to driving changes.

According to [Technical feature 4-2] above, when there is another vehicle in the assumed merging section, the autonomous driving level of the own vehicle shifts to automatic driving with an obligation to monitor the surroundings. Therefore, even if the other vehicle suddenly moves to the adjacent lane on the opposite side, the driver can respond smoothly by controlling the automatic driving level to be lowered in advance.

[Technical feature 5-1]
A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
a driving environment determination unit (61) that determines whether or not the vehicle is traveling in a preset automatic driving area and whether or not the vehicle is traveling in a traffic jam;
An automation level determination unit (62) that enables implementation of unmonitored automatic driving without the driver's obligation to monitor the surroundings when the vehicle travels in the automatic drivable area or in a traffic jam,
The automation level determination unit
Permitting the unmonitored automatic driving in the merging section (CfS),
Disabling the automatic driving without monitoring in the passing lane (PL) when the vehicle travels in the automated driving area, and disabling the monitoring in the passing lane when the vehicle travels in a traffic jam. A driving control device that permits automatic driving.

[Technical feature 5-2]
A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of performing at least part of the driver's driving task,
in at least one processing unit (51),
Determining whether the vehicle runs in a preset automatic driving area and whether the vehicle runs in a traffic jam,
When the vehicle travels in the automatic drivable area or in a traffic jam, the driver is not obligated to monitor the surroundings and performs a process including enabling the implementation of unmonitored automatic driving,
In the merging section (CfS), the unmonitored automatic driving is permitted,
When the vehicle travels in the automatic operation possible area, the unsupervised automatic traveling in the passing lane (PL) cannot be implemented,
A driving control program for permitting the unmonitored automatic driving in an overtaking lane when the vehicle is driving in a traffic jam.

In [Technical features 5-1 and 5-2] above, when the vehicle travels in an area where automatic operation is possible, automatic driving without monitoring in the overtaking lane cannot be performed. However, if the vehicle is traveling in a traffic jam, unsupervised automatic driving in the passing lane is permitted. Therefore, if the vehicle is in a traffic jam, automatic driving can be continued in the overtaking lane as well as in the merging lane without the obligation to monitor the surroundings. Therefore, by reducing the frequency of driving change, it is possible to enhance convenience for the driver in relation to driving change .
[Technical feature 1]
A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
A suspension determination unit (82) that determines suspension of a specific action other than driving permitted for the driver during an automatic driving period in which the vehicle travels by the automatic driving function;
A provision control unit (84) that changes a method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on a decision to suspend the specific action;
A presentation control device comprising:
[Technical feature 12]
A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than driving permitted for the driver (S10),
Changing the method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to suspend the specific action (S12);
A presentation control program that causes a process to be performed, including:
[Technical feature 14]
A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
a monitoring duty grasping unit (82) for grasping whether or not the driver has a duty to monitor the surroundings during an automatic driving period in which the vehicle travels by the automatic driving function;
When a change in the presence or absence of the obligation to monitor the surroundings is scheduled, a monitoring advance notice (Nt11 to Nt13, Nt13a) for notifying the scheduled change in the presence or absence of the obligation to monitor the surroundings, and a change in the presence or absence of the obligation to monitor the surroundings. a provision control unit (84) that performs a perimeter monitoring notification (Nt21) that notifies that the
A presentation control device comprising:
[Technical feature 20]
A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
grasping whether or not the driver has an obligation to monitor the surroundings during an automatic driving period in which the vehicle is driven by the automatic driving function (S11);
When a change in the presence or absence of the obligation to monitor the surroundings is scheduled, a monitoring advance notification (Nt11 to Nt13, Nt13a) for announcing the scheduled change in the presence or absence of the obligation to monitor the surroundings is performed (S122, S125, S132),
A perimeter monitoring notification (Nt21) for notifying that the presence or absence of the perimeter monitoring obligation has changed is further performed (S163),
A presentation control program that causes a process to be performed, including:

A vehicle, CfS merging section, AL exclusive lane, DL driving lane, PL overtaking lane, CL center lane, RL recommended driving lane, BP branch, CTV video content (content), In1 continuation possibility information, In2 own vehicle control information, Nt11 LC attempt notification (termination notice, monitoring notice), Nt12 LC failure possibility notice (termination notice, monitoring notice), Nt13 LC failure notice (monitoring notice), Nt13a Stop method selection notice (monitoring notice) , Nt14 RtI notification (request notification), Nt21 perimeter monitoring request notification (perimeter monitoring notification), SG selection screen, 11 processing unit, 50b automatic driving ECU (operation control device), 61 environment recognition unit (driving environment determination unit), 62 Action judgment unit (automation level determination unit), 81 Peripheral state grasping unit, 181 Recommended lane selection unit, 82 Shift control unit (interruption decision unit, monitoring duty grasping unit), 83 Integrated state estimation unit (driver state grasping unit), 84 Presentation control unit (lane proposal unit), 100 HCU (presentation control unit)

Claims (31)

A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
A suspension determination unit (82) that determines suspension of a specific action other than driving permitted for the driver during an automatic driving period in which the vehicle travels by the automatic driving function;
A provision control unit (84) that changes the method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to suspend the specific action ,
The provision control unit notifies the driver of a state of avoidance behavior by the automatic driving function for avoiding interruption of the specific action, and then changes a method of providing the content . A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
A suspension determination unit (82) that determines suspension of a specific action other than driving permitted for the driver during an automatic driving period in which the vehicle travels by the automatic driving function;
A provision control unit (84) that presents options for selecting a method of interrupting content (CTV) provided in relation to the specific action during the automatic running period based on the decision to interrupt the specific action;
A presentation control device comprising: 3. The presentation according to claim 2, wherein the provision control unit changes a method of providing the content provided in relation to the specific action during the automatic running period based on the suspension decision before presenting the option. Control device. 4. The presentation control device according to claim 2 or 3, wherein the provision control unit presents the options according to the type of the specific action based on the determination result of the type of the specific action performed by the driver. Claims 2-, wherein the provision control unit notifies the driver of a state of avoidance behavior by the automatic driving function for avoiding interruption of the specific action, and then presents the option for selecting a method of interrupting the content. 5. The presentation control device according to any one of 4. 4. The presentation control device according to claim 3 , wherein the provision control unit notifies the driver of a state of avoidance behavior by the automatic driving function for avoiding interruption of the specific action, and then changes the method of providing the content. . The presentation control device according to any one of claims 1, 5 and 6, wherein the provision control unit presents the driver with a selection screen (SG) for selecting whether or not to implement the avoidance action. 8. The presentation control device according to claim 7, wherein the provision control unit notifies the driver on the selection screen that whether or not to continue the specific action changes depending on whether the avoidance action is performed. 9. The provision control unit according to any one of claims 1 to 8 , wherein the provision control unit grasps the interruption timing when the driver finishes the specific action, and changes the permission timing for permitting the resumption of the provision of the content according to the interruption timing. A presentation control device as described. A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
A suspension determination unit (82) that determines suspension of a specific action other than driving permitted for the driver during an automatic driving period in which the vehicle travels by the automatic driving function;
A provision control unit (84) that changes the method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to suspend the specific action ,
The provision control unit is a presentation control device that grasps an interruption timing at which the driver ends the specific action, and changes permission timing for permitting resumption of provision of the content according to the interruption timing . further comprising a driver state grasping unit (83) that grasps the state of the driver during the automatic driving period,
The provision control unit changes at least one of the strength and request timing of the request notification ( Nt14 ) requesting the driver to change driving from the automatic driving function according to the state of the driver. A presentation control device according to any one of the preceding claims. A peripheral state grasping unit (81) for grasping the state of other vehicles traveling around the vehicle,
12. Any one of claims 1 to 11 , wherein the provision control unit changes at least one of the strength and timing of a request notification requesting the driver to change driving from the automatic driving function according to the state of the other vehicle. The presentation control device according to claim 1. A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than driving permitted for the driver (S10),
change the method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to suspend the specific action (S12) ;
A presentation control program that, in the process of changing the method of providing content, changes the method of providing content after notifying the driver of a state of avoidance behavior by the automatic driving function for avoiding interruption of the specific action . A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than driving permitted for the driver (S10),
presenting an option for selecting a method of interrupting the content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to interrupt the specific action (S13);
A presentation control program that causes a process to be performed, including: A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than driving permitted for the driver (S10),
changing a method of providing content (CTV) provided in relation to the specific action during the automatic driving period based on the decision to suspend the specific action (S12) ;
grasping the interruption timing at which the driver finished the specific action, and changing the permission timing for permitting the resuming of provision of the content according to the interruption timing (S17);
A presentation control program that causes a process to be performed, including: A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
a monitoring duty grasping unit (82) for grasping whether or not the driver has a duty to monitor the surroundings during an automatic driving period in which the vehicle travels by the automatic driving function;
When a change is scheduled from the state without the obligation to monitor the surroundings to the state with the obligation to monitor the surroundings, a monitoring advance notice (Nt1 2, Nt13, Nt13a ) and a provision control unit (84) that performs perimeter monitoring notification (Nt21) that notifies that the presence or absence of the perimeter monitoring obligation has changed ,
The provision control unit
Continuation possibility information (In1) indicating that a specific action other than driving permitted for the driver can be continued when the state without the obligation to monitor the surroundings can be continued by executing lane change control by the automatic driving function. is notified by screen display prior to the timing of notification of the previous notice of monitoring . The provision control unit, when a change is scheduled from a state in which there is no duty to monitor the surroundings to a state in which the duty to monitor the surroundings is scheduled, the provision control unit outputs a termination notice for notifying the end of the specific action to the monitoring notice. 17. The presentation control device according to claim 16 , wherein the notification is performed at a different timing. 18. The presentation control device according to claim 17 , wherein the provision control unit issues the termination notice prior to the monitoring notice. When the provision control unit is running control without the obligation to monitor the surroundings and specific running control excluding lane maintenance control for causing the vehicle to travel along the lane in which the vehicle is running is scheduled to be executed by the automatic driving function , the continuation possibility information (In1) and the own vehicle control information (In2) related to at least one of the driving environment and the control state of the vehicle are displayed on a screen before the notification timing of the end notice notification. 19. The presentation control device of claim 18 , wherein the notification is performed by: The provision control unit hides the vehicle control information when the specific travel control is completed, or when the state with the obligation to monitor the surroundings is changed to the state without the obligation to monitor the surroundings, and the specific action is performed. 20. The presentation control device according to claim 19 , which continues to display the continuation-enabled information. 17. When the driver is watching a moving image as the specific action, the provision control unit interrupts the display of the moving image and continues the audio output of the moving image as the termination notice. 21. A presentation control device according to any one of Clauses 20 . A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
grasping whether or not the driver has an obligation to monitor the surroundings during an automatic driving period in which the vehicle is driven by the automatic driving function (S11);
When a change is scheduled from the state without the obligation to monitor the surroundings to the state with the obligation to monitor the surroundings, a monitoring advance notice (Nt1 2, Nt13, Nt13a ) is performed ( S125, S132),
Furthermore, a perimeter monitoring notification (Nt21) is performed to notify that the state without the perimeter monitoring duty has changed to the perimeter monitoring duty state (S163),
Continuation possibility information (In1) indicating that a specific action other than driving permitted for the driver can be continued when the state without the obligation to monitor the surroundings can be continued by executing lane change control by the automatic driving function. is notified by screen display before the notification timing of the monitoring notice notification,
A presentation control program that causes a process to be performed, including: A presentation control device that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to a driver of the vehicle,
A recommended lane selection unit that selects a recommended driving lane (RL) from a plurality of lanes, which is estimated to continue unmonitored automatic driving for a long time or a long distance by the automatic driving function without the driver's obligation to monitor the surroundings. (181) and
a lane proposal unit (84) that proposes to the driver to travel in the recommended driving lane when the unmonitored automatic driving is performed;
A presentation control device comprising: The automatic driving function disables the unsupervised automatic driving in a merging section (CfS) and enables the unsupervised automatic driving in a passing lane (PL),
The recommended lane selection unit selects the overtaking lane as the recommended driving lane when entry into a traffic jam is predicted,
The lane proposal unit proposes a lane change to the overtaking lane in a state where there is the obligation to monitor the surroundings when the vehicle is predicted to enter traffic congestion while traveling in the driving lane connected to the merging section. 24. The presentation control device of claim 23 . The automatic driving function disables the unsupervised automatic driving in the passing lane (PL) and enables the unsupervised automatic driving in the merging section (CfS),
The recommended lane selection unit selects a driving lane connected to the merging section as the recommended driving lane when entry into a traffic jam is predicted,
23. When it is predicted that the vehicle will enter a traffic jam while the vehicle is traveling in the overtaking lane, the lane suggesting unit proposes a lane change to the driving lane in a state in which there is the obligation to monitor the surroundings. The presentation control device according to . The recommended lane selection unit selects the center lane (CL) excluding the left and right end lanes as the recommended driving lane on a multi-lane road having three or more lanes in one direction,
26. The presentation control device according to any one of claims 23 to 25 , wherein the lane suggesting unit proposes to the driver to travel in the center lane selected as the recommended travel lane. 27. The presentation control device according to claim 26 , wherein said lane proposal unit stops recommending driving in said center lane when the maximum speed set for said multi-lane road is higher than a predetermined threshold speed. When there is a branch (BP) in the traveling direction of the vehicle, the recommended lane selection unit selects the recommended driving lane according to the distance or time to the branch based on the planned travel route set for the vehicle. 28. The presentation control device according to any one of claims 23 to 27 , wherein the lane is changed. The recommended lane selection unit selects the priority lane or the dedicated lane as the recommended driving lane when there is a dedicated lane (AL) or a priority lane for an automated driving vehicle that performs the unmonitored automated driving,
29. The presentation control device according to any one of claims 23 to 28 , wherein the lane suggesting unit proposes to the driver to travel in the dedicated lane or the priority lane when the unmonitored automatic travel is implemented. A presentation control program that is used in a vehicle (A) equipped with an automatic driving function and controls presentation of information to the driver of the vehicle,
in at least one processing unit (11),
Select a recommended driving lane (RL) from a plurality of lanes that is estimated to continue unmonitored automatic driving for a long time or a long distance by the automatic driving function without the obligation of monitoring the surroundings by the driver (S501 to S510 ),
When the unmonitored automatic driving is performed, suggesting driving in the recommended driving lane to the driver (S524, S525, S543);
A presentation control program that causes a process to be performed, including: A driving control device that realizes an automatic driving function that is used in a vehicle (A) and can substitute at least part of the driver's driving task,
a driving environment determination unit (61) that determines whether or not the vehicle is traveling in a preset automatic driving area and whether or not the vehicle is traveling in a traffic jam;
An automation level determination unit (62) that enables implementation of unmonitored automatic driving without the driver's obligation to monitor the surroundings when the vehicle travels in the automatic drivable area or in a traffic jam,
The automation level determination unit
Permitting the unmonitored automatic driving in the merging section (CfS),
Disabling the automatic driving without monitoring in the passing lane (PL) when the vehicle travels in the automated driving area, and disabling the monitoring in the passing lane when the vehicle travels in a traffic jam. A driving control device that permits automatic driving.

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