Driving control device and HMI control device

Abstract

An HMI control device (25) that configures an HMI device (20) that performs information presentation in a manner that recognizes a driver of a vehicle (1) that is capable of automatic driving that enables following travel at a speed below a prescribed speed, includes an attention information presentation section (259), a behavior acquisition section (253), and a second task control section (258). The attention information presentation section presents attention information for alerting the driver to pay attention in the case where it is determined that a traffic jam is removed. The behavior acquisition section acquires the behavior of the driver. The second task control section ends a second task in the HMI device at an end timing that corresponds to the behavior after the presentation of the attention information acquired by the behavior acquisition section.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to Japanese Patent Application No. 2020-025305, filed on February 18, 2020, and Japanese Patent Application No. 2020-207628, filed on December 15, 2020, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a driving control device for controlling the driving of a vehicle capable of autonomous driving, and an HMI control device for controlling an HMI device that provides information in a manner recognizable to the driver of the vehicle. HMI is short for Human-Machine Interface. Background Technology

[0004] Technology for autonomous driving of vehicles operating in congested traffic areas is known in the past. For example, the vehicle control device described in Patent Document 1 includes a traffic congestion determination unit, an autonomous driving start determination unit, and an autonomous driving stop determination unit. The traffic congestion determination unit determines that traffic congestion has occurred. If the length of the congested section is greater than or equal to a predetermined value, the autonomous driving start determination unit initiates autonomous driving. After autonomous driving has started, if the autonomous driving stop conditions are met, the autonomous driving stop determination unit stops autonomous driving.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-324661

[0006] However, in autonomous driving, the passenger in the driver's seat, i.e., the driver, is free to perform secondary tasks. Secondary tasks refer to tasks other than driving operations performed by the driver. Specifically, secondary tasks include, for example, the operation of audiovisual content, such as video content, or portable or wearable terminal devices brought into the vehicle. "Video content" includes, for example, movies, concert recordings, music videos, and television broadcasts. Secondary tasks are also referred to as "non-driving tasks" or "secondary activities." Furthermore, audiovisual content can also be viewed through the aforementioned terminal devices.

[0007] When autonomous driving terminates due to traffic congestion relief, a handover of control to the driver may sometimes be necessary for vehicle motion control and / or monitoring of the driving environment. In such cases, it is essential to ensure a smooth handover of control and the termination of the secondary task in autonomous driving as without causing the driver any anxiety or discomfort. Furthermore, it is crucial to minimize any anxiety or discomfort to the driver caused by vehicle actions (e.g., acceleration) during the transition from autonomous driving to other driving control modes after traffic congestion relief. Summary of the Invention

[0008] This disclosure was made in view of the circumstances illustrated above. That is, this disclosure provides, for example, technologies that enable a smooth transfer of authority to the driver when autonomous driving ends, or technologies that minimize the driver's anxiety or discomfort.

[0009] According to one aspect of this disclosure, the HMI control device is configured to control an HMI device that provides information in a manner recognizable to the driver of the vehicle, enabling the vehicle to perform automated driving by following a vehicle ahead at a specified speed or below.

[0010] The HMI control device has the following features:

[0011] The attention information prompting unit provides attention information to remind the driver when the aforementioned traffic congestion is detected and the automatic driving termination condition is met, i.e., when the traffic congestion is relieved.

[0012] The action acquisition unit acquires the actions of the aforementioned drivers; and

[0013] The second task control unit terminates the second task in the HMI device at an end time corresponding to the action following the attention information prompt obtained by the action acquisition unit.

[0014] According to another aspect of this disclosure, the HMI control device is configured to control an HMI device that provides information in a manner recognizable to the driver of the vehicle, enabling the vehicle to perform automated driving by following a vehicle ahead at a specified speed or below.

[0015] The HMI control device has the following features:

[0016] The action acquisition unit acquires the actions of the aforementioned drivers; and

[0017] When the traffic congestion is determined to have been relieved, the attention information prompting unit provides attention information to remind the driver to pay attention in a manner corresponding to the action obtained by the action acquisition unit.

[0018] According to another aspect of this disclosure, the driving control device is configured to control the driving of a vehicle capable of autonomous driving by following a vehicle ahead at a specified speed or below.

[0019] The driving control device has the following features:

[0020] The traffic congestion assessment department determines that the traffic congestion has been cleared.

[0021] The action acquisition unit acquires the actions of the drivers of the aforementioned vehicles; and

[0022] The vehicle control unit executes the acceleration and deceleration control in the aforementioned vehicle.

[0023] The vehicle control unit controls the acceleration method as follows: if the traffic congestion determination unit determines that the traffic congestion has been cleared but the action acquisition unit does not obtain an acceleration consent action for the vehicle to accelerate, the vehicle's acceleration method is slowed down compared to the case where such acceleration consent action is obtained.

[0024] Furthermore, in the various sections of the application documents, reference numerals in parentheses are sometimes added to each element. In this case, the reference numerals merely illustrate one example of the correspondence between that element and the specific structure described in the embodiments described later. Therefore, this disclosure does not make any limitation based on the description of the reference numerals. Attached Figure Description

[0025] Figure 1 This is a schematic diagram showing the exterior of the passenger compartment in a vehicle equipped with an onboard system that includes a driving control device and an HMI control device with implementation details.

[0026] Figure 2 It means Figure 1 The diagram shows a schematic structure of the vehicle-mounted system.

[0027] Figure 3 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0028] Figure 4 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0029] Figure 5 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0030] Figure 6 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0031] Figure 7 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0032] Figure 8 This is a schematic diagram illustrating a display example of the HMI device in the first embodiment.

[0033] Figure 9A This is a flowchart illustrating the general operation of the vehicle-mounted system in the first embodiment.

[0034] Figure 9B This is a flowchart illustrating the general operation of the vehicle-mounted system in the first embodiment.

[0035] Figure 9CThis is a timing diagram that roughly represents the operation of the vehicle-mounted system in the first embodiment.

[0036] Figure 10 This is a flowchart illustrating the general operation of the vehicle-mounted system in the first embodiment.

[0037] Figure 11 This is a flowchart illustrating the general operation of the vehicle-mounted system in the second embodiment.

[0038] Figure 12 This is a flowchart illustrating the general operation of the vehicle-mounted system in the third embodiment.

[0039] Figure 13 This is a flowchart illustrating the general operation of the vehicle-mounted system in the fourth embodiment.

[0040] Figure 14 This is a schematic diagram illustrating a display example of the HMI device in the fourth embodiment.

[0041] Figure 15 This is a schematic diagram illustrating a display example of the HMI device in the fourth embodiment.

[0042] Figure 16 This is a flowchart illustrating the general operation of the vehicle-mounted system in the fifth embodiment.

[0043] Figure 17A This is a flowchart illustrating the general operation of the vehicle-mounted system in the sixth embodiment.

[0044] Figure 17B This is a flowchart illustrating the general operation of the vehicle-mounted system in the sixth embodiment.

[0045] Figure 18 This is a flowchart illustrating the general operation of the vehicle-mounted system in the sixth embodiment.

[0046] Figure 19 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 1.

[0047] Figure 20 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 1.

[0048] Figure 21 This is a timing diagram that roughly represents the operation of the vehicle system in the second additional implementation.

[0049] Figure 22 This is a timing diagram that roughly represents the operation of the vehicle system in the second additional implementation.

[0050] Figure 23This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 3.

[0051] Figure 24 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 3.

[0052] Figure 25 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 3.

[0053] Figure 26 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 4.

[0054] Figure 27 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 4.

[0055] Figure 28 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 5.

[0056] Figure 29 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 6.

[0057] Figure 30 This is a timing diagram that roughly represents the operation of the vehicle system in the additional implementation method 7. Detailed Implementation

[0058] (Implementation Method)

[0059] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, if descriptions of various modifications applicable to a particular embodiment are inserted midway through a series of descriptions related to that embodiment, there is a concern that this may hinder understanding of the embodiment. Therefore, modifications will be described in a concentrated manner thereafter, rather than being described midway through a series of descriptions related to that embodiment.

[0060] (First Implementation Method: Structure)

[0061] If reference Figure 1Vehicle 1 is a so-called ordinary automobile, with multiple passenger seats, including driver's seats 2, in the interior space of its box-shaped body, i.e., the passenger compartment. The passenger in driver's seat 2 will be referred to as the "driver." Furthermore, the direction in which the driver's face and chest face when in a standard driving posture in driver's seat 2 will be referred to as "forward." "Standard driving posture" refers to the driver's posture in a moving, straight vehicle 1, where the driver's left and right eyeballs and shoulders are roughly parallel to the vehicle's width, allowing for appropriate manual driving. "Driving posture" refers to the driver's seating posture that allows them to appropriately respond to any of the driving automation levels 0 to 2 described later. The driver's "sitting posture" includes the seating position in driver's seat 2, the position of the feet relative to the accelerator pedal 3, the grip and operation of the steering wheel 8, and the direction of the driver's gaze.

[0062] An accelerator pedal 3, a brake pedal 4, and a foot pedal 5 are located in front of the driver's seat 2. A gearshift lever 6 is also located diagonally in front of the driver's seat 2. The accelerator pedal 3, brake pedal 4, and foot pedal 5 are positioned below the instrument panel 7 located in front of the driver's seat 2. A steering wheel 8 is mounted on a steering column (not shown) extending from the instrument panel 7 towards the rear of the driver's seat 2. A windshield 9 is located above the instrument panel 7. Furthermore, Figure 1 The diagram shows the interior configuration of the passenger compartment in a so-called right-hand drive automatic vehicle (Vehicle 1). In this case, the standard driving posture is with the driver's back still against the backrest, sitting in the driver's seat 2, holding the steering wheel 8 with both hands, and placing the right foot on the accelerator pedal 3 or brake pedal 4. The back refers to the part of the human body from the shoulder corresponding to the scapula to the lumbar spine.

[0063] The vehicle 1 is equipped with an on-board system 10. Hereinafter, the vehicle 1 equipped with the on-board system 10 will sometimes be referred to as "this vehicle". Figure 2 The block structure of the vehicle system 10 is schematically shown. Hereinafter, refer to... Figure 1 as well as Figure 2 The general structure of the vehicle system 10 is explained.

[0064] The vehicle system 10 is configured to function as a driving automation system within the vehicle. "Driving automation system" is a general term encompassing both "driving assistance systems" that perform driving assistance that does not meet the requirements of autonomous driving and "autonomous driving systems" that can perform autonomous driving. In this embodiment, the vehicle is configured to perform both driving assistance and autonomous driving functions by incorporating the vehicle system 10.

[0065] "Automated driving" refers to a level of driving automation, equivalent to Level 3 to 5, where the driving automation system, as defined in SAE International's standard "SAE J3016," performs all dynamic driving tasks. SAE stands for Society of Automotive Engineers. "Dynamic driving tasks" refer to all operational and tactical functions required in real-time when operating a vehicle in road traffic, excluding strategic functions. "Strategic functions" include trip planning and route selection. Hereinafter, Level X in "SAE J3016" will be simply referred to as "Level X." X can be any value from 0 to 5. A higher X value indicates a higher level of driving automation, meaning more dynamic driving tasks are performed by the driving automation system. Conversely, a lower X value indicates a lower level of driving automation.

[0066] In SAE J3016, levels 0 through 5 are specifically described below. Furthermore, the names of the driving automation levels listed alongside each level are not the names used in SAE J3016, but rather names used for convenience in this specification. In the following description of the level content, "OEDR" is short for Object and Event Detection and Response, also referred to as "Detection and Response of Objects and Events." OEDR includes monitoring of the driving environment. Monitoring of the driving environment includes the detection, identification, and classification of objects and events. Additionally, monitoring of the driving environment includes preparation for responding to objects and events as needed. A "limited area" is a specific condition designed for the operation of a particular driving automation system or its functions; it is also called the Operational Design Domain (ODD). ODD is short for Operational Design Domain. A limited area includes at least one of several constraints, such as geographical, environmental, speed, and time constraints.

[0067] • Level 0: Manual driving... The driver performs all dynamic driving tasks.

[0068] Level 1: Driver Assistance… The driver automation system continuously performs either the longitudinal vehicle motion control sub-task or the lateral vehicle motion control sub-task (i.e., steering control) within a specific, defined area during a dynamic driving task. The longitudinal vehicle motion control sub-task includes control of starting, acceleration, deceleration, and stopping. However, the driver automation system does not perform both the longitudinal and lateral vehicle motion control sub-tasks simultaneously.

[0069] Level 2: Advanced Driver Assistance… The driver automation system continuously performs longitudinal and lateral vehicle motion control sub-tasks within a specific, defined area, as part of a dynamic driving task. The driver is expected to supervise the driver automation system while performing OEDR (Optical Electrification and Responsibility) sub-tasks of the dynamic driving task.

[0070] Level 3: Conditional Automated Driving… The automated driving system continuously performs all dynamic driving tasks within a specific, defined area. In principle, the driver is not obligated to perform OEDR (Out-of-Way Response) tasks such as monitoring the vehicle's surroundings. However, if this level of automation becomes unsustainable, the automated driving system requires the driver to have sufficient time to perform a driving handover. "Driving handover" refers to the driver assuming a driving posture corresponding to the lowered automation level at the destination when the automated driving system terminates and the automation level is reduced, and accepting the transfer of authority from the automated driving system for dynamic driving tasks such as monitoring the surroundings corresponding to that automation level. In other words, driving handover is at least a part of the automated driving function's handover to the driver. The driver needs to respond appropriately to the requirements of driving handover.

[0071] Level 4: Highly Automated Driving… The driving automation system continuously performs all dynamic driving tasks within a specific, defined area. This level of automation is also responsible for handling situations where it becomes difficult for the driving automation system to continue operating within that defined area.

[0072] Level 5: Fully Automated Driving… The driving automation system is not limited to any specific area and continues to perform all dynamic driving tasks without restriction. For situations where this level of driving automation cannot continue, the system also performs its functions without restriction, not limited to any specific area.

[0073] In this embodiment, the vehicle system 10 is configured to achieve driving automation levels of 0 to 3 in the vehicle. Specifically, the vehicle system 10 is configured to perform ACC and LKA, equivalent to Level 1. ACC stands for Adaptive Cruise Control, also known as Lane Keeping Assist. LKA is short for Lane Keeping Assist. Furthermore, the vehicle system 10 is configured to perform "hands-free driving" and "high-safety driving assistance," equivalent to Level 2. "Hands-free driving" requires the driver to appropriately respond to intervention requests from the driving automation system, and the driving automation system automatically performs start-up, steering, acceleration / deceleration, and stopping control. "High-safety driving assistance" requires the driver to drive the vehicle, and the driving automation system operates in parallel, performing driving assistance actions in situations where there is a possibility of collision. Finally, the vehicle system 10 is configured to perform "automatic driving in traffic jams," equivalent to Level 3. "Automatic driving in traffic jams" refers to Level 3 automated driving, which operates within a limited area, such as following the vehicle in front at a speed below a prescribed limit during traffic jams. "Traffic jams," based on the definitions of East Japan Expressway Co., Ltd. and the Metropolitan Police Department, refer to a state where a convoy of vehicles continues at a low speed below a threshold speed or repeatedly stops and starts for a prescribed period. The threshold speed is, for example, 20 km / h on general roads and trunk roads, and 40 km / h on expressways. "Prescribed period" is, for example, more than 1 km and more than 15 minutes. On the other hand, a state without traffic jams is referred to as "non-traffic jam." Hereinafter, unless otherwise specified, the term "automatic driving" will be used as a general term for Level 3 automated driving, including automatic driving in traffic jams. Furthermore, "hands-free driving" will be referred to simply as "Level 2," and "highly safe driving assistance" will be referred to as "Level 2 [G Mode]."

[0074] (System Overall Structure)

[0075] like Figure 2 As shown, the vehicle system 10 is a vehicle network including a vehicle communication line 10A and multiple nodes interconnected via the vehicle communication line 10A, configured to perform various vehicle controls and related display actions during vehicle operation. The vehicle system 10 is configured according to communication standards such as CAN (International Registered Trademark: International Registration No. 1048262A). CAN (International Registered Trademark) is short for Controller Area Network.

[0076] The vehicle system 10 includes a vehicle status sensor 11, an external status sensor 12, a surrounding monitoring sensor 13, a locator 14, a DCM 15, a navigation device 16, a driver status detection unit 17, a driving control device 18, and an HMI device 20. DCM stands for Data Communication Module. The vehicle status sensor 11 to the HMI device 20 are connected to the vehicle communication line 10A.

[0077] HMI device 20 is configured to provide information in a manner that can be recognized by passengers of the vehicle, including at least the driver. That is, HMI device 20 is configured to display images in a manner that can be visually confirmed by passengers of the vehicle, and to output sound in a manner that can be heard by the aforementioned passengers of the vehicle.

[0078] Specifically, the HMI device 20 includes an instrument panel 21, a HUD device 22, a CID device 23, and a terminal device 24, configured to provide various information and / or entertainment to the passengers of the vehicle through image and / or sound input / output devices. HUD stands for Head-Up Display. CID stands for Center Information Display. The terminal device 24 is a portable or wearable electronic device accessible to passengers of the vehicle, including the driver, such as a mobile phone, tablet, laptop, portable game console, or smartwatch. Hereinafter, the instrument panel 21, HUD device 22, CID device 23, and terminal device 24 will sometimes be referred to collectively as "display device" or "information display device."

[0079] The HMI device 20 includes an HMI control device 25 configured to control the output of images and / or sound in the control information display device. That is, the HMI control device 25 is configured to control the operation of the HMI device 20 constituting the in-vehicle infotainment system. The instrument panel 21, the HUD device 22, and the CID device 23 are connected to the HMI control device 25 via a sub-communication line different from the vehicle communication line 10A, enabling information communication. When brought into the vehicle, the terminal device 24 is connected to the HMI control device 25 via short-range wireless communication such as Bluetooth or TransferJet, enabling information communication. The HMI control device 25 is configured as a node connected to the vehicle communication line 10A. The detailed structure of the HMI device 20 and the HMI control device 25 will be described later.

[0080] (Various sensors)

[0081] The vehicle status sensor 11 is configured to generate outputs corresponding to various quantities related to the driving state of the vehicle. These "various quantities related to the driving state" include, for example, accelerator opening, braking amount, gear position, steering angle, and other quantities related to the driving operation state of the driver or driving automation system. Furthermore, these "various quantities related to the driving state" include, for example, vehicle speed (i.e., the vehicle's travel speed), angular velocity, longitudinal acceleration, lateral acceleration, and other physical quantities related to the vehicle's movement. In short, the vehicle status sensor 11 is a general term for known sensor types required for vehicle driving control, such as accelerator opening sensor, steering angle sensor, wheel speed sensor, angular velocity sensor, and acceleration sensor, for the sake of illustration and explanation. The vehicle status sensor 11 is configured to provide detection outputs to various parts such as the driving control device 18 via the vehicle communication line 10A.

[0082] The external state sensor 12 is configured to generate outputs corresponding to various quantities related to the main natural environment in the vehicle's driving environment. "Various quantities related to the natural environment" include, for example, physical quantities such as external temperature, rainfall, and illuminance. That is, the term "external state sensor 12" is used for the sake of illustration and explanation to refer to a general category of sensors such as external temperature sensors, rain sensors, and illuminance sensors. The external state sensor 12 is configured to provide detection outputs to various components such as the driving control device 18 via the vehicle communication line 10A.

[0083] The surrounding monitoring sensor 13 is configured to detect the driving environment of the vehicle, primarily in addition to the driving environment detectable by the external state sensor 12. Specifically, the surrounding monitoring sensor 13 is configured to detect moving and stationary objects within a defined detection range around the vehicle. "Moving objects" include pedestrians, bicycles, animals, and other vehicles in motion. "Stationary objects" include, in addition to road debris, guardrails, curbs, parked vehicles, road signs, and road markings, roadside structures (e.g., walls, buildings, etc.). The surrounding monitoring sensor 13 may also be referred to as an "ADAS sensor." ADAS stands for Advanced Driver-Assistance Systems.

[0084] In this embodiment, the perimeter monitoring sensor 13 includes a front camera 131 and a radar sensor 132, serving as a structure for detecting moving and stationary objects. The front camera 131 is configured to capture images of the front and front sides of the vehicle. The front camera 131 is a digital camera device equipped with an image sensor such as a CCD or CMOS. CCD stands for Charge-Coupled Device. CMOS stands for Complementary Metal-Oxide-Semiconductor.

[0085] Radar sensor 132 is a millimeter-wave radar sensor, sub-millimeter-wave radar sensor, or lidar sensor configured to transmit and receive radar waves, and is mounted on the front of the vehicle body. Radar sensor 132 is configured to output a signal corresponding to the position of the reflection point and its relative speed. The "reflection point" is a point on the surface of an object existing around the vehicle that is estimated to have reflected radar waves. The "relative speed" is the relative speed of the reflection point, i.e., the object reflecting the radar waves, relative to the vehicle.

[0086] (Locator)

[0087] The locator 14 is configured to acquire high-precision position information of the vehicle through so-called composite positioning. Specifically, the locator 14 includes a GNSS receiver 141, an inertial acquisition unit 142, a high-precision map DB 143, and a locator ECU 144. GNSS is short for Global Navigation Satellite System. DB is short for database. ECU is short for Electronic Control Unit. "High-precision position information" refers to position information with a level of accuracy sufficient for use in Level 2 or higher driving automation, specifically, position information with an error of less than 10 cm.

[0088] GNSS receiver 141 is configured to receive positioning signals transmitted from multiple positioning satellites, i.e., artificial satellites. In this embodiment, GNSS receiver 141 is configured to receive positioning signals from at least one positioning satellite in a satellite positioning system such as GPS, QZSS, GLONASS, Galileo, IRNSS, or BeiDou Navigation Satellite System. GPS stands for Global Positioning System. QZSS stands for Quasi-Zenith Satellite System. GLONASS stands for Global Navigation Satellite System. IRNSS stands for Indian Regional Navigation Satellite System.

[0089] The inertial acquisition unit 142 is configured to acquire the acceleration and angular velocity acting on the vehicle. In this embodiment, the inertial acquisition unit 142 is provided as a three-axis gyroscope sensor and a three-axis accelerometer sensor housed in a box-shaped housing built into the positioner 14.

[0090] The high-precision map DB143 is primarily composed of non-volatile, rewritable memory, enabling it to rewrite high-precision map information and retain its contents even during power outages. Non-volatile, rewritable memory includes, for example, hard disks, EEPROMs, and flash memory ROMs. EEPROM stands for Electrically Erasable and Programmable ROM. ROM stands for Read Only Memory. High-precision map information can also be referred to as high-precision map data. This high-precision map information contains map information with a higher precision than that used in conventional car navigation systems, which typically have positional errors of several meters. Specifically, the high-precision map DB143 stores 3D road shape information, lane number information, and restriction information—information usable at Level 2 and above of driving automation—according to standards such as ADASIS. ADASIS stands for Advanced Driver Assistance Systems Interface Specification.

[0091] The locator ECU 144 is configured as a so-called vehicle-mounted microcomputer (not shown) equipped with a CPU, ROM, RAM, input / output interfaces, etc. CPU stands for Central Processing Unit. RAM stands for Random Access Memory. The locator ECU 144 is configured to determine the vehicle's position and orientation based on the positioning signal received from the GNSS receiver 141, the acceleration and angular velocity acquired from the inertial acquisition unit 142, and the vehicle speed acquired from the vehicle status sensor 11. Furthermore, the locator 14 is configured to provide the position and orientation determination results of the locator ECU 144 to various units such as the navigation device 16, the driving control device 18, and the HMI control device 25 via the vehicle communication line 10A.

[0092] (DCM)

[0093] The DCM15 is an in-vehicle communication module, configured to communicate with base stations around the vehicle via wireless communication standards such as LTE or 5G. LTE stands for Long Term Evolution, and 5G stands for 5th Generation.

[0094] Specifically, for example, the DCM15 is configured to acquire the latest high-precision map information from a cloud-based detection server. Furthermore, the DCM15, in collaboration with the locator ECU144, stores the acquired high-precision map information in a high-precision map database DB143. The DCM15 is also configured to acquire traffic information, such as traffic congestion information, from the aforementioned detection server and / or a predefined database. "Traffic congestion information" includes the location and length of traffic congestion zones. Specifically, traffic congestion information includes the location of the beginning of the traffic congestion, the location of the end of the traffic congestion, the estimated distance of the traffic congestion, and the estimated duration of the traffic congestion. This traffic information is also referred to as "road traffic information."

[0095] (Navigation device)

[0096] The navigation device 16 is configured to obtain a predetermined driving route from the vehicle's current location to a specified destination. In this embodiment, the navigation device 16 is configured to calculate the predetermined driving route based on the destination set by the vehicle's driver, high-precision map information obtained from the locator 14, the vehicle's location information obtained from the locator 14, and orientation information. Furthermore, the navigation device 16 is configured to provide various information, including the route information as a result of the calculation, to the driving control device 18 and the HMI control device 25, etc., via the vehicle communication line 10A. That is, the navigation device 16 causes the HMI device 20 to display a navigation screen for map display and route display, etc.

[0097] (Driver Condition Monitoring Department)

[0098] The driver state detection unit 17 is configured to detect the driver's state. "Driver state" refers to the state of the driver sitting in the driver's seat 2 in this vehicle, including at least one of the following: gaze direction, posture, body movement, and psychological state. In addition, the driver state detection unit 17 is configured to provide the detection results of the driver's state to various units such as the driving control unit 18 and the HMI control unit 25 via the vehicle communication line 10A.

[0099] In this embodiment, the driver status detection unit 17 includes a gaze detection unit 171, a posture detection unit 172, and an operation status acquisition unit 173. The gaze detection unit 171 is configured to detect the driver's facial orientation and / or gaze direction through image recognition based on images captured by an in-vehicle camera equipped with an image sensor such as a CCD or CMOS. That is, the gaze detection unit 171 has the same structure as a DSM device that provides warnings related to driver squinting or other similar behaviors. DSM is short for Driver Status Monitor.

[0100] The posture detection unit 172 is configured to detect the driver's sitting posture in the driver's seat 2 using the aforementioned in-vehicle camera and / or physical quantity sensors such as a seating pressure sensor located inside the driver's seat 2. The operation state acquisition unit 173 is configured to acquire the driver's foot placement status on the accelerator pedal 3, brake pedal 4, and foot pedal 5, as well as the operation status of the accelerator pedal 3 and brake pedal 4. Furthermore, the operation state acquisition unit 173 is configured to acquire the driver's grip and operation status on the steering wheel 8. The operation state acquisition unit 173 is also configured to acquire the input operation status from the HMI device 20 from the HMI control device 25.

[0101] (Driver control device)

[0102] The driving control device 18 has a structure that functions as either an "automatic driving ECU" or a "driving assistance ECU". That is, the driving control device 18 is configured to control the driving of the vehicle based on signals and information acquired from the vehicle status sensor 11, the external status sensor 12, the surrounding monitoring sensor 13, the locator 14, etc. Specifically, the driving control device 18 is configured to execute predetermined driving control actions. In this embodiment, the "prescribed driving control actions" include vehicle control actions corresponding to levels 1 to 3, i.e., dynamic driving task execution actions. In this embodiment, the driving control device 18 is configured to be able to set the driving automation level of the vehicle to any one of level 0, level 1 [ACC], level 1 [LKA], level 2, level 2 [G mode], and automatic driving in traffic jams.

[0103] The driving control device 18 has a structure that is not shown, and includes a so-called vehicle-mounted microcomputer with a CPU, ROM, non-volatile rewritable memory, RAM, input / output interface, etc. Specifically, the driving control device 18 has the following functional structure or functional units implemented in the vehicle-mounted microcomputer: that is, the driving control device 18 has a driving status acquisition unit 181, a traffic congestion status determination unit 182, a first action acquisition unit 183, an automation level determination unit 184, a vehicle control unit 185, and a display command sending unit 186.

[0104] The driving status acquisition unit 181 is configured to acquire at least the driving status of the vehicle itself. The "driving status" includes the driving state and driving environment detected or acquired by the vehicle status sensor 11, the external status sensor 12, the surrounding monitoring sensor 13, etc. Furthermore, the driving status acquisition unit 181 is configured to acquire high-precision map information of the vehicle's current location and its surroundings, and traffic information on the roads currently in which the vehicle is traveling and its surroundings. In other words, the driving status acquisition unit 181 acquires information required for vehicle control corresponding to levels 1 to 3 from the vehicle status sensor 11, the external status sensor 12, the surrounding monitoring sensor 13, the locator 14, the DCM 15, etc.

[0105] The traffic congestion determination unit 182 is configured to determine the start condition for autonomous driving during traffic congestion (i.e., entering traffic congestion) and the end condition for autonomous driving during traffic congestion (i.e., clearing traffic congestion) based on the acquisition results of the driving condition acquisition unit 181. "Entering traffic congestion," the determination object in the traffic congestion determination unit 182, refers to the vehicle's driving condition changing from non-traffic congestion to traffic congestion within a specified time or a specified driving distance at the current time or from the current time. Similarly, "clearing traffic congestion," the determination object in the traffic congestion determination unit 182, refers to the vehicle's driving condition changing from traffic congestion to non-traffic congestion within a specified time or a specified driving distance at the current time or from the current time. The "specified time" is, for example, approximately 30 seconds. The "specified driving distance" is, for example, approximately 300 meters. Specifically, the traffic congestion determination unit 182 determines whether traffic congestion has entered or has been resolved based on the presence status and distance of vehicles ahead obtained by the surrounding monitoring sensor 13, the current position of the vehicle obtained by the locator 14, and other traffic congestion information.

[0106] The first action acquisition unit 183, which is the "action acquisition unit" in this disclosure, is configured to acquire driver actions. "Driver actions" refers to the actions of the driver of this vehicle, including gaze direction, posture, body movement, and various operating states. Specifically, the first action acquisition unit 183 acquires, or detects, driver actions based on the driver state detection unit 17's detection results of the driver state and the operating state acquisition unit 173's acquisition results of various operating states.

[0107] The automation level determination unit 184 is configured to determine the driving automation level based on the driving conditions acquired by the driving conditions acquisition unit 181, the determination result of the traffic congestion state determination unit 182, and the driver's actions acquired by the first action acquisition unit 183. Furthermore, the driving control device 18 is configured to provide the driving automation level determination result of the automation level determination unit 184 to various units such as the HMI control device 25 via the vehicle communication line 10A. The details of the automation level determination unit 184's determination of the driving automation level will be described in the following operational summary and operational examples.

[0108] The vehicle control unit 185 is configured to perform vehicle motion control sub-tasks corresponding to the driving automation level determined by the automation level determination unit 184. That is, the vehicle control unit 185 performs longitudinal and / or lateral motion control within the vehicle based on the driving automation level determined by the automation level determination unit 184. Furthermore, as described above, longitudinal motion control includes start-up control, acceleration / deceleration control, and stop control.

[0109] The display command sending unit 186 is configured to send display command information to the HMI control unit 25 that controls the HMI device 20, causing the HMI device 20 to display prompts related to level-related information. "Level-related information" refers to information related to the scheduled execution, execution, or transition of a driving automation level.

[0110] (HMI device)

[0111] The HMI device 20 is configured to provide the driver with various information related to the vehicle, at least visually, and to accept driver input corresponding to the provided information. In this embodiment, the HMI device 20 installed in the vehicle capable of autonomous driving in traffic jams is configured to perform various information prompts and accept driver input related to autonomous driving in traffic jams. "Information prompts" include, for example, various guidance, input operation instructions, input operation content reports, and warnings.

[0112] As described above, the HMI device 20 includes an instrument panel 21, a HUD device 22, and a CID device 23 installed on the instrument panel 7. That is, in this embodiment, the HMI device 20 has a structure known as an "instrument panel HMI". In addition, the HMI device 20 includes a speaker (not shown) for performing voice-based information prompts.

[0113] The instrument panel 21 includes an instrument cluster 211, an instrument display 212, and an instrument switch 213. The instrument cluster 211 is configured to display information such as vehicle speed, engine speed, coolant temperature, and fuel level. The instrument display 212 is an information display section or area located approximately in the center of the instrument panel 21 in the vehicle width direction, and is configured to display various information such as date and time, outside temperature, driving distance, and radio receiver station. In this embodiment, the instrument display 212 has a structure as a liquid crystal display or organic EL display, i.e., an image display device, with a generally rectangular display area. EL is short for electroluminescent display. The instrument switch 213 is configured to accept various operations related to the display status or content on the instrument cluster 211 and / or the instrument display 212.

[0114] The HUD device 22 is configured to display an image containing characters and / or symbols in front of the driver. In this embodiment, the HUD device 22 is configured to form a virtual image display in front of the driver using AR technology, and to overlay the display image with a foreground containing the road surface of the vehicle's destination. AR is short for Augmented Reality. "Overlay display" refers to displaying the overlapping object (e.g., a building) contained in the foreground with its related information (e.g., building name) over the overlapping object or displaying it near the overlapping object, thereby establishing a correlation between the overlapping object and the related information and displaying it. The display of the path, direction of travel, and traffic information of the road surface in front is also equivalent to "overlay display". Specifically, the HUD device 22 performs AR display by projecting the display image light constituting the display image onto a predetermined projection range PA on the windshield 9, and making the driver visually confirm the reflected light of the display image light reflected by the windshield 9.

[0115] The CID device 23 is located approximately in the center of the instrument panel 7 in the vehicle width direction. The CID device 23 is configured to display navigation screens for map and route display purposes of the navigation device 16. Additionally, the CID device 23 is also configured to display information and content different from navigation screens. Specifically, the CID device 23 is configured to perform displays related to driving mode settings such as "Comfort," "Normal," "Sport," and "Cruise."

[0116] Furthermore, the CID device 23 is configured to perform a display related to a second task that the driver can utilize in autonomous driving. Specifically, the CID device 23 is configured, for example, to perform audiovisual content display as a second task.

[0117] The CID device 23 includes a CID display 231, an input device 232, and a CID switch 233. The CID display 231 is positioned approximately at the center of the dashboard 7 in the vehicle width direction, between the driver's seat 2 and the passenger seat, and is configured to be visually accessible to the driver. The CID display 231 is structured as a liquid crystal display or an organic EL display, i.e., an image display device. The CID display 231 is configured to display images from such image content when the second task is to provide audiovisual information.

[0118] Input device 232 is a transparent touch panel, configured to cover CID display 231 by overlapping it. That is, input device 232 is configured to enable visual confirmation of the display on CID display 231 by a driver or other person, and to accept input operations from the driver or other person corresponding to such display. CID switch 233 has a plurality of manually operated switches disposed around CID display 231 and input device 232.

[0119] In addition to the instrument panel switch 213 and the CID switch 233, the HMI device 20 also includes a turn signal switch, etc. The turn signal switch is located in the spokes of the steering wheel 8. The HMI device 20 is configured to provide the results of the driver's input operations to various parts of the driving control device 18, etc., via the vehicle communication line 10A.

[0120] (HMI control device)

[0121] The HMI control unit 25 has an HCU structure that controls the operation of the instrument panel 21, HUD device 22, etc. included in the HMI unit 20. HCU is short for HMI Control Unit.

[0122] The HMI control device 25 has a structure that serves as a so-called vehicle-mounted microcomputer, including a CPU (not shown), ROM, non-volatile rewritable memory, RAM, input / output interfaces, etc. Specifically, the HMI control device 25 has the following functional structure or units implemented on the microcomputer: Vehicle information acquisition unit 251, driving environment acquisition unit 252, second action acquisition unit 253, automation level acquisition unit 254, operation processing unit 255, operation notification unit 256, and display control unit 257.

[0123] The vehicle information acquisition unit 251 is configured to acquire information related to the driving state of the vehicle. Specifically, the vehicle information acquisition unit 251 acquires various quantities related to the driving state of the vehicle detected or acquired by the vehicle state sensor 11.

[0124] The driving environment acquisition unit 252 is configured to acquire information related to the driving environment of the vehicle. Specifically, the driving environment acquisition unit 252 acquires various quantities related to the natural environment around the vehicle detected or acquired by the external state sensor 12. Additionally, the driving environment acquisition unit 252 acquires object detection results from the surrounding monitoring sensor 13. Furthermore, the driving environment acquisition unit 252 acquires traffic information, including the vehicle's current location, a predetermined driving route, and traffic congestion information along the predetermined driving route, from the locator 14 and the navigation device 16. Finally, the driving environment acquisition unit 252 acquires the traffic congestion entry or traffic congestion clearance determination results from the traffic congestion status determination unit 182 of the driving control device 18.

[0125] The second action acquisition unit 253, which is the "action acquisition unit" in this disclosure, is configured to acquire driver actions. Specifically, the second action acquisition unit 253 is the same as the first action acquisition unit 183, and acquires driver actions based on the driver state detection result of the driver state detection unit 17 and the acquisition result of various operation states by the operation state acquisition unit 173.

[0126] The automation level acquisition unit 254 is configured to acquire the determination result of the driving automation level in the driving control device 18. Specifically, the automation level acquisition unit 254 receives the determination result of the driving automation level from the automation level determination unit 184 in the driving control device 18.

[0127] The operation acceptance unit 255 is configured to accept input operations from passengers in the vehicle, including the driver, in the HMI device 20. Specifically, the operation acceptance unit 255 monitors the status or result of accepting input operations via the instrument switch 213, input device 232, CID switch 233, terminal device 24, etc.

[0128] The operation notification unit 256 is configured to notify the driving control device 18 of the status or result of the acceptance of the input operation in the operation acceptance unit 255. Specifically, the operation notification unit 256, corresponding to the "acceleration consent notification unit" in this disclosure, notifies the driving control device 18 of the acquisition status of the acceleration consent action. The "acceleration consent action" is the driver's action, i.e., the input operation, that consents to the acceleration of the vehicle.

[0129] The display control unit 257 is configured to control the image and / or sound output of the HMI device 20. Specifically, the display control unit 257 provides various information prompts to the vehicle's passengers, including the driver, by controlling the image and sound output from the instrument panel 21, HUD device 22, CID device 23, etc. This "various information" includes driving status information, driving environment information, level-related information, route information, traffic congestion information, and various messages. Furthermore, when the driver performs a second task using the terminal device 24, the display control unit 257, in cooperation with the terminal device 24, causes the terminal device 24 to provide various information prompts.

[0130] In this embodiment, the display control unit 257 is configured to control the information prompting action in the HMI device 20 based on the driving automation level obtained by the automation level acquisition unit 254. That is, the display control unit 257 causes information prompting devices such as the instrument panel 21 included in the HMI device 20 to perform information prompts corresponding to the driving automation level determined by the automation level determination unit 184 and executed or executed through the vehicle system 10.

[0131] Specifically, the display control unit 257 includes a second task control unit 258 and a attention information prompting unit 259. The second task control unit 258 is configured to control the second task execution state of the HMI device 20 in automatic driving. The attention information prompting unit 259 is configured to display attention information to remind the driver's attention through visual display and audible prompts.

[0132] (Action Summary)

[0133] Hereinafter, the operation of the driving control device 18 and the HMI control device 25 of this embodiment, the control methods and control programs executed by these control devices, and the effects achieved by this embodiment will be described together.

[0134] In the driving control device 18, the driving status acquisition unit 181 acquires various information including the driving status of the vehicle. Specifically, the driving status acquisition unit 181 acquires the driving status and driving environment of the vehicle from the vehicle status sensor 11, the external status sensor 12, and the surrounding monitoring sensor 13. In addition, the driving status acquisition unit 181 acquires the current location of the vehicle and its surrounding high-precision map information, the predetermined driving route, and traffic information on the predetermined driving route from the locator 14 and the navigation device 16.

[0135] The traffic congestion determination unit 182 determines whether traffic congestion has entered or has been cleared based on the acquisition results of the driving status acquisition unit 181. Specifically, the traffic congestion determination unit 182 determines whether traffic congestion has entered or has been cleared based on the presence status and distance of vehicles ahead obtained by the surrounding monitoring sensor 13, and the current position of the vehicle and traffic congestion information obtained by the locator 14, etc.

[0136] The first action acquisition unit 183 acquires driver actions based on the driver state detection results from the driver state detection unit 17 and the acquisition results of various operation states from the operation state acquisition unit 173. Driver actions include the driver's seating posture, driving operation state, and input operation state in the HMI device 20. "Seaming posture" includes the driver's sitting posture in the driver's seat 2, the driver's line of sight, the placement of the driver's feet on the accelerator pedal 3, brake pedal 4, and foot pedal 5, and the grip state of the steering wheel 8. "Driving operation state" includes the operation state of the accelerator pedal 3 and brake pedal 4, and the operation state of the steering wheel 8.

[0137] The automation level determination unit 184 determines the driving automation level based on the driving conditions acquired by the driving conditions acquisition unit 181, the determination result of the traffic congestion state determination unit 182, and the driver's actions acquired by the first action acquisition unit 183. Specifically, the automation level determination unit 184 determines whether the start conditions for driving automation levels equivalent to levels 1 to 3 are successful based on various information such as the driving conditions acquired by the driving conditions acquisition unit 181. If the start conditions for the specified driving automation level are met, the automation level determination unit 184 determines that the driving automation level can be executed. Then, if there is a consent operation as a driver action, the automation level determination unit 184 determines that the driving automation level can be executed. The vehicle control unit 185 executes vehicle speed control, steering control, braking control, etc., based on the driving automation level determined by the automation level determination unit 184.

[0138] If the conditions for ending the specified driving automation level are met, or if the conditions for continuing the driving automation level are not met, the automation level determination unit 184 determines the transition of the driving automation level. That is, the automation level determination unit 184 determines the end of the specified driving automation level and the next driving automation level that can be executed. In this way, the vehicle control unit 185 performs vehicle speed control, steering control, braking control, etc., according to the driving automation level transition method determined by the automation level determination unit 184.

[0139] The display command sending unit 186 sends display command information to the HMI control unit 25 that controls the HMI device 20, causing the HMI device 20 to perform a prompt action related to the level. Thus, the HMI device 20 uses visual display and / or sound to notify passengers in the vehicle, including the driver, that a predetermined level of driving automation is being executed or will be executed thereafter.

[0140] Specifically, in the HMI device 20, the vehicle information acquisition unit 251 acquires information related to the driving status of the vehicle. The driving environment acquisition unit 252 acquires information related to the driving environment of the vehicle. The second action acquisition unit 253 acquires the driver's actions. The automation level acquisition unit 254 acquires the decision result of the driving automation level in the driving control device 18. The operation acceptance unit 255 accepts input operations in the HMI device 20 from the vehicle's passengers, including the driver. The operation notification unit 256 notifies the driving control device 18 of the acceptance status or result of the input operations in the operation acceptance unit 255. The display control unit 257 controls the output of images and / or sound from the HMI device 20 based on the acquisition results from the vehicle information acquisition unit 251 to the automation level acquisition unit 254 and the acceptance status or result of the input operations in the operation acceptance unit 255.

[0141] Specifically, for example, the HMI device 20 displays the currently active level of driving automation on the instrument panel 212, etc. Furthermore, when a change occurs in the driving automation level, the HMI device 20 performs information prompts related to this level change. For example, if automatic driving in traffic jams is possible, the HMI device 20 displays on the instrument panel 212, etc., that automatic driving in traffic jams is possible, and an indication for accepting the consent operation to start automatic driving in traffic jams. On the other hand, if automatic driving in traffic jams ends, the HMI device 20 displays information related to the end of automatic driving in traffic jams on the instrument panel 212, etc.

[0142] <Example Display>

[0143] Figures 3-8 Examples of displays are shown, including the instrument display 212 in the instrument panel 21, the projection area PA in the HUD device 22, and the CID display 231 in the CID device 23. Furthermore, for ease of illustration, [the following text is missing]. Figure 3 In the above, the instrument display 212, the projection range PA, and the CID display 231 have different positions from those actually observed by the driver, and they are shown together in the illustration.

[0144] <<Driving in Manual Mode>>

[0145] Figure 3 This shows an example of the display during manual driving. For example... Figure 3 As shown, during manual driving, the horizontal strip-shaped area at the upper end of the instrument display 212, namely the level information display area DA1, displays level-related information such as "Manual Driving," indicating the driving automation level being executed. Additionally, the driving information display area DA2, located below the level information display area DA1 and occupying most of the displayable area of ​​the instrument display 212, displays various information such as route information. Figure 3 As a specific example, the driving information display area DA2 shows the route information, radio receiver, outside air temperature, and current time for a right turn at the intersection 800m ahead.

[0146] The projection area PA in the HUD device 22 displays information such as the current vehicle speed and the maximum speed limit on the road currently in motion. The information display area DB1 at the top of the CID display 231 displays level-related information such as "Manual Driving". The navigation screen GA is displayed in the screen area DB2, which occupies most of the displayable area of ​​the CID display 231 and is located below the information display area DB1. In this case, the navigation screen GA is displayed at its normal size, occupying approximately the entire surface of the screen area DB2.

[0147] <<Autonomous driving during traffic congestion>>

[0148] Figure 4 This example shows a display of audio-visual content being previewed using the CID device 23 as a second task in the stable execution of autonomous driving during traffic congestion. "Stable execution of autonomous driving during traffic congestion" refers to a state that is neither immediately after the start of autonomous driving during traffic congestion nor immediately before its end. Specifically, "stable execution of autonomous driving during traffic congestion" refers, for example, to the period from the moment when the second task can be utilized in the currently executing autonomous driving during traffic congestion until the remaining distance of the currently executing autonomous driving during traffic congestion's operational range becomes less than a predetermined distance.

[0149] like Figure 4 As shown, the instrument display 212, which operates in autonomous driving mode during traffic congestion, displays level-related information such as "Autonomous driving in traffic congestion" in the level information display area DA1. Additionally, the driving information display area DA2 displays graphics indicating the vehicle's current lane and other information related to autonomous driving.

[0150] The projection area PA in the HUD device 22 displays information such as the current vehicle speed and the maximum speed limit on the road currently in motion. The information display area DB1 in the CID display 231 displays information related to the level such as "Autonomous driving in traffic congestion".

[0151] In autonomous driving, the driver is generally not required to perform steering and acceleration / deceleration control operations before the vehicle system 10 requests a driving alternation or intervention. Therefore, in autonomous driving during traffic congestion, the driver is not required to adopt a passenger posture suitable for manual driving, i.e., a manual driving posture. A "manual driving posture" capable of handling Level 0 manual driving is a posture that is approximately the same as the standard driving posture described above, including permissible errors related to passenger posture.

[0152] Furthermore, in autonomous driving, the driver has no obligation to monitor the surroundings of the vehicle until a driving alternation or intervention request is made by the onboard system 10. Therefore, during the period of stable autonomous driving in traffic congestion, the driver is free to perform or utilize a second task. In addition, the operation of the terminal device 24 is also included in the second task.

[0153] As a second task, when viewing video content using the CID device 23, the video content screen, i.e., the second task screen GB, is displayed in the screen area DB2 of the CID display 231. In this case, the second task screen GB is displayed at a normal size that occupies approximately the entire surface of the screen area DB2.

[0154] <<Reminders and Notices Regarding Traffic Congestion Relief>>

[0155] Since traffic congestion has been relieved, and autonomous driving ended during traffic congestion, the driving control device 18, if the traffic congestion determination unit 182 determines that the traffic congestion has been relieved, sends a display instruction sending unit 186 to the HMI device 20 to provide display instruction information for the HMI device 20 to provide information related to the termination of autonomous driving during traffic congestion. Based on the received display instruction information, the HMI device 20 provides various information related to the termination of autonomous driving during traffic congestion.

[0156] Because autonomous driving terminates during traffic congestion, the vehicle's driving automation level drops to level 2 or below. At this point, the driver is required to take over driving duties. Additionally, when autonomous driving terminates during traffic congestion and shifts to a lower driving automation level, the vehicle speed may increase from the low speeds observed during congestion.

[0157] However, for the driver in the second task, consciousness may detach from the vehicle's driving state and the driving environment, or the passenger posture may deviate from the driving posture. Therefore, when automatic driving ends and the level of driving automation decreases during traffic congestion, a smooth handover of driving automation corresponding to the reduced destination level is required. Furthermore, it is necessary to minimize any sense of unease or discomfort for the driver when the vehicle's speed increases from the low speed during traffic congestion as traffic clears.

[0158] Therefore, when the display control unit 257, i.e., the attention information prompting unit 259, determines that the automatic driving mode has ended due to traffic congestion, i.e., the traffic congestion has been cleared, it prompts the driver with attention information via the HMI device 20. This attention information includes character and / or audio information containing at least one of the following: traffic congestion has been cleared, automatic driving mode has ended due to the clearing of traffic congestion, and driving is required to switch over due to the end of automatic driving mode during traffic congestion.

[0159] Figure 5 This example illustrates a scenario where, during the second task of viewing video content using the CID device 23, the system switches from automatic driving to Level 2 [G mode] due to the detection of traffic congestion relief. Figure 5 In this context, "Lv" is short for "Level". Additionally, "Level 2 [G Mode]" is abbreviated as "Lv2-G". Figure 6 The same applies to the following.

[0160] In this case, such as Figure 5 As shown, on the instrument display 212, the level information display area DA1 displays the text message "Traffic congestion cleared, automatic driving ended." This text message includes attention information reminding the driver of the traffic congestion clearing and level-related information indicating the shift or change in the driving automation level. Additionally, the driving information display area DA2 displays a first attention information display GC containing text messages such as "Driving posture (Lv2-G) ready," "Attention ahead!", "Grip the steering wheel!", and "Place your feet on the pedals!". This first attention information display GC contains text messages requiring or reminding the driver to pay attention to driving transitions. The projection area PA in the HUD device 22 also displays the attention message "Driving posture (Lv2-G) ready."

[0161] The information display area DB1 in the CID display 231 displays a reminder message indicating that traffic congestion has been cleared. In the screen area DB2, above the second task screen GB, a second attention information display GD is displayed: "→→→→ Attention Ahead →→→→". This second attention information display GD is used to urge or remind the driver to pay attention to the transfer of authority related to monitoring the driving environment. Alternatively, this second attention information display GD is used to urge the driver to visually observe the display devices displaying information related to driving operations, namely the HUD device 22 and the instrument display 212. In this case, to improve the display and visibility of the second attention information display GD, it is... Figure 4 The normal size shown is compared to the reduced size displayed in the second task screen (GB).

[0162] The appropriate way to provide attention information can vary depending on the driver's actions. Specifically, for example, when the driver is performing a second task using CID device 23, such as... Figure 5 As shown in the example, the attention prompting via CID device 23 is effective. In contrast, for example, when the driver is performing a second task using terminal device 24, the attention prompting based on CID device 23 may not be effective.

[0163] Therefore, the display control unit 257, i.e., the attention information prompting unit 259, prompts attention information in a manner corresponding to the driver's actions acquired by the second action acquisition unit 253. That is, the attention information prompting unit 259 changes the manner of prompting attention information based on the driver's actions acquired by the second action acquisition unit 253. Specifically, the second action acquisition unit 253 acquires the driver's gaze direction, which is considered a driver's action. Then, the attention information prompting unit 259 changes the information prompting device for prompting attention information based on the driver's gaze direction acquired by the second action acquisition unit 253.

[0164] Specifically, when it is determined that the driver's gaze is directed towards the CID device 23, the attention information prompting unit 259 prompts the CID device 23 to display attention information. Conversely, when it is determined that the driver's gaze is directed towards the terminal device 24, the attention information prompting unit 259 prompts the terminal device 24 to display attention information. Furthermore, the condition that the driver's gaze is directed towards the terminal device 24 refers to the situation where at least the following conditions X1 and X2 are met: Condition X1: Operation of the terminal device 24 is detected by the HMI control device 25 via near-field wireless communication. Condition X2: The driver's gaze is not directed towards any of the instrument panel 21, the projection area PA in the HUD device 22, or the CID device 23.

[0165] Figure 6This example illustrates a scenario where, during operation of terminal device 24 as a second task, the system switches from autonomous driving to Level 2 [G mode] due to the detection of traffic congestion relief. The information displayed on instrument cluster 212 and HUD device 22 in this situation is the same as... Figure 5 The situation is the same.

[0166] exist Figure 6 In this example, the second task does not use the CID device 23, but uses the terminal device 24. Therefore, in this example, the navigation screen GA is displayed in the screen area DB2. The navigation screen GA is displayed at its normal size. In addition, in the information display area DB1, a second attention information display GD, such as "→→→ Attention Ahead →→→", is displayed above the navigation screen GA. On the other hand, in the terminal device 24, in cooperation with the HMI control device 25, a prompt action of attention information such as "Traffic congestion cleared, autopilot ended, attention ahead" is executed.

[0167] Accelerated Consent

[0168] As traffic congestion eases, the vehicle's speed may increase. Specifically, for example, when the driving automation level shifts from automatic driving during traffic congestion to level 2 [G mode] as traffic congestion eases, acceleration control may be executed via the driving control device 18. In this case, it is preferable to request the driver's consent to the vehicle's acceleration before the acceleration control is executed. This minimizes the risk of the driver experiencing anxiety or discomfort due to unexpected acceleration.

[0169] Therefore, in addition to reminding the driver of traffic congestion relief information, the attention information prompting unit 259 also prompts the HMI device 20 with attention information to remind the driver to pay attention to acceleration control. That is, after prompting the driver with attention information related to traffic congestion relief, the attention information prompting unit 259 prompts the HMI device 20 to perform the necessary information prompts in order to accept the driver's consent to acceleration.

[0170] Figure 7 This illustration shows an example of accepting the driver's consent to accelerate when, during the second task of viewing video content using the CID device 23, the system switches from automatic driving to Level 2 [G mode] due to the detection of traffic congestion relief. That is, Figure 7 And then Figure 5 The example shown corresponds to the example displayed at the time following the example shown.

[0171] In this case, such as Figure 7As shown, on the instrument cluster display 212, the level information display area DA1 displays the text "Traffic Congestion Relief Lv2-G Preparation". This text includes attention information reminding the driver to pay attention to traffic congestion relief, level-related information indicating the shift or change of driving automation level, and attention information urging the driver to switch roles. Additionally, the driving information display area DA2 displays a first attention information display GC containing attention information related to acceleration, such as "Accelerate".

[0172] Furthermore, the driver information display area DA2 displays an input request for an "Agree" button with the string "Agree". For example, the "Agree" button can be selected and entered using the instrument panel switch 213 or the turn signal switch. The operation receiving unit 255 accepts the "Agree" button operation. The projection area PA in the HUD device 22 also displays a prompt message along with the driving automation level notification, such as "Move to Lv2-G to accelerate and agree?", urging the operation of the "Agree" button.

[0173] The operation notification unit 256 notifies the driving control device 18 of the operation status of the consent button received through the operation acceptance unit 255. That is, the operation notification unit 256, as an acceleration consent notification unit, notifies the driving control device 18 of the acquisition status of the acceleration consent action. The acceleration consent action is equivalent to the driver's action of accelerating consent, specifically the operation of the consent button.

[0174] The first action acquisition unit 183 acquires the operation status of the consent button notified by the operation notification unit 256. That is, after the HMI device 20 displays attention information to remind the user of traffic congestion relief and attention information related to acceleration, the first action acquisition unit 183 acquires the acceleration consent action.

[0175] If the driver has consented to acceleration, they have already pressed the consent button. Therefore, it is assumed that the driver is mentally prepared to have acceleration control applied in the vehicle. Conversely, if the driver did not press the consent button and thus did not consent to acceleration, applying acceleration control of the same magnitude as when consent was granted could cause the driver unease or discomfort due to unexpected acceleration.

[0176] Therefore, the vehicle control unit 185 in the driving control device 18 controls the acceleration mode of the vehicle to be slower when acceleration consent is not obtained compared to when acceleration consent is obtained. That is, in the driving control device 18, the execution condition for slowing down the acceleration mode when acceleration consent is not obtained compared to when acceleration consent is obtained includes the condition of obtaining acceleration consent.

[0177] As described above, this embodiment uses a front-facing display device that enters the driver's field of vision in a driving posture to perform attention information prompts related to the end of autonomous driving and acceleration control, as well as to display an agreement button. The "front-facing display device" is a display device positioned directly in front of the driver, i.e., on the side opposite the driver and positioned towards the vehicle's destination; specifically, it includes the instrument panel 21 and the HUD device 22. Furthermore, this embodiment uses a CID display 231 with a second task screen (GB) to display second attention information (GD) that guides the driver's gaze to the front-facing display device. As a result, the driver's attention is directed forward, and the driver's seating posture is close to the driving posture, thereby effectively facilitating preparation for driving transitions.

[0178] Thus, according to this embodiment, it is possible to minimize any sense of unease or discomfort for the driver. Furthermore, it effectively enhances the driver's awareness regarding the termination of automatic driving and acceleration control. Therefore, according to this embodiment, driving transitions can be performed more smoothly.

[0179] <<Second Mission Completed>>

[0180] If the autonomous driving system terminates when traffic congestion subsides due to the easing of congestion, resulting in a reduction in the level of driving automation, then the second task cannot be utilized. Therefore, the second task needs to terminate when the autonomous driving system ends during traffic congestion.

[0181] On the other hand, as mentioned above, the driver's awareness at the end of autonomous driving when traffic congestion is relieved varies depending on the driver's actions at that time. Therefore, by taking into account driver actions such as how the second task is utilized, smoother driving transitions can be achieved.

[0182] For example, the appropriate end time of the second task may vary depending on the driver's actions. Therefore, in this embodiment, the display control unit 257, i.e., the second task control unit 258, ends the second task at an end time corresponding to the driver's action after being prompted by the attention information obtained by the second action acquisition unit 253.

[0183] Specifically, for example, if driving handover preparation is not completed, the driver should prioritize driving handover preparation rather than the second task. On the other hand, if driving handover preparation is completed, the second task can be used as late as possible without hindering the driving handover. Furthermore, if there are passengers in the vehicle other than the driver and no display device other than the CID device 23 is provided for the passengers to view or listen to video content, it is preferable to allow viewing or listening to the second task content, such as video content, as late as possible.

[0184] Therefore, when the driver's action following the attention information obtained by the second action acquisition unit 253 is a handover action, the second task control unit 258 causes the second task to end later compared to the case of a non-handover action. A "handover action" is at least part of a driving alternation action, typically an action of adopting a driving posture. This improves the convenience of prompting the driver to perform a driving alternation action when driving alternation preparation is not yet complete, and also enhances the convenience when driving alternation preparation is complete.

[0185] For example, in Figure 5 After the displayed information is shown, if a handover action is detected and it is determined that the driver handover preparation has not been completed, the display method will change from... Figure 5 Change to Figure 7 In this case, such as Figure 5 as well as Figure 7 As shown, the second task screen GB is also displayed during the expedited consent process.

[0186] On the other hand, Figure 5 If, after the displayed sequence, no handover action is detected and it is determined that the driver handover preparation has not been completed, the display method changes from... Figure 5 Unchanged Figure 7 And the change is Figure 8 In this case, at the start of the expedited consent process, the second task ends, and the display in screen area DB2 of CID display 231 switches from the second task screen GB to the navigation screen GA. Additionally, the information display area DB1 displays a second attention information display GD containing information such as "→→Traffic congestion clearing, pay attention ahead→→", which includes traffic congestion clearing and a reminder to pay attention to the changing driving conditions. Furthermore, the information prompts on instrument display 212 and HUD device 22 are consistent with... Figure 7 The situation is the same.

[0187] (Example of action)

[0188] use Figure 9A , Figure 9B ,as well as Figure 10 The flowchart and Figure 9C The timing diagram shown illustrates a specific example of the control actions or control methods described above, and the corresponding control programs. Furthermore, in the illustrated flowchart, "S" is an abbreviation for "step". Additionally, in the following, the device structure, control actions, control methods, and control programs of this embodiment will be collectively referred to as "this embodiment".

[0189] Figure 9A , Figure 9B , Figure 9C ,as well as Figure 10The example shown illustrates the process from the start of traffic congestion to the end of automatic driving and transition to Level 2 [G Mode] due to the relief of traffic congestion. In this example, firstly in step 901, the onboard system 10 determines whether the vehicle has entered a traffic congestion zone.

[0190] If the vehicle enters a traffic congestion zone (i.e., step 901 = Yes), the process proceeds to step 902. On the other hand, if the vehicle does not enter a traffic congestion zone (i.e., step 901 = No), the process after step 902 is skipped, and this action is temporarily terminated.

[0191] In step 902, the vehicle system 10 initiates autonomous driving during traffic congestion. This allows for the utilization of a second task. If the driver wishes to utilize the second task, it is initiated in step 903 through the driver's operation of the HMI device 20.

[0192] In step 904, the vehicle system 10 determines whether traffic congestion has been relieved. For example, the determination considers the following factors (A) to (C): (A) The presence of other vehicles, including those ahead, in the vicinity of the vehicle. (B) Whether the vehicle is expected to accelerate to a predetermined reference speed (e.g., 40 km / h or higher). (C) Whether traffic congestion information has been acquired by the vehicle, and whether the acquired traffic congestion information indicates that the vehicle is within a traffic congestion zone.

[0193] If the traffic congestion is not determined to be resolved, the result of step 904 is "No", and the process does not proceed to step 905. On the other hand, if the traffic congestion is determined to be resolved (i.e., step 904 = Yes), the process proceeds to step 905.

[0194] In step 905, the vehicle system 10 determines whether the driver is in the visual confirmation CID display 231. If the driver is in the visual confirmation CID display 231 (i.e., step 905 = yes), the process proceeds to steps 906 and 907.

[0195] In step 906, the vehicle system 10 displays a warning message on the CID device 23. In step 907, the vehicle system 10 displays warning messages on the instrument panel 21 and the HUD device 22.

[0196] If the driver is not in the visual confirmation CID display 231 (i.e., step 905 = No), the process proceeds to step 908. In step 908, the vehicle system 10 determines whether the driver is in the visual confirmation terminal device 24.

[0197] If the driver is in the visual confirmation terminal device 24 (i.e., step 908 = Yes), the process proceeds to step 909 and then to step 907. In step 909, the vehicle system 10 displays a attention message on the terminal device 24. If the driver is not in the visual confirmation terminal device 24 (i.e., step 908 = No), the process in step 909 is skipped, and the process proceeds to step 907.

[0198] Thus, in this embodiment, when the driver is in the visual confirmation CID display 231, the HMI control device 25 displays attention information on the instrument panel 21, the HUD device 22, and the CID device 23. On the other hand, when the driver is in the visual confirmation terminal device 24, the HMI control device 25 displays attention information on the instrument panel 21, the HUD device 22, and the terminal device 24. When the driver is neither in the visual confirmation CID display 231 nor the visual confirmation terminal device 24, it is more likely that the driver is in front of the visual confirmation. Therefore, in this case, the HMI control device 25 displays attention information on the instrument panel 21 and the HUD device 22.

[0199] After the processing in step 907, the process proceeds to step 910. In step 910, the vehicle system 10 determines whether the driver has adopted the prescribed driving posture corresponding to level 2 [G mode] through a handover action.

[0200] If the driver adopts a driving posture based on the attention information prompt (i.e., step 910 = Yes), the process proceeds to steps 911 and 912. In step 911, the vehicle system 10 begins... Figure 10 The speed recovery process is shown below. The speed recovery process will be described later.

[0201] In step 912, the vehicle system 10 determines whether the vehicle speed V is above a predetermined value V0. The predetermined value V0 is, for example, 40 km / h. If the vehicle speed V is less than the predetermined value V0, the determination result of step 912 is "no," and the process does not proceed to step 913. On the other hand, if the vehicle speed V is above the predetermined value V0, the determination result of step 912 is "yes," and the process proceeds to step 913.

[0202] In step 913, the vehicle system 10 terminates the second task. In step 914, the vehicle system 10 terminates the speed recovery process. In step 915, the vehicle system 10 initiates Level 2 [G mode].

[0203] On the other hand, if the driver does not adopt a driving posture even after being prompted with attention information (i.e., step 910 = No), the process proceeds to steps 916 and 917, followed by steps 914 and 915. In step 916, the vehicle system 10 terminates the second task. In step 917, the vehicle system 10 begins speed recovery processing.

[0204] Thus, in this embodiment, if the driver adopts a driving posture after being prompted by attention information, the second task ends after the vehicle speed V reaches or exceeds the predetermined value V0 through speed recovery processing. On the other hand, if the driver does not adopt a driving posture even after being prompted by attention information, this embodiment ends the second task immediately without waiting for the vehicle speed V to reach or exceed the predetermined value V0 through speed recovery processing. Figure 9C This is a diagram used to visually and easily understandably illustrate the different timings for the second task end and speed recovery, based on whether the driver adopts a driving posture according to attentional cues. Figure 9C In the diagram, the vertical axis represents vehicle speed, and the horizontal axis represents the elapsed time. Additionally, corresponding to the elapsed time on the horizontal axis, the steps corresponding to the speed recovery start timing are indicated by dashed quadrilaterals, and the steps corresponding to the second task end timing are indicated by solid quadrilaterals. For example... Figure 9C As shown, the timing of the second task's end differs depending on whether the driver adopts a driving posture after being prompted by attention information (i.e., step 910 = Yes → steps 911 and 913) or whether the driver does not adopt a driving posture even after being prompted by attention information (i.e., step 910 = No → steps 916 and 917). Specifically, in the former case, the second task can be utilized later compared to the latter case.

[0205] Figure 10 This demonstrates the speed restoration process when traffic congestion is relieved. If the speed restoration process begins, in step 1001, the onboard system 10 first prompts the driver with an acceleration consent request. An "acceleration consent request" refers to urging the driver to consent to acceleration. Specifically, as... Figure 7 as well as Figure 8 As shown, the "Accelerated Consent Request" includes an input request display GE that displays an "Agree" button with the string "Agree" in conjunction with the first attention information display GC such as "Accelerate".

[0206] Next, in step 1002, the vehicle system 10 determines whether an acceleration consent action, i.e., an operation action of the consent button, has been obtained. If an acceleration consent action has been obtained (i.e., step 1002 = yes), the processing of steps 1003 and 1004 is executed.

[0207] In step 1003, the vehicle system 10 sets the acceleration mode, i.e., the acceleration level, in the speed recovery process to the normal mode. In step 1004, the vehicle system 10 determines whether the vehicle speed V is above a predetermined value V1. The predetermined value V1 is, for example, 60 km / h. During the period when the vehicle speed V is less than the predetermined value V1, the determination result of step 1004 is "No," and the speed recovery process does not end. On the other hand, if the vehicle speed V is above the predetermined value V1, the determination result of step 1004 is "Yes," and the speed recovery process ends (i.e.,...). Figure 9B Step 914 in the middle.

[0208] If no consent to acceleration is obtained (i.e., step 1002 = No), the process proceeds to steps 1005 and 1006. In step 1005, the vehicle system 10 sets the acceleration mode in the speed recovery process to be slower than the normal mode. In step 1006, the vehicle system 10 determines whether the vehicle speed V has reached or exceeded a predetermined value V1.

[0209] If the vehicle speed V is less than the predetermined value V1 (i.e., step 1006 = No), the process proceeds to step 1007. In step 1007, the vehicle system 10 determines whether an acceleration consent action has been obtained. If an acceleration consent action has been obtained (i.e., step 1007 = Yes), the process proceeds to step 1003. On the other hand, if no acceleration consent action has been obtained (i.e., step 1007 = No), the process returns to step 1006. If the vehicle speed V reaches the predetermined value V1 (i.e., step 1006 = Yes) without an acceleration consent operation, the speed recovery process ends (i.e., ...). Figure 9B Step 914 in the middle.

[0210] In this way, during the period when the driver does not consent to acceleration, speed recovery processing continues at a slower acceleration rate than usual. On the other hand, if the driver consents to acceleration, the acceleration method is set to the normal mode, and speed recovery processing is performed in the normal manner.

[0211] (Second Implementation)

[0212] The following is for reference Figure 11 The second embodiment will be described below. Furthermore, in the following description of the second embodiment, the parts that differ from the first embodiment described above will be primarily explained. Additionally, in both the first and second embodiments, the same reference numerals are used for parts that are identical or equivalent. Therefore, in the following description of the second embodiment, for constituent elements having the same reference numerals as those in the first embodiment, the description in the first embodiment can be appropriately referenced unless there is a technical contradiction or special additional explanation. The same applies to the third embodiment and the like described later.

[0213] The structure of the vehicle-mounted system 10 in this embodiment is the same as that in the first embodiment described above. That is, the vehicle 1 and the vehicle-mounted system 10 in this embodiment have... Figure 1 as well as Figure 2 The structure shown is as described. However, the operation mode and corresponding functional structure of this embodiment are slightly different from those of the first embodiment described above.

[0214] As described above, for the driver in the second task, their consciousness deviates from driving the vehicle, or their riding posture deviates from the driving posture. The degree of such deviation may vary depending on the type of second task. For example, compared to the second task using CID device 23, in the second task using terminal device 24, the driver's field of vision deviates further from the front of the vehicle, and their riding posture deviates further from the driving posture. In particular, in the game operation using terminal device 24, the driver's consciousness and field of vision are completely detached from driving.

[0215] Therefore, in this embodiment, the second task control unit 258 changes the end time of the second task based on the display device performing the second task in the HMI device 20. Specifically, for example, the second task control unit 258 causes the second task using the terminal device 24 to end earlier than the second task using the CID device 23.

[0216] Figure 11 This is a flowchart showing an example of an action corresponding to this embodiment. Figure 11 The flowchart shown is a change Figure 9B The flowchart shown is a portion of the flowchart after the initial flowchart. That is, Figure 11 The judgment content of step 910 in the middle is the same as Figure 9B The same. Furthermore, the processing content of steps 911 to 917 is the same as... Figure 9B same.

[0217] In this embodiment, the processing when the determination result of step 910 is "yes" differs from that in the first embodiment described above. Specifically, the processing of step 1101 is inserted between step 910 and step 911. In step 1101, the vehicle system 10 determines whether the display device performing the second task is a CID device 23. If the display device performing the second task is a CID device 23 (i.e., step 1101 = yes), the processing proceeds to step 911. On the other hand, if the display device performing the second task is not a CID device 23 (i.e., step 1101 = no), the processing proceeds to step 916.

[0218] That is, in this embodiment, when the display device performing the second task is the CID device 23, the second task ends after the vehicle speed V becomes a predetermined value V0 or higher through speed recovery processing. On the other hand, in this embodiment, when the display device performing the second task is not the CID device 23, the second task ends immediately without waiting for the vehicle speed V to become a predetermined value V0 or higher through speed recovery processing.

[0219] Thus, in this embodiment, the end time of the second task is set according to the type of the second task being performed. Therefore, according to this embodiment, the transfer of authority to the driver upon the end of autonomous driving can be performed more smoothly.

[0220] (Third Implementation)

[0221] The following is for reference Figure 12 The third embodiment will be described. The structure of the vehicle system 10 in this embodiment is the same as that in the first and second embodiments described above. The operation mode and the corresponding functional structure of this embodiment are slightly different from those in the first and second embodiments described above.

[0222] When a driver adopts a driving posture based on attention information related to the easing of traffic congestion and the subsequent termination of autonomous driving, the driver's attention is often directly focused on driving. In this case, even if the secondary task is terminated immediately, the likelihood of causing the driver discomfort or unease is low. Therefore, in this embodiment, the secondary task is terminated immediately when the driver adopts a driving posture based on attention information.

[0223] Figure 12 This is a flowchart showing an example of an action corresponding to this embodiment. Figure 12 The flowchart shown is a change Figure 9B The flowchart shown is a portion of the flowchart after the initial flowchart. That is, Figure 12 The judgment content of step 910 in the middle is the same as Figure 9B The same. Furthermore, the processing content of steps 914 and 915 is the same. Figure 9B same.

[0224] If the driver adopts a driving posture based on the attention information prompts (i.e., step 910 = Yes), the process proceeds to steps 1201 and 1202, followed by steps 914 and 915. In step 1201, the vehicle system 10 terminates the second task. In step 1202, the vehicle system 10 determines whether the vehicle speed V is above a predetermined value V0. If the vehicle speed V is below the predetermined value V0, the determination result of step 1202 is "No," and the process does not proceed to step 914. If the vehicle speed V is above the predetermined value V0, the determination result of step 1202 is "Yes," and the process proceeds to step 914.

[0225] On the other hand, if the driver does not adopt a driving posture even after being prompted with attention information (i.e., step 910 = No), the process proceeds to steps 1203 and 1204, and then to steps 914 and 915. In step 1203, the vehicle system 10 determines whether the vehicle speed V is above a predetermined value V0. If the vehicle speed V is below the predetermined value V0, the determination result of step 1203 is "No", and the process does not proceed to step 1204. On the other hand, if the vehicle speed V is above the predetermined value V0, the determination result of step 1203 is "Yes", and the process proceeds to step 1204. In step 1204, the vehicle system 10 terminates the second task.

[0226] (Fourth Implementation)

[0227] The following is for reference Figures 13-15 The fourth embodiment will be described. The structure of the vehicle system 10 in this embodiment is the same as that in the first embodiment described above. However, the operation mode and corresponding functional structure of this embodiment are slightly different from those in the first embodiment described above.

[0228] As described above, when the driver consents to acceleration as speed is restored following the easing of traffic congestion, the vehicle control unit 185 can restore the vehicle's speed to the predetermined target speed earlier without causing any anxiety to passengers, including the driver. On the other hand, when no such consent to acceleration is given, by making the speed restoration (acceleration) slower compared to when such consent is given, it can minimize any anxiety to passengers, including the driver.

[0229] Therefore, in the case of early recovery of vehicle speed due to acceleration consent, it is desirable to ensure that the driver's awareness and riding posture correspond to driving as early as possible. Therefore, if the second task control unit 258 obtains an acceleration consent action from the second action acquisition unit 253 after receiving a attention information prompt, the second task ends earlier than if the acceleration consent action is not obtained.

[0230] Figure 13 This is a flowchart illustrating an action example corresponding to this embodiment. In this action example, firstly, in step 1301, the vehicle system 10 determines whether the vehicle has entered a traffic congestion zone. The determination content of step 1301 is the same as... Figure 9A The same as step 901 in the previous section.

[0231] If the vehicle enters a congested area (i.e., step 1301 = Yes), the process proceeds to step 1302. On the other hand, if the vehicle does not enter a congested area (i.e., step 1301 = No), the process after step 1302 is skipped, and this action is temporarily terminated.

[0232] In step 1302, the vehicle system 10 initiates autonomous driving during traffic congestion. This allows for the utilization of a second task. If the driver wishes to utilize the second task, it is initiated in step 1303 through the driver's operation of the HMI device 20.

[0233] In step 1304, the vehicle system 10 determines whether the traffic congestion has been relieved. The determination in step 1304 is related to... Figure 9A The process is the same as step 904. If the traffic congestion is not determined to be resolved, the result of step 1304 is "No," and the process does not proceed to step 1305. On the other hand, if the traffic congestion is determined to be resolved (i.e., step 1304 = Yes), the process proceeds to step 1305.

[0234] In step 1305, the vehicle system 10 prompts the driver to agree to the acceleration request. Figure 14 This example illustrates a scenario where, during the second task of using the CID device 23 to view video content, the system switches from autonomous driving to Level 2 [G mode] due to the detection of traffic congestion relief.

[0235] like Figure 14 As shown, in the instrument cluster display 212, the level information display area DA1 displays the text "Traffic Congestion Cleared, Autopilot Ended". This text includes a reminder of traffic congestion clearance and level-related information. Additionally, the driving information display area DA2 displays the first attention information "Accelerate" (GC) and an input request for the "Agree" button (GE). The projection area PA in the HUD device 22 displays the text "Driving Posture (Lv2-G) Ready" and the attention information "↓↓↓Accelerate Agree↓↓↓" guiding the eye towards the instrument cluster display 212 below the projection area PA.

[0236] The information display area DB1 on the CID display 231 displays the text "Traffic Congestion Relief Lv2-G Preparing". In the screen area DB2, above the second task screen GB, a second attention information display GD is displayed, guiding the viewer's gaze to the front-facing display device and urging them to press the "Agree" button: "→→→Accelerate Agree?→→→". At this time, to improve the display and visibility of the second attention information display GD, the second task screen GB is displayed at a reduced size.

[0237] Refer again Figure 13 In step 1306, the vehicle system 10 determines whether an acceleration consent action has been obtained. If an acceleration consent action has been obtained (i.e., step 1306 = Yes), the process proceeds to steps 1307 and 1308. In step 1307, the vehicle system 10 terminates the second task. In step 1308, the vehicle system 10 sets the acceleration mode to the normal mode and begins speed recovery processing.

[0238] Upon commencement of the speed recovery process, the vehicle's speed begins to increase from the low-speed range of traffic congestion. If the speed reaches a predetermined value (e.g., 60 km / h), then in step 1309, the onboard system 10 automatically resumes automatic driving when the traffic congestion ends.

[0239] If no consent to acceleration is obtained (i.e., step 1306 = No), the process proceeds to steps 1310 to 1313. In step 1310, the vehicle system 10 sets the acceleration mode in the speed recovery process to be slower than the normal mode.

[0240] In step 1311, the vehicle system 10 provides a warning that the second task has ended. In step 1312, the vehicle system 10 provides a driving posture instruction urging the driver to adopt a driving posture. Figure 15 The following is a display example corresponding to steps 1311 and 1312.

[0241] like Figure 15 As shown, in the instrument display 212, the level information display area DA1 displays the text "Traffic congestion cleared, autopilot ended". Additionally, the driving information display area DA2 displays first attention information GC for driving posture instructions, such as "Attention ahead!", "Grip the steering wheel!", and "Place your feet on the pedals!". The projection area PA in the HUD device 22 displays the text "Driving posture (Lv2-G) ready".

[0242] The information display area DB1 on the CID display 231 displays the text "Traffic Congestion Relief Lv2-G Preparing". In the screen area DB2, above the second task screen GB, a second task completion warning is displayed, including information about the remaining time until the second task ends, such as "→→→ 5 seconds left →→→", and a driving posture instruction, "Grip the steering wheel!" At this time, to improve the display and visibility of the second task screen GB, it is displayed at a reduced size or even a smaller minimum size as described above.

[0243] Refer again Figure 13 In step 1313, the vehicle system 10 determines whether an acceleration consent action has been obtained. If an acceleration consent action has been obtained (i.e., step 1313 = Yes), the process proceeds to step 1307. On the other hand, if an acceleration consent action has not been obtained (i.e., step 1313 = No), the process proceeds to step 1314.

[0244] In step 1314, the vehicle system 10 determines whether a predetermined time has elapsed since the driver was prompted to consent to acceleration through the processing in step 1305. If the predetermined time has elapsed (i.e., step 1314 = No), the processing returns to step 1313. That is, while maintaining a slower acceleration state compared to the case where consent to acceleration has been consented to, the system waits for the predetermined time for the acceptance of consent to acceleration to conclude.

[0245] On the other hand, if a predetermined time elapses without accelerated consent (i.e., step 1314 = Yes), the process proceeds to step 1315. In step 1315, the vehicle system 10 terminates the second task. Thereafter, the process proceeds to step 1309.

[0246] (Fifth Implementation)

[0247] The following is for reference Figure 16 The fifth embodiment will be described. The structure of the vehicle system 10 in this embodiment is the same as that in the fourth embodiment described above. However, the operation mode and the corresponding functional structure of this embodiment are slightly different from those in the fourth embodiment.

[0248] If the driver consents to acceleration as traffic congestion eases and speed returns to normal, it is assumed that the driver is fully aware of the driving handover. Therefore, in this case, there is no particular inconvenience even without further reminders or attention to the driver regarding the driving handover. Conversely, if the driver does not consent to acceleration, their driving awareness is lower, requiring continuous reminders and attention to the driver regarding the driving handover.

[0249] Therefore, if the second task control unit 258 does not obtain an acceleration consent action from the second action acquisition unit 253 after receiving the attention information prompt, it restricts the second task execution state compared to the case where such acceleration consent action has been obtained. The "restriction" of the second task execution state includes, for example, at least one of the following: shrinking the second task screen GB, overlaying the attention information onto the second task screen GB, and earliering the second task end time.

[0250] Figure 16 This is a flowchart showing an example of an action corresponding to this embodiment. Figure 16 The flowchart shown is a change Figure 13 The flowchart shown is a portion of the flowchart after the initial flowchart. That is, Figure 16 The processing content of steps 1301 to 1305 in the process is the same as Figure 13 The same. Furthermore, the determination content of step 1306 is the same as... Figure 13 same.

[0251] In this embodiment, upon obtaining an acceleration consent action (i.e., step 1306 = Yes), the process proceeds to steps 1607 and 1608. In step 1607, the vehicle system 10 sets the acceleration mode to the normal mode and begins speed recovery processing. If the vehicle speed reaches a predetermined base speed (e.g., 40 km / h), the second task ends in step 1608. Subsequently, if the vehicle speed reaches a predetermined value (e.g., 60 km / h), the vehicle system 10 terminates automatic driving during traffic congestion in step 1609.

[0252] On the other hand, if no acceleration consent action is obtained (i.e., step 1306 = No), the process proceeds to steps 1610 to 1614, and then proceeds to step 1609. In step 1610, the vehicle system 10 sets the acceleration mode in the speed recovery process to be slower than the normal mode and starts the speed recovery process.

[0253] In step 1611, the vehicle system 10 reduces the size of the second task screen GB. Specifically, if the size of the second task screen GB is the normal size before the processing in step 1611, the processing in step 1611 reduces the size of the second task screen GB from the normal size to a reduced size. On the other hand, if the size of the second task screen GB is the reduced size before the processing in step 1611, the processing in step 1611 reduces the size of the second task screen GB from the reduced size to the smallest size.

[0254] In step 1612, the vehicle system 10 provides a warning that the second task has ended. In step 1613, the vehicle system 10 provides a driving posture instruction urging the driver to adopt a driving posture. That is, the processing content of steps 1612 and 1613 is respectively related to... Figure 13 Steps 1311 and 1312 are the same.

[0255] If the vehicle speed reaches the specified baseline speed (e.g., 40 km / h), the second task ends in step 1614. Subsequently, if the vehicle speed reaches the specified value (e.g., 60 km / h), the onboard system 10 terminates automatic driving during traffic congestion in step 1609.

[0256] (Sixth Implementation Method)

[0257] The following is for reference Figure 17A , Figure 17B ,as well as Figure 18 The sixth embodiment will be described. The structure of the vehicle system 10 in this embodiment is the same as that in the fifth embodiment described above. However, the operation mode and the corresponding functional structure of this embodiment are slightly different from those in the fifth embodiment.

[0258] In the above embodiments, examples of Level 3 autonomous driving that can only perform autonomous driving during traffic congestion were described. In contrast, this embodiment shows an example where both traffic congestion-time autonomous driving and high-speed autonomous driving can be performed within a specific road section that is a defined area. "High-speed autonomous driving" refers to autonomous driving capable of operating within a specified high-speed range. "High-speed autonomous driving" can also be referred to as "high-speed range autonomous driving." "Specific road section" is a road section pre-set to enable SAE Level 3 autonomous driving; typically, it is a defined section set up on dedicated roads such as highways. The specified high-speed range is, for example, above 60 km / h and below the legal speed limit.

[0259] Figure 17A , Figure 17B ,as well as Figure 18 The illustrated action demonstrates a scenario where, within a specific road section, either Level 3 (Traffic Congestion Automated Driving) or Highway Automated Driving is executed based on traffic conditions, and the system transitions from Level 3 to Level 2 [G Mode] upon the end of the specific road section. In the diagram, Traffic Congestion Automated Driving is abbreviated as "Traffic Congestion AD," and Highway Automated Driving is abbreviated as "Highway AD."

[0260] In this example, firstly in step 1701, the vehicle system 10 determines whether the vehicle has entered a specific road section. If the vehicle has entered the specific road section (i.e., step 1701 = Yes), the process proceeds to step 1702. On the other hand, if the vehicle has not entered the specific road section (i.e., step 1701 = No), the process after step 1702 is skipped, and this operation temporarily ends.

[0261] In step 1702, the vehicle system 10 determines whether the conditions for starting autonomous driving during traffic congestion are met. The conditions for starting autonomous driving during traffic congestion include at least the vehicle entering a congested area. If the conditions for starting autonomous driving during traffic congestion are not met (i.e., step 1702 = No), the process proceeds to step 1703.

[0262] In step 1703, the vehicle system 10 determines whether the start conditions for high-speed autonomous driving, determined in step 1701, for entering a specific road section other than a designated road section are met. The start conditions for high-speed autonomous driving, for example, include that the vehicle's current position is not within a restricted area caused by an accident or construction. If neither the start conditions for autonomous driving during traffic congestion nor the start conditions for high-speed autonomous driving are met (i.e., step 1703 = No), all subsequent processing is skipped, and this action is temporarily terminated.

[0263] If the conditions for starting autonomous driving during traffic congestion are met (i.e., step 1702 = Yes), the process proceeds to steps 1704-1706. In step 1704, the vehicle system 10 begins autonomous driving during traffic congestion. This enables the use of a second task. If the driver wishes to utilize the second task, the second task is initiated in step 1705 through the driver's operation of the HMI device 20.

[0264] In step 1706, the vehicle system 10 determines whether the remaining distance D is longer than a predetermined value Dth. The remaining distance D is a predetermined travel distance from the current position of the vehicle to the end of the currently automatable travel interval. In this embodiment, automatic driving can be utilized even in restricted areas, where it operates at low speeds during traffic congestion. Therefore, the automatable travel interval during traffic congestion is a predetermined travel interval from the current position of the vehicle to the final destination of the currently automatable travel interval on a specific road segment. The "final destination" is either the end of the currently automatable travel interval on a specific road segment or the side of the vehicle approaching the vehicle from a predetermined exit position on a dedicated road or the like that containing the specific road segment. The "predetermined exit position" is, for example, a predetermined exit interchange or intersection.

[0265] If the remaining distance D is longer than the specified value Dth (i.e., step 1706 = yes), the process proceeds to step 1707. In step 1707, the vehicle system 10 determines whether the traffic congestion has been relieved. The determination in step 1707 is related to... Figure 9AThe process is the same as step 904. During the period when the traffic congestion has not been determined to be resolved, the determination result of step 1707 is "No", and the process returns to step 1706. That is, during the period when the remaining distance D is not below the specified value Dth and the traffic congestion has not been resolved, the process of step 1706 and step 1707 is repeated, such as step 1706 = Yes → step 1707 = No → step 1706... and the automatic driving during traffic congestion continues.

[0266] On the other hand, if the conditions for starting high-speed automatic driving are met (i.e., step 1703 = Yes), the process proceeds to steps 1708 to 1710. In step 1708, the vehicle system 10 starts high-speed automatic driving. In this way, the second task can be utilized. If the driver wishes to utilize the second task, the second task is started in step 1709 through the driver's operation of the HMI device 20.

[0267] In step 1710, the vehicle system 10 determines whether the remaining distance D is longer than a predetermined value Dth. In this embodiment, high-speed automatic driving cannot be used within the restricted section. Therefore, the section where high-speed automatic driving can be performed is the section after deducting the restricted section from the specific road section in which the vehicle is currently traveling. Therefore, for example, if the vehicle is scheduled to reach the restricted section, the remaining distance D of high-speed automatic driving is the predetermined distance traveled from the vehicle's current position to the starting point of the nearest restricted section existing at the vehicle's destination.

[0268] If the remaining distance D is longer than the specified value Dth (i.e., step 1710 = Yes), the process proceeds to step 1711. In step 1711, the vehicle system 10 determines whether the start condition for autonomous driving during traffic congestion is met. The determination in step 1711 is the same as in step 1702. During the period when the start condition for autonomous driving during traffic congestion is not met, i.e., during the period when autonomous driving on highways is not involved in traffic congestion, the determination result of step 1711 is "No", and the process returns to step 1710. That is, during the period when the remaining distance D is not below the specified value Dth and the vehicle has not entered a traffic congestion zone, the process of steps 1710 and 1711 is repeated, such as step 1710 = Yes → step 1711 = No → step 1710..., and autonomous driving on highways continues.

[0269] If the vehicle suddenly enters a traffic congestion area during high-speed autonomous driving, the driver needs to be reminded of this. Therefore, if the conditions for starting autonomous driving during traffic congestion are met during high-speed autonomous driving, the result of step 1711 is "yes", and the process proceeds to step 1712.

[0270] In step 1712, the vehicle system 10 determines whether the driver is in the visual confirmation CID display 231. The determination in step 1712 is the same as step 905 in Figure 9.

[0271] If the driver visually confirms the presence of the vehicle in the CID display 231 (i.e., step 1712 = Yes), the process proceeds to step 1713. In step 1713, the vehicle system 10 displays caution information related to the vehicle's intrusion into a traffic congestion area on the CID device 23. In this case, the caution information is displayed visually on the CID display 231 and also output via sound.

[0272] On the other hand, if the driver is not in the visual confirmation CID display 231 (i.e., step 1712 = No), the process proceeds to step 1714. In step 1714, the vehicle system 10 uses a speaker (not shown) provided by the HMI device 20 to provide audible alerts related to the vehicle's intrusion into a traffic congestion area. Furthermore, in this case, if the driver is operating the terminal device 24 as a secondary task, alerts based on visual and / or audio output devices provided on such terminal device 24 can also be executed.

[0273] After providing a notice in step 1713 or 1714 in a manner corresponding to the driver's actions, i.e., the driver's line of sight, the process proceeds to step 1715. In step 1715, the vehicle system 10 initiates automatic driving during traffic congestion. Then, the process proceeds to step 1706. While the remaining distance D is not below the predetermined value Dth and the traffic congestion has not been relieved, the processes of steps 1706 and 1707 are repeated, and automatic driving during traffic congestion continues.

[0274] If the traffic congestion is determined to be relieved (i.e., step 1707 = Yes), the process proceeds to step 1716. In step 1716, the vehicle system 10 determines whether the driver is in the visual confirmation CID display 231. The determination in step 1716 is the same as in step 1712.

[0275] If the driver visually confirms the status of the CID display 231 (i.e., step 1716 = Yes), the process proceeds to step 1717. In step 1717, the vehicle system 10 uses the CID device 23 to provide attention information related to traffic congestion relief. In this case, the attention information is displayed visually on the CID display 231 and also output via sound.

[0276] On the other hand, if the driver is not in the visual confirmation CID display 231 (i.e., step 1716 = No), the process proceeds to step 1718. In step 1718, the vehicle system 10 uses a speaker (not shown) provided by the HMI device 20 to provide audible alerts related to traffic congestion relief. Furthermore, in this case, if the driver is operating the terminal device 24 as a secondary task, alerts based on visual and / or audio output devices provided on such terminal device 24 can also be performed.

[0277] After providing a notice in step 1717 or 1718 in a manner corresponding to the driver's actions, i.e., the driver's line of sight, the process proceeds to step 1719. In step 1719, the vehicle system 10 performs speed recovery processing. This speed recovery processing will be described later.

[0278] If the speed recovery process ends, the process proceeds to steps 1720 and 1721. In step 1720, the vehicle system 10 begins high-speed automated driving. In step 1721, the vehicle system 10 determines whether the remaining distance D for high-speed automated driving is below a predetermined value Dth. If the remaining distance D is longer than the predetermined value Dth (i.e., step 1721 = No), the process proceeds to step 1711. During the period when the remaining distance D is not below the predetermined value Dth and the vehicle has not entered a traffic congestion zone, steps 1710 and 1711 are repeated, and high-speed automated driving continues.

[0279] If the remaining distance D falls below a predetermined value Dth, the driver needs to be reminded that the automated driving system is about to end and a driver handover is required. Therefore, in steps 1706, 1710, and 1721, if it is determined that the remaining distance D is below the predetermined value Dth, the process proceeds to step 1722.

[0280] In step 1722, the vehicle system 10 determines whether the driver is in the visual confirmation CID display 231. The determination in step 1716 is the same as in step 1712.

[0281] If the driver visually confirms the status of the CID display 231 (i.e., step 1722 = Yes), the process proceeds to step 1723. In step 1723, the vehicle system 10 uses the CID device 23 to provide attention information related to the end of autonomous driving and driving transition. In this case, the attention information is displayed visually on the CID display 231 and also output via sound.

[0282] On the other hand, if the driver is not in the visual confirmation CID display 231 (i.e., step 1722 = No), the process proceeds to step 1724. In step 1724, the vehicle system 10 uses a speaker (not shown) provided by the HMI device 20 to provide audible prompts related to the end of autonomous driving and driving transitions. Furthermore, in this case, if the driver is operating the terminal device 24 as a secondary task, prompts based on the visual and / or audio output devices provided on such terminal device 24 can also be executed.

[0283] After providing a notice in step 1723 or 1724 in a manner corresponding to the driver's actions, i.e., the driver's line of sight, the process proceeds to steps 1725 and 1726. In step 1725, the vehicle system 10 terminates the second task. In step 1726, the vehicle system 10 initiates Level 2 [G Mode].

[0284] Figure 18 Show Figure 17A The speed recovery process in step 1719 of the document. (Refer to...) Figure 18 First, in step 1801, the vehicle system 10 prompts the driver to agree to the acceleration request. The processing content of step 1801 is similar to... Figure 10 The same as step 1001 in the previous step.

[0285] Next, in step 1802, the vehicle system 10 determines whether an acceleration consent action has been obtained. If an acceleration consent action has been obtained (i.e., step 1802 = yes), the process proceeds to steps 1803 to 1805.

[0286] In step 1803, the vehicle system 10 sets the execution state of the second task to a normal state. Specifically, for example, when the second task being performed is to view or listen to video content using the CID device 23, the second task screen GB is set to a normal size. That is, when processing proceeds to step 1803, no restrictions are imposed on the execution of the second task.

[0287] In step 1804, the vehicle system 10 sets the acceleration mode in the speed recovery process to the normal mode. In step 1805, the vehicle system 10 determines whether the vehicle speed V is above a predetermined value VH. The predetermined value VH is, for example, 60 km / h. During the period when the vehicle speed V is less than the predetermined value VH, the determination result of step 1805 is "No," and the speed recovery process does not end. On the other hand, if the vehicle speed V becomes above the predetermined value VH, the determination result of step 1805 is "Yes," and the speed recovery process ends.

[0288] If no consent is obtained (i.e., step 1802 = No), the process proceeds to steps 1806-1808. In step 1806, the vehicle system 10 restricts the execution of the second task and continues to prompt for consent. Specifically, for example, if the second task being performed involves viewing or listening to video content using the CID device 23, the second task screen GB is set to a reduced size or minimum size.

[0289] In step 1807, the vehicle system 10 sets the acceleration mode in the speed recovery process to be slower than the normal mode. In step 1808, the vehicle system 10 determines whether the vehicle speed V is above the specified value VH.

[0290] If the vehicle speed V is less than the specified value VH (i.e., step 1808 = No), the process proceeds to step 1809. In step 1809, the vehicle system 10 determines whether an acceleration consent action has been obtained. If an acceleration consent action has been obtained (i.e., step 1809 = Yes), the process proceeds to step 1803. On the other hand, if no acceleration consent action has been obtained (i.e., step 1809 = No), the process returns to step 1808.

[0291] Thus, during the period when the driver does not consent to acceleration, the speed recovery process continues at a slower pace than the normal method, along with the execution restrictions of the second task and the prompt for acceleration consent. On the other hand, if the driver consents to acceleration, the acceleration method and the execution method of the second task are set to the normal mode, and the speed recovery process continues.

[0292] If the vehicle speed V reaches the specified value VH (i.e., step 1808 = Yes) without the driver's consent to acceleration, the speed recovery process ends. At this time, in step 1810, the second task execution state returns to the normal state.

[0293] (Modified Example)

[0294] This disclosure is not limited to the embodiments described above. Therefore, appropriate modifications can be made to the embodiments described above. Hereinafter, representative modifications will be described. In the following description of the modifications, the differences from the embodiments described above will be the main focus. In addition, in the embodiments and modifications described above, the same reference numerals are used for the same or equivalent parts. Therefore, in the following description of the modifications, for components having the same reference numerals as those in the embodiments described above, the descriptions in the embodiments described above can be appropriately referenced unless there is a technical contradiction or special additional explanation.

[0295] This disclosure is not limited to the specific device structure shown in the above embodiments. That is, for example, the vehicle 1 equipped with the vehicle system 10 is not limited to a conventional automobile. Specifically, such a vehicle 1 can also be a large vehicle such as a freight truck. The number of wheels is not particularly limited; it can be a three-wheeled vehicle, or a six-wheeled or eight-wheeled vehicle such as a freight truck. The type of vehicle 1 can be a conventional automobile with only an internal combustion engine, an electric vehicle or a fuel cell vehicle without an internal combustion engine, or a so-called hybrid vehicle. The shape and structure of the vehicle body in vehicle 1 are not limited to a box shape, i.e., a roughly rectangular shape when viewed from above. The purpose of vehicle 1, the position of the driver's seat 2 (i.e., the steering wheel 8), the number of passengers, etc., are not particularly limited. The presence of the driver's seat 2 is not mandatory. That is, the driver can be any passenger of the vehicle who undertakes or performs dynamic driving tasks. In other words, as long as the driver can perform driving operations, the driver's seating position is not particularly limited. In addition, any operating device such as a joystick can replace the steering wheel 8 or be used in conjunction with it.

[0296] As the communication standard constituting the vehicle system 10, standards other than CAN (internationally registered trademark) can also be used, such as FlexRay (internationally registered trademark). Furthermore, the communication standard constituting the vehicle system 10 is not limited to one type. For example, the vehicle system 10 may also have sub-network lines based on communication standards such as LIN. LIN is short for Local Interconnect Network.

[0297] The vehicle status sensor 11, the external status sensor 12, and the surrounding monitoring sensor 13 are not limited to the examples described above. For example, the surrounding monitoring sensor 13 may also be a structure that includes a sonar, i.e., an ultrasonic sensor. Alternatively, the surrounding monitoring sensor 13 may also include two or more of the following: a millimeter-wave radar sensor, a sub-millimeter-wave radar sensor, a lidar sensor, and an ultrasonic sensor. There is no particular limitation on the number of each type of sensor.

[0298] The locator 14 is not limited to the example described above. For example, the locator 14 may not be a structure that integrates a gyroscope sensor and an accelerometer sensor. Specifically, the inertial acquisition unit 142 may also receive output signals from an external angular velocity sensor and an accelerometer sensor, which are provided on the locator 14 as vehicle state sensors 11.

[0299] DCM15 can be omitted. That is, traffic information can be obtained through navigation device 16. Alternatively, navigation device 16 may also have a structure that includes locator 14 and DCM15.

[0300] The navigation device 16 can also be connected to the HMI control device 25 via a sub-communication line different from the vehicle communication line 10A in a manner that enables information communication.

[0301] The navigation device 16 may also have a dedicated display screen for navigation, different from that of the HMI device 20. Alternatively, the navigation device 16 may be configured as a component of the HMI device 20. Specifically, for example, the navigation device 16 may also be integrated with the CID device 23.

[0302] The driver status detection unit 17 can also be connected to the HMI control unit 25 via a sub-communication line different from the vehicle communication line 10A in a manner that enables information communication.

[0303] The driver state detection unit 17 is not limited to a structure that includes a gaze detection unit 171, a posture detection unit 172, and an operation state acquisition unit 173. That is, for example, image recognition using the structure of the gaze detection unit 171 can achieve the functions corresponding to the posture detection unit 172. Furthermore, the driver state detection unit 17 may also include a biosensor that detects biological information such as the driver's pulse. In this case, the components such as the detection electrodes in the biosensor can be shared with the components in the operation state acquisition unit 173 that detect the gripping state of the steering wheel 8.

[0304] In the above embodiments, the vehicle system 10, i.e., the driving control device 18, is configured to perform vehicle control actions corresponding to levels 1 to 3. However, this disclosure is not limited to this configuration. That is, for example, this disclosure can also be suitably applied to situations where vehicle control actions corresponding to levels 1 to 5 can be performed.

[0305] The HMI device 20 is not limited to a structure that includes an instrument panel 21, a HUD device 22, and a CID device 23. That is, for example, the instrument panel 21 and the CID device 23 can be integrated. Or, for example, the HUD device 22 can be omitted.

[0306] The instrument 211 and the instrument display 212 can be implemented using an image display device. In this case, the instrument 211 can be set as the display area at the left and right ends of an image display device, which is a liquid crystal display or an organic EL display. That is, the instrument 211 can be implemented by displaying images of the bezel, pointer, scale, etc., corresponding to a tachometer, speedometer, thermometer, etc. Alternatively, the instrument display 212 can be provided as a display area other than the instrument 211 in such an image display device.

[0307] The HUD device 22 is not limited to a structure that projects an image onto a predetermined projection range PA on the windshield 9. Specifically, the HUD device 22 may, for example, have a structure that projects an image onto a combiner that is erected on the dashboard 7 as a plate-like component.

[0308] The input device 232 may replace the touch panel superimposed on the CID display 231, or it may have a driver-operated manual control device together with it. The input device 232 may also have a sound input device that detects the driver's voice.

[0309] In the above embodiments, the driving control device 18 and the HMI control device 25 have a structure that serves as a so-called vehicle-mounted microcomputer equipped with a CPU or the like. However, this disclosure is not limited to such a structure.

[0310] For example, all or part of the driving control device 18 may be equipped with digital circuitry configured to perform the aforementioned operations, such as an ASIC or FPGA. ASIC stands for Application Specific Integrated Circuit. FPGA stands for Field Programmable Gate Array. That is, in the driving control device 18, the onboard microcomputer section and the digital circuitry section can coexist. The same applies to the HMI control device 25.

[0311] The program disclosed herein, capable of performing the various actions, sequences, or processes described in the above embodiments, can be downloaded or upgraded via V2X communication based on DCM15, etc. V2X stands for Vehicle to X: a network of vehicles. Alternatively, such a program can be downloaded or upgraded via terminal equipment installed at the manufacturing plant, installation plant, sales outlet, etc., of vehicle 1. The storage destination for such a program can also be a memory card, optical disc, disk, etc.

[0312] Thus, the aforementioned functional structures and methods can also be implemented by a dedicated computer consisting of a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the aforementioned functional structures and methods can be implemented by a dedicated computer consisting of a processor composed of one or more dedicated hardware logic circuits. Alternatively, the aforementioned functional structures and methods can be implemented by one or more dedicated computers consisting of a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions executable by the computer in a non-transferable physical storage medium readable by the computer. That is, the aforementioned functional structures and methods can also be manifested as a computer program containing the sequence for implementing the functional structure and method, or as a non-transferable physical storage medium storing the program.

[0313] This disclosure is not limited to the specific functional structure and operation examples shown in the above embodiments. That is, for example, if the start condition of Level 2 is met when the autonomous driving ends during traffic congestion, it can also move to Level 2. In addition, autonomous driving during traffic congestion and / or highway autonomous driving can also be equivalent to Level 4 autonomous driving.

[0314] The level or category of driving automation is not limited to what is specified in "SAE J3016". Specifically, "SAE J3016" stipulates that the higher the level of driving automation, the larger the level value. However, this disclosure is not limited to this approach. That is, for example, this disclosure can also be applied to setting the highest level of driving automation as "Level 1", which is a standard that stipulates that the lower the level of driving automation, the larger the level value.

[0315] The criteria for determining whether a vehicle enters or exits a traffic congestion can be appropriately modified. For example, the speed conditions used to determine whether a vehicle enters or exits a traffic congestion can be the same or different. The "prescribed time" and "prescribed travel distance" can also be the same.

[0316] To simplify the explanation, the above embodiments are based on a road traffic system capable of both "high-speed automatic driving" and "automatic driving in traffic congestion." However, in the road traffic systems of different countries, appropriate considerations can be made regarding the types of automatic driving, the maximum speed, and other conditions for automatic driving operation, tailored to local circumstances. Therefore, the above embodiments can be appropriately modified to conform to the specifications of the road traffic systems of different countries.

[0317] For example, autonomous driving may only be able to operate within specific road sections during traffic congestion. Alternatively, autonomous driving may operate on roads designated as "automatic driving roads" regardless of the existence of specific road sections. "Automatic driving roads" are roads designated for vehicles with a legally mandated maximum speed of over 60 km / h, typically including highways.

[0318] In the specific examples described in the above embodiments, autonomous driving during traffic congestion can continue from the moment the vehicle enters a traffic congestion zone and its speed V is below the threshold speed for traffic congestion determination (e.g., 40 km / h) until the speed V reaches a predetermined value V1 (e.g., 60 km / h) after speed recovery processing. That is, autonomous driving during traffic congestion can be performed in a low-speed range of less than 60 km / h or below, including the temporary relief state of traffic congestion before the vehicle speed V recovers to the upper limit speed for autonomous driving during traffic congestion. Autonomous driving in such a low-speed range can be performed regardless of the presence or absence of traffic congestion. That is, for example, the autonomous driving during traffic congestion in the above embodiments can be considered as "low-speed autonomous driving" that can be performed in the speed range of less than 60 km / h on roads where autonomous driving is possible. "Low-speed autonomous driving" can also be autonomous driving that can be performed regardless of the presence or absence of traffic congestion.

[0319] Therefore, the disclosure of Japanese Patent Application No. 2020-25305, or the application on which it is based as the basis for priority claims, includes a driving control device (18) and an HMI control device (25) having the following structures.

[0320] • A driving control device (18) configured to control the driving of a vehicle (1) capable of low-speed automatic driving that follows a vehicle ahead at low speeds below a specified speed includes:

[0321] The traffic congestion determination unit (182) determines that the traffic congestion in the aforementioned low-speed automatic driving is resolved;

[0322] The action acquisition unit (183) acquires the actions of the driver of the aforementioned vehicle; and

[0323] The vehicle control unit (185) performs the acceleration and deceleration control in the aforementioned vehicle.

[0324] If the vehicle control unit determines that the traffic congestion has been cleared by the traffic congestion status determination unit but does not obtain an acceleration consent action from the action acquisition unit, it controls the acceleration mode to be slower than if such acceleration consent action had been obtained.

[0325] • An HMI control device (25) configured to provide information to a driver of a low-speed automated driving vehicle (1) capable of following a vehicle traveling at low speeds below a specified speed, and capable of controlling the HMI device (20) in a manner that is recognizable to the driver of the vehicle, includes:

[0326] The attention information prompting unit (259) prompts the driver with attention information to remind him to pay attention when it is determined that the traffic congestion in the low-speed automatic driving is relieved.

[0327] The action acquisition unit (253) acquires the actions of the aforementioned driver; and

[0328] The second task control unit (258) causes the second task in the HMI device to end at the end time corresponding to the action after the attention information prompt obtained by the action acquisition unit.

[0329] • An HMI control device (25) configured to provide information to a driver of a low-speed automated driving vehicle (1) capable of following a vehicle traveling at low speeds below a specified speed, and capable of controlling the HMI device (20) in a manner that is recognizable to the driver of the vehicle, includes:

[0330] The action acquisition unit (253) acquires the actions of the aforementioned driver; and

[0331] The attention information prompting unit (259) prompts the driver with attention information in a manner corresponding to the action obtained by the action acquisition unit when it determines that the traffic congestion in the low-speed automatic driving has been cleared.

[0332] Alternatively, the traffic congestion status determination unit 182 may be installed in the locator 14, the navigation device 16, or the HMI control device 25. In this case, the driving control device 18 may be equipped with a traffic congestion status acquisition unit that obtains the determination result from the traffic congestion status determination unit 182 installed in the locator 14, instead of the traffic congestion status determination unit 182.

[0333] Alternatively, the first action acquisition unit 183 may receive the acquisition and detection result from the second action acquisition unit 253 from the HMI control device 25. Conversely, the second action acquisition unit 253 may receive the acquisition and detection result from the first action acquisition unit 183 from the driving control device 18.

[0334] The examples of screen display are not limited to the specific examples mentioned above. Specifically, for example, through... Figure 5The second attention information displayed in the image can be animated using GD (Graphics Device Display), which can further enhance the eye-guiding effect. In the animation, for example, a "→" that is brighter than the others can be moved to the right of the front display device, in the direction of eye guidance. Alternatively, a string like "Attention Ahead" can be moved in the direction of eye guidance.

[0335] Figure 7 as well as Figure 8 The way the second task is displayed in the example can also be changed appropriately. That is, for example, after the driving handover preparation is completed. Figure 7 In this case, the second mission screen GB can also be displayed at its normal size. On the other hand, when driving handover preparation is not yet complete... Figure 8 In certain situations, a smaller version of the second task screen (GB) can be displayed instead of the navigation screen (GA). That is, the size of the second task screen (GB) can be set according to the level of readiness for driving transitions.

[0336] The flowcharts can also be modified appropriately. For example, Figure 9B The specified value V0 in step 912 can also be varied depending on the type of the second task. That is, the specified value V0 can be set so that the second task ends earlier the driver's consciousness leaves the driver.

[0337] Specifically, for example in Figure 9B In the case where the second task using terminal device 24 is performed, the specified value V0 is lower than the specified value V0 when the second task using CID device 23 is performed. In this case, the second task using terminal device 24 ends earlier than the second task using CID device 23. By ending the second task using terminal device 24 earlier, which makes the driver's consciousness more detached from driving, a more reliable transfer of authority can be performed.

[0338] Or, for example, in Figure 11 In this case, the specified value V0 when the image content is film is lower than the specified value V0 when the image content is something other than film. In this case, the second task ends earlier compared to the film-related task. By ending the second task involving film-based audiovisual content, which further detaches the driver's consciousness from driving, a more reliable transfer of authority can be achieved.

[0339] It can also be set according to the type of the second task. Figure 9B The timing for the end of the second task in step 916, etc. That is, the timing for the end of the second task can be set to end the second task when the driver's consciousness is more detached from driving earlier.

[0340] Specifically, for example in Figure 9BIn this system, the timing for the end of the second task can be set so that the second task using terminal device 24 ends earlier than the second task using CID device 23. By ending the second task using terminal device 24 earlier, which causes the driver to be more detached from driving, a more reliable transfer of authority can be achieved.

[0341] Or, for example, in Figure 11 Furthermore, the timing for ending the second task can be set according to the type of terminal device 24 and / or the type of second task using terminal device 24. For example, the timing for ending the second task can be set to end earlier when terminal device 24 is a portable game console compared to when terminal device 24 is a mobile phone. Additionally, the timing for ending the second task can be set to end earlier when text input is performed on a mobile phone compared to when making a call on a mobile phone. For example, the timing for ending the second task can be set based on a checklist that defines the relationship between the type of second task and the timing for ending the task.

[0342] If there are no passengers in the vehicle other than the driver, the convenience is not affected even if the second task is terminated immediately when the driver's attention shifts from the second task to driving. Conversely, in this case, continuing the second task, such as playing video content, is useless after the driver's attention has shifted from the second task to driving.

[0343] Therefore, it is also possible to handle situations where there are passengers in the vehicle other than the driver. Figure 9A Enter Figure 9B On the other hand, handling cases where there are no passengers in the vehicle other than the driver... Figure 9A Enter Figure 12 In this case, Figure 9A After step 907, a decision step is set up to "Driver only?". In this example, if the result of this decision step is "No", the process proceeds to... Figure 9B On the other hand, if the result of such a determination step is "yes", then the process proceeds to... Figure 12 .

[0344] Acceleration consent requests during speed recovery can also be made in multiple stages. Specifically, for example, a first acceleration consent request can be made for speed recovery up to 40 km / h, a second for speed recovery up to 50 km / h, and a third for speed recovery up to 60 km / h. In this case, Figure 9BStep 911 is divided into three parts: a "first speed recovery process" for speed recovery up to 40 km / h, a "second speed recovery process" for speed recovery up to 50 km / h, and a "third speed recovery process" for speed recovery up to 60 km / h. In the "first speed recovery process,"... Figure 10 V1 = 40 km / h. In the "Second Speed ​​Recovery Process," it is... Figure 10 V1 = 50 km / h. In the "Third Speed ​​Recovery Process," it is... Figure 10 V1 = 60 km / h.

[0345] (Other implementation methods)

[0346] As another implementation method, the following implementation method may be adopted. There may be a situation where the driver does not meet the necessary conditions for driving when traffic congestion is relieved (i.e., step 904 = Yes). These necessary conditions include driving posture (i.e., step 910 = Yes), steering wheel holding, and surrounding monitoring conditions, which are essential for the driver to be in a state capable of driving operations before the driving handover. In this case, during the speed recovery process (i.e., step 917), the vehicle's acceleration can be slowed down regardless of whether the driver agrees to accelerate (i.e., the determination result in step 1002). This allows sufficient time for the driving handover.

[0347] Additionally, using Figure 1 as well as Figure 2 The device structure diagram shown, and Figures 19-30 The timing diagram shown illustrates other implementation methods. Figures 19-30 The vertical axis and the horizontal axis in Figure 9C The same applies. Below, we will use a scenario where Level 3 autonomous driving (i.e., autonomous driving during traffic congestion or low-speed autonomous driving) ends and transitions to Level 2 as a specific example to illustrate various additional implementation methods.

[0348] Reference Figures 19-30 In the following additional embodiment, for the sake of simplicity, the traffic congestion determination speed included in the traffic congestion initiation determination condition is set to VJ (e.g., 10 km / h). Furthermore, the upper limit speed for autonomous driving is set to VH (e.g., 60 km / h). The upper limit speed VH is equivalent to... Figure 9C as well as Figure 10 The specified value V1. That is, in autonomous driving, the vehicle's speed is limited to below the maximum speed limit VH. Furthermore, if the vehicle's speed is increased to exceed the maximum speed limit VH in order to set the vehicle's speed above VH, then autonomous driving ends. T0 is the time when traffic congestion is resolved, equivalent to... Figures 9A-10The processing time of step 911 in the example. T1 is the end time of autonomous driving, that is, the transition time from Level 3 to Level 2 driving automation level.

[0349] (Additional Implementation Method 1)

[0350] Figure 19 as well as Figure 20 This is a timing diagram corresponding to the actions of this additional embodiment. For example... Figure 19 as well as Figure 20 As shown, if traffic congestion is determined to be relieved at time T0 and speed recovery processing begins, the vehicle speed will increase. Then, if the vehicle speed reaches the upper limit speed VH at time T1, Level 3 autonomous driving ends, and the driving automation level shifts from Level 3 to Level 2.

[0351] exist Figure 19 In the example, the vehicle's speed changes as follows: The vehicle's speed first increases at time T0 and reaches the base speed VK at time T11. The base speed VK is higher than the traffic congestion determination speed VJ and lower than the upper limit speed VH, which is the "prescribed speed," and can also be called the "intermediate speed" or "second task completion speed." Specifically, the base speed VK is, for example, the average speed of the traffic congestion determination speed VJ and the upper limit speed VH, or a speed higher than that average speed, typically 40 km / h. The base speed VK is equivalent to... Figure 9B as well as Figure 9C The specified value V0 is specified in the code.

[0352] The vehicle's speed continues to increase after time T11, but before reaching the upper limit speed VH, it temporarily peaks at time T12 and then begins to decrease. In this example, the peak speed VP at time T12 is a speed lower than the upper limit speed VH; specifically, it is the speed between the base speed VK and the upper limit speed VH.

[0353] After time T12, the vehicle's speed decreases to a minimum speed VL at time T13. In this example, the minimum speed VL is higher than the traffic congestion judgment speed VJ and lower than the base speed VK. The vehicle's speed then increases again after time T13 and reaches the upper limit speed VH at time T1. If the vehicle's speed reaches the upper limit speed VH, the automatic driving ends, and the driving automation level switches to Level 2.

[0354] exist Figure 20In the example, the vehicle's speed changes as follows: First, it begins to rise at time T0, and before reaching the upper speed limit VH, it temporarily peaks at time T14 before declining. In this example, the peak speed VP at time T14 is lower than the base speed VK. After declining at time T14, the vehicle's speed decreases to the traffic congestion determination speed VJ at time T15, and then reaches the minimum speed VL at time T16. In this example, the minimum speed VL is lower than the traffic congestion determination speed VJ. The vehicle's speed rises again after time T16, and rises to the traffic congestion determination speed VJ at time T17. That is, from time T15 to T17, the vehicle travels in traffic congestion within the newly generated traffic congestion zone. After rising again at time T16, the vehicle's speed reaches the base speed VK at time T18. Subsequently, if the vehicle's speed reaches the upper limit speed VH at time T1, the autonomous driving ends and the driving automation level switches to level 2.

[0355] In this additional embodiment, similar to the first embodiment described above, when the driver's action following the attention information alert obtained by the second action acquisition unit 253 is a handover action, the second task control unit 258 extends the end of the second task later compared to the case of a non-handover action. That is, when the driver adopts a driving posture through a handover action, the second task control unit 258 permits the second task to continue until the vehicle's speed reaches the predetermined reference speed VK due to the speed recovery after the traffic congestion is relieved.

[0356] Specifically, if the driver is not in a driving posture, the second task control unit 258 terminates the second task at time T0. Conversely, if the driver is in a driving posture, the second task control unit 258 permits the execution of the second task to continue until time T11 or T18 after time T0, and terminates the second task at time T11 or T18. This improves convenience by prompting the driver to perform a driving handover action when driving handover preparation is not yet complete, and by enhancing convenience when driving handover preparation is complete.

[0357] like Figure 19 as well as Figure 20As in the example, there might be instances where acceleration control is intermittently repeated from the time the traffic congestion is determined to be relieved at time T0 and speed recovery processing begins until the vehicle's speed reaches the upper limit speed VH and autopilot ends at time T1. To address this, in this additional embodiment, once the second task control unit 258 terminates the second task at time T0 or T11, it no longer permits the second task and maintains the termination of the second task until the end of autopilot at time T1. That is, after the second task is terminated with the relieving of traffic congestion, the second task control unit 258 will not permit the execution of the second task even if traffic congestion recurs before the vehicle's speed reaches the upper limit speed VH and autopilot ends. This avoids the inconvenience of repeatedly restarting and ending the second task in a short period, thus improving convenience.

[0358] (Additional Implementation Method 2)

[0359] In the above-described additional implementation method 1, when autonomous driving ends due to traffic congestion relief, once the second task is completed, the second task remains completed regardless of subsequent speed change history (i.e., whether the peak speed VP exceeds the base speed VK and whether traffic congestion recurs). However, whether the second task should be reusable in the event of traffic congestion recurring after temporary relief during autonomous driving may vary depending on traffic conditions or user needs in different countries.

[0360] In this regard, this additional embodiment permits the execution of the second task when traffic congestion recurs, based on the speed change history after the second task temporarily ends following the clearing of traffic congestion. Specifically, this additional embodiment distinguishes whether the second task can be reused during a recurring traffic congestion based on whether the peak speed VP exceeds the reference speed VK. More specifically, if the vehicle speed reaches the reference speed VK due to speed recovery after the traffic congestion clears, the second task control unit 258 will not permit the execution of the second task even if traffic congestion recurs after the vehicle speed rises to the upper limit speed VH and the automatic driving ends.

[0361] Figure 21 as well as Figure 22 An example of the velocity change history corresponding to this additional embodiment is shown. Figure 21 as well as Figure 22In this example, the vehicle's speed changes as follows: The vehicle's speed initially increases at time T0, temporarily reaches its peak speed VP at time T21, then decreases, reaching a minimum speed VL at time T22. The time interval TJ1 to TJ2 surrounding time T22 constitutes extremely low-speed driving below the traffic congestion judgment speed VJ, i.e., traffic congestion driving. The vehicle's speed increases again after time T22, reaching the baseline speed VK at time T23. Subsequently, if the vehicle's speed reaches the upper limit speed VH at time T1, the automatic driving ends, and the driving automation level switches to Level 2.

[0362] exist Figure 21 In the example, the peak speed VP is higher than the base speed VK. That is, at time TK before time T21, the vehicle's speed reaches the base speed VK. Therefore, depending on whether the driver adopts a driving posture, the second task ends no later than time TK, and earlier than time T0. On the other hand, in Figure 22 In the example, the peak velocity VP is lower than the base velocity VK. Therefore, if the driver adopts a driving posture, the second task can continue until time T23.

[0363] like Figure 21 As in the example, if speed resumes from time T0 due to traffic congestion relief and accelerates to the base speed VK at time TK, the likelihood of subsequent traffic congestion lasting as long as the second task could be enjoyed for a considerable period is low. Therefore, in this case, after the second task ends at time T0 or time TK, the driver is more likely not to experience significant discomfort even if the second task remains in effect until the end of autonomous driving. In contrast, as... Figure 22 As in the example, if the speed does not return to the base speed VK and deceleration occurs again, there is a high probability that a second traffic jam of a certain length will occur, allowing for a certain period of time to enjoy the second task.

[0364] Therefore, in this embodiment, if the peak speed VP exceeds the reference speed VK, that is, even if the vehicle speed only exceeds the reference speed VK once after the second task is temporarily terminated, the execution of the second task in traffic congestion TJ1 to TJ2 is not permitted again. Specifically, when the peak speed VP exceeds the reference speed VK... Figure 21 In the example, the execution of the second task (TJ1-TJ2) is not permitted during short-term traffic congestion. This avoids the problems caused by restarting and ending the second task repeatedly during short periods. Conversely, when the peak speed VP does not exceed the base speed VK... Figure 22In the example, a relatively long traffic congestion occurs again between TJ1 and TJ2, after which the execution of the second task is permitted. Furthermore, if the driver does not take a driving posture at time TJ2 or before its designated time, the second task ends again at time TJ2. Conversely, if the driver takes a driving posture at time TJ2 or before its designated time, the second task can continue until time T23.

[0365] (Additional Implementation Method 3)

[0366] This additional implementation is similar to Additional Implementation 2 described above, distinguishing whether the second task can be reused in a subsequent traffic jam based on whether the peak speed VP exceeds the base speed VK. However, unlike Additional Implementation 2, this additional implementation does not permit the execution of the second task if the peak speed VP does not reach the base speed VK, even if a traffic jam occurs again before the vehicle speed rises to the upper limit speed VH and the automatic driving ends.

[0367] Figures 23-25 An example of the velocity change history corresponding to this additional embodiment is shown. Figures 23-25 In the example, the vehicle's speed changes as follows: The vehicle's speed first increases at time T0, temporarily reaches its peak speed VP at time T31, then decreases, reaching its minimum speed VL at time T32. The vehicle's speed then increases again after time T32, reaching its base speed VK at time T33. Subsequently, if the vehicle's speed reaches its maximum speed VH at time T1, the automatic driving ends, and the driving automation level switches to Level 2.

[0368] exist Figure 23 In this example, the peak speed VP is lower than the base speed VK. Furthermore, the minimum speed VL is higher than the traffic congestion determination speed VJ. Also, the decrease from peak speed VP to minimum speed VL is relatively small. Moreover, after time T32, the vehicle speed gradually increases to time T33. In this example, if the driver takes a driving posture through a handover action, the second task control unit 258 may continue the second task from time T0 until time T33 when the vehicle speed reaches the base speed VK. Conversely, if the driver does not take a driving posture, the second task control unit 258 terminates the second task at time T0 and maintains the terminated state of the second task until time T1.

[0369] exist Figure 24 as well as Figure 25 In the example, during the time period TJ1 to TJ2 surrounding time T32, traffic congestion occurs at speeds below VJ. However, in Figure 24In the example, the crest velocity VP is lower than the reference velocity VK. In contrast, in Figure 25 In the example, the crest velocity VP is higher than the reference velocity VK.

[0370] like Figure 25 As in the example, even if the speed recovers to the baseline speed VK, but then decelerates to below the congestion-determining speed VJ, such a scenario could be considered, for example, the situation where long-term traffic congestion re-enters after a temporary relief from congestion. Therefore, in Figure 24 In the example, further traffic congestion is not permitted, i.e., the execution of the second task during time period TJ1-TJ2. In contrast, in Figure 25 In the example, permission is granted for the execution of the second task during the time period TJ1 to TJ2 when traffic congestion recurs. By setting a base speed VK or higher as the condition for granting permission for the second task, drivers can be provided with a second task implementation tailored to actual traffic congestion scenarios, thus improving convenience. Furthermore, if the driver does not take a driving posture at time TJ2 or before its designated time, the second task ends again at time TJ2. Conversely, if the driver takes a driving posture at time TJ2 or before its designated time, the second task can continue until time T33.

[0371] (Additional Implementation Method 4)

[0372] This additional embodiment differs from the above-described additional embodiments 2 and 3 in that it can reuse the second task even during renewed traffic congestion, regardless of speed change history. That is, after the second task ends as traffic congestion is relieved, if traffic congestion recurs before the vehicle's speed reaches the upper limit speed VH and autonomous driving ends, the second task control unit 258 permits the execution of the second task.

[0373] Figure 26 as well as Figure 27 An example of the velocity change history corresponding to this additional embodiment is shown. Figure 26 as well as Figure 27 In the example, the vehicle's speed changes as follows: The vehicle's speed first increases at time T0, temporarily reaches its peak speed VP at time T41, then decreases, reaching its minimum speed VL at time T42. The time period TJ1 to TJ2 surrounding time T42 is considered traffic congestion driving below the congestion judgment speed VJ. The vehicle's speed increases again after time T42, reaching the base speed VK at time T43. Subsequently, if the vehicle's speed reaches the upper limit speed VH at time T1, the automatic driving ends, and the driving automation level switches to Level 2.

[0374] In this additional embodiment, the second task can be performed at least during the time periods TJ1 to TJ2 when traffic is congested again within the congested area. Specifically, in Figure 26 as well as Figure 27 In the example, even if the second task is temporarily terminated at time T0 due to the driver not adopting a driving posture, it can be resumed at time TJ1. Furthermore, in Figure 27 In the example, even if the driver adopts a driving posture and the vehicle's speed reaches the reference speed VK at time TK, temporarily ending the second task, it can be resumed at time TJ1. Therefore, the display control unit 257 displays information related to the recurrence of traffic congestion at time TJ1 or before its specified time.

[0375] Furthermore, if the driver does not assume a driving posture at time TJ2 or before its designated time, the second task ends again at time TJ2. Conversely, if the driver assumes a driving posture at time TJ2 or before its designated time, the second task can continue until time T43. Additionally, in Figure 26 In the example, when the driver adopts a driving posture, the second task can be performed during the period from time T0 to T43.

[0376] Here, in Figure 26 In this example, the peak speed VP is lower than the base speed VK. That is, in this case, the vehicle's speed has not reached the base speed VK during speed recovery from time T0. Given this relatively slow speed recovery, the vehicle is more likely to be traveling at low speed or in congested traffic again. Therefore, it is more likely that the driver has not taken any driving action by time T43, when the vehicle's speed reaches the base speed VK.

[0377] In contrast, Figure 27 In the example, the peak speed VP is higher than the base speed VK. In this case, due to the driving alternation requirements during speed recovery from time T0, the driver is more likely to adopt a driving posture during the phase when the vehicle speed reaches the base speed VK. However, as... Figure 27 As shown, when the speed decreases sharply after reaching the peak speed VP (T41), the vehicle is more likely to return to low-speed driving or traffic congestion. Therefore, maintaining the driving posture in situations where there is a high probability of sudden traffic congestion is inconvenient for the driver.

[0378] Therefore, as Figure 27As in the example, when the peak speed VP is above the reference speed VK, the display control unit 257 displays a prescribed information prompt at the time TR after reaching the peak speed VP and decelerating back to the reference speed VK. This prescribed information prompt includes the message that although the vehicle has temporarily decelerated, it is awaiting permission to perform a second task until traffic congestion recurs. Furthermore, this prescribed information prompt also includes the message that the driver does not need to take any driving posture at this stage.

[0379] That is, when the vehicle speed exceeds the reference speed VK and then falls below the reference speed VK again, the display control unit 257 reports to the driver that the implementation of the second task is not immediately permitted, but will be permitted based on the recurrence of traffic congestion. Specifically, the display control unit 257 reports information such as "Although we have temporarily slowed down, the second task cannot be performed until traffic congestion occurs again" through displays such as the instrument display 212 and / or sounds. In addition, the display control unit 257 reports information such as "Please relax until the next report" through displays such as the instrument display 212 and / or sounds. This improves convenience for the driver.

[0380] (Additional Implementation Method 5)

[0381] The following additional implementation is an implementation that modifies a portion of the above-described additional implementation 4. Specifically, the following additional implementation allows for the reuse of the second task during a subsequent traffic congestion, based on the situation where traffic congestion temporarily eases at time T0 and speed recovery begins. Furthermore, for the sake of simplicity, in the following description of the additional implementation, it is assumed that the second task ends at time T0 because the driver is not in a driving position.

[0382] Even if the traffic congestion that triggered this autonomous driving (i.e., the first traffic congestion described later) is relieved and speed begins to recover, as mentioned above, there is a possibility that traffic congestion may recur. However, such recurring traffic congestion may also be relieved again in a very short time. Therefore, if a second task can be used immediately whenever traffic congestion recurs, there is concern that drivers may experience inconvenience due to the short-term restart and termination of the second task.

[0383] Therefore, the following additional implementation adds restrictions to the permission for the execution of the second task in the event of a recurrence of traffic congestion. Specifically, in this additional implementation, the second task control unit 258 does not permit the execution of the second task even if a second traffic congestion occurs after the second task ends following the resolution of the first traffic congestion. The "first traffic congestion" is the initial traffic congestion in autonomous driving. Furthermore, the "first traffic congestion" can be either the traffic congestion before or after the start of autonomous driving. The "second traffic congestion" is the next traffic congestion following the first traffic congestion. In other words, the "second traffic congestion" is the traffic congestion that occurs after the first traffic congestion ends, but before the vehicle's speed reaches the maximum speed VH and autonomous driving ends. On the other hand, if a traffic congestion occurs again after the second traffic congestion ends, but before the vehicle's speed reaches the maximum speed VH and autonomous driving ends, the second task control unit 258 permits the execution of the second task.

[0384] Figure 28 This is a timing diagram used to illustrate the operations corresponding to this additional embodiment. Figure 28 In the example, the vehicle's speed changes as follows: First, the vehicle's speed begins to increase at time T0, temporarily reaches its peak speed VP1 at time T51, then decreases, and reaches its minimum speed at time T52. VP1 < VH. The period TJ1–TJ2 around time T52 is considered congested driving below the congestion judgment speed VJ. The vehicle's speed increases again after time T52, reaches its peak speed VP2 at T53, then decreases again, and reaches its minimum speed at time T54. VP2 < VH. The period TJ3–TJ4 around time T54 is considered congested driving below the congestion judgment speed VJ. The vehicle's speed increases again after time T54, reaching the base speed VK at time T55. Subsequently, if the vehicle's speed reaches the upper limit speed VH at time T1, the automatic driving ends, and the driving automation level switches to Level 2.

[0385] This additional embodiment does not permit the execution of the second task when a second traffic congestion TJ1-TJ2 occurs, but permits the execution of the second task when a third traffic congestion TJ3-TJ4 occurs. Thus, after the first traffic congestion clears, if the traffic congestion determination speed VJ is only temporarily below the congestion threshold, the second task is not permitted again. Therefore, by re-permitting the second task from the time point when traffic congestion is determined to be recurring, inconvenience to drivers can be minimized.

[0386] (Additional Implementation Method 6)

[0387] This additional embodiment is an embodiment that modifies a portion of the above-described additional embodiment 5. That is, this additional embodiment, like the above-described additional embodiment 5, adds specific restrictions to the permission for the second task to be performed during renewed traffic congestion. However, these restrictions differ from those in the above-described additional embodiment 5.

[0388] Figure 29 This is a timing diagram used to illustrate the operations corresponding to this additional embodiment. Figure 29 In the example, the vehicle's speed changes as follows: The vehicle's speed initially increases at time T0, temporarily reaches its peak speed VP1 at time T61, then decreases, reaching its minimum speed at time T62. VK < VP1 < VH. The period TJ1–TJ2 around time T62 is considered congested driving below the congestion judgment speed VJ. The vehicle's speed increases again after time T62, reaches its peak speed VP2 at T63, then decreases again, reaching its minimum speed at time T64. VK < VP2 < VH. The period TJ3–TJ4 around time T64 is considered congested driving below the congestion judgment speed VJ. The vehicle's speed increases again after time T64, reaching the base speed VK at time T65. Subsequently, if the vehicle's speed reaches the upper limit speed VH at time T1, the automatic driving ends, and the driving automation level switches to Level 2.

[0389] If traffic congestion recurs after exceeding the baseline speed VK following the speed recovery from congestion relief, there is a higher probability that such recurring congestion can be relieved relatively early. Therefore, after temporarily terminating the second task, the second task control unit 258 sets a standby time ΔT if the execution of the second task is permitted.

[0390] That is, if the vehicle speed falls below the traffic congestion determination speed VJ, the second task control unit 258 will not immediately permit the execution of the second task. The second task control unit 258 will permit the execution of the second task at time TD after the state below the traffic congestion determination speed VJ has persisted for a predetermined time (i.e., standby time ΔT). This avoids the inconvenience caused by repeated restarts and terminations of the second task in short periods, thus improving convenience.

[0391] Furthermore, this additional embodiment is the same as the above-described additional embodiment 5, in that the execution of the second task is not permitted when the second traffic congestion TJ1 to TJ2 occurs, but the execution of the second task is permitted when the third traffic congestion TJ3 to TJ4 occurs. Therefore, in Figure 29 In the typical example shown, no standby time ΔT is set for the second traffic congestion, but a standby time ΔT is set for the third traffic congestion.

[0392] Furthermore, considering the possibility that the more times traffic congestion recurs, the earlier the congestion will clear, in this additional embodiment, the second task control unit 258 sets a longer standby time based on the increase in the number of traffic congestion events during autonomous driving. That is, the second task control unit 258 sets the standby time ΔT for the Nth traffic congestion to be longer than the standby time ΔT for the Mth traffic congestion. N = M + 1. Specifically, the larger the value of the counter that counts the number of recurring traffic congestion events, the longer the second task control unit 258 sets the standby time ΔT. This counter is reset at the end of autonomous driving and set to its initial value at the start of autonomous driving.

[0393] (Additional Implementation Method 7)

[0394] This additional embodiment is an embodiment that modifies a part of the above-described additional embodiment 6. Figure 30 This is a timing diagram used to illustrate the actions corresponding to this additional embodiment. Figure 30 The way the vehicle speed changes in the example is the same as Figure 29 The examples are the same. That is, Figure 30 The times T71 to T75 in the middle are respectively with Figure 29 The times T61 to T65 correspond to these times.

[0395] In this additional embodiment, such as Figure 30 As shown, a standby time ΔT is also set for the second traffic congestion TJ1 to TJ2. Accordingly, if the second traffic congestion is a short-term congestion that ends during the standby time ΔT, the execution of the second task within the second traffic congestion is not permitted. On the other hand, if the second traffic congestion is expected to be of a predetermined length, the execution of the second task is permitted. Therefore, by re-permitting the second task from a time when it is determined that another traffic congestion is certain, the inconvenience caused to drivers can be reduced. That is, the same effect as the above-described additional embodiment 5 can be achieved.

[0396] In addition, in this additional embodiment, such as Figure 30 As shown, the waiting time ΔT for the third traffic congestion is set to be longer than the waiting time ΔT for the second traffic congestion. That is, the second task control unit 258, like the additional embodiment 6 described above, sets the waiting time ΔT for the Nth traffic congestion to be longer than the waiting time ΔT for the Mth traffic congestion. N = M + 1. Therefore, by re-permitting the second task from the time when the traffic congestion is determined to be a certainty again, it is possible to minimize the inconvenience to the driver.

[0397] (Other additional implementation methods)

[0398] Furthermore, appropriate modifications can be made to the various additional embodiments described above. Specifically, for example, the traffic congestion determination speed VJ or the reference speed VK can also be the same as the threshold speed described above.

[0399] Expressions like "acquire," "calculate," "estimate," "detect," "probe," and "determine" can be appropriately interchanged within the scope of technical inconsistency. Similarly, "detect" or "probe" can be appropriately interchanged with "extract" within the scope of technical inconsistency. Furthermore, inequality signs in each decision-making process can be either equal or unequal. That is, for example, "above a specified value" can be changed to "exceeds a specified value." Likewise, "below a specified value" can be changed to "less than a specified value."

[0400] The elements constituting the above embodiments are not necessarily essential, except where specifically stated or clearly considered essential in principle. Furthermore, when referring to the number, quantity, or range of constituent elements, this disclosure is not limited to those specific values, except where specifically stated or clearly limited in principle. Similarly, when referring to the shape, orientation, or positional relationship of constituent elements, this disclosure is not limited to those shapes, orientations, or positional relationships, except where specifically stated or clearly limited in principle.

[0401] The variations are not limited to the examples described above. For instance, as long as there is no technical contradiction, all or part of one embodiment in a plurality of embodiments can be combined with all or part of another embodiment. The number of combinations is not particularly limited. Similarly, as long as there is no technical contradiction, all or part of one variation in a plurality of variations can be combined with all or part of another variation. Furthermore, as long as there is no technical contradiction, all or part of the above-described embodiments can be combined with all or part of the above-described variations.

[0402] (Summarize)

[0403] The present disclosure, illustrated by the above embodiments and variations, includes the following viewpoints relating to HMI control devices, HMI control methods, and HMI control programs. Furthermore, the following viewpoints can be combined and applied together as long as they are not technically contradictory.

[0404] The HMI control device (25) is configured to control the HMI device (20) in a manner that can be recognized by the driver of the vehicle (1) that is capable of following the vehicle ahead at a speed below a specified speed in traffic jams.

[0405] HMI control method is a method of controlling an HMI device (20) that provides information in a manner that can be recognized by the driver of an autonomous vehicle (1) that is capable of following a vehicle ahead at a speed below a specified speed in traffic congestion.

[0406] The HMI control program is a program executed by an HMI control device (25), which is configured to control an HMI device (20) that provides information in a manner that can be recognized by the driver of a vehicle (1) that is capable of following a vehicle ahead at a speed below a specified speed in traffic congestion.

[0407] According to the first point of view,

[0408] The above-mentioned HMI control device includes:

[0409] The attention information prompting unit (259) provides attention information to remind the driver to pay attention when it is determined that the automatic driving is terminated due to the traffic congestion, i.e., the traffic congestion is relieved.

[0410] The action acquisition unit (253) acquires the actions of the aforementioned driver; and

[0411] The second task control unit (258) terminates the second task in the HMI device at an end time corresponding to the action following the attention information prompt obtained by the action acquisition unit.

[0412] Furthermore, the processing performed by the above-described HMI control method and the above-described HMI control device has the following characteristics:

[0413] Note the information prompt processing: when the above-mentioned traffic congestion is determined to be the termination condition of autonomous driving, that is, when the traffic congestion is relieved, the driver is prompted with attention information.

[0414] Action acquisition and processing, acquiring the actions of the aforementioned driver; and

[0415] The second task control process terminates the second task in the HMI device at the end time corresponding to the action following the attention information prompt obtained through the above action acquisition process.

[0416] According to the second viewpoint, if the second task control unit or the second task control processing obtains an acceleration consent action by the action acquisition processing after the above-mentioned attention information prompt, the second task ends earlier than if the acceleration consent action is not obtained.

[0417] According to the third viewpoint, the aforementioned HMI control device also includes an acceleration consent notification unit (256). Furthermore, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes acceleration consent notification processing. The aforementioned acceleration consent notification unit or the aforementioned acceleration consent notification processing notifies the driving control device (18) controlling the driving of the vehicle of the acquisition status of the acceleration consent action, which is included in the driving control execution conditions in the driving control device that slow down the acceleration of the vehicle when the acceleration consent action has not been acquired, compared to the case where the acceleration consent action has been acquired.

[0418] According to the fourth viewpoint, if the action of the second task control unit or the second task control processing after obtaining the attention information through the action acquisition processing is a handover action to the driver that is at least part of the autonomous driving function, the second task ends later than if the action is a non-handover action that is different from the handover action.

[0419] According to the fifth point of view, if the action of the second task control unit or the second task control processing after receiving the above-mentioned attention information prompt is a handover action to the driver that is at least part of the autonomous driving function, the second task is permitted to continue until the speed is restored when the traffic congestion is cleared and the vehicle's driving speed reaches the prescribed reference speed.

[0420] According to the sixth point of view, after the second task is completed by the second task control unit or the second task control process as traffic congestion is relieved, even if traffic congestion occurs again before the vehicle speed increases to the prescribed speed and the automatic driving ends, the execution of the second task shall not be permitted.

[0421] According to the seventh point of view, if the second task is completed after the second task is completed as traffic congestion is relieved, and the vehicle's speed reaches a reference speed lower than the specified speed after the speed at which traffic congestion was relieved, then even if traffic congestion occurs again before the vehicle's speed rises to the specified speed and the autonomous driving ends, the execution of the second task is not permitted.

[0422] According to the eighth point, if the second task control unit or the second task control process, after the second task ends with the traffic congestion being relieved, causes traffic congestion again before the vehicle's speed increases to the prescribed speed and the automatic driving ends, the execution of the second task is permitted.

[0423] According to the ninth point of view, after the second task ends with the removal of the initial traffic congestion in autonomous driving, the second task control unit or the second task control process shall not permit the execution of the second task even if the next traffic congestion occurs before the vehicle's speed increases to the prescribed speed and the autonomous driving ends. On the other hand, if the traffic congestion occurs again after the next traffic congestion is removed but before the vehicle's speed increases to the prescribed speed and the autonomous driving ends, the execution of the second task shall be permitted.

[0424] According to the tenth viewpoint, after temporarily ending the second task, the second task control unit or the second task control process sets a standby time if the execution of the second task is permitted.

[0425] According to the eleventh point, the aforementioned second task control unit or the aforementioned second task control processing sets the aforementioned standby time to a longer duration based on the increase in the number of traffic congestion incidents during autonomous driving.

[0426] According to the twelfth point of view, the aforementioned second task control unit or the aforementioned second task control processing changes the aforementioned end timing based on the display device (23, 24) in the aforementioned HMI device that performs the aforementioned second task.

[0427] According to the thirteenth viewpoint, the HMI control device (25) is configured to control the HMI device (20) in a manner that can be recognized by the driver of the vehicle (1) that is capable of following the vehicle ahead at a speed below a specified speed in traffic congestion.

[0428] The HMI control device has the following features:

[0429] The action acquisition unit (253) acquires the actions of the aforementioned driver; and

[0430] The attention information prompting unit (259) provides attention information to remind the driver to pay attention when it determines that the automatic driving is terminated due to traffic congestion, i.e., when the traffic congestion is relieved. The prompting unit provides attention information in a manner corresponding to the action obtained by the action acquisition unit.

[0431] HMI control method is a method of controlling an HMI device (20) that provides information in a manner that can be recognized by the driver of an autonomous vehicle (1) that is capable of following a vehicle ahead at a speed below a specified speed in traffic congestion.

[0432] The HMI control program is a program executed by an HMI control device (25) of an HMI device (20) configured to provide information to the driver of an autonomous vehicle (1) that is capable of following a vehicle ahead at a speed below a specified speed in traffic congestion.

[0433] The processing performed by the above-described HMI control method and the above-described HMI control device has the following characteristics:

[0434] Action acquisition and processing, acquiring the actions of the aforementioned driver; and

[0435] The attention information prompt processing, when it is determined that the above-mentioned traffic congestion is the termination condition of the autonomous driving, that is, when the traffic congestion is relieved, prompts attention information to remind the driver to pay attention in a prompt manner corresponding to the above-mentioned action obtained through the above-mentioned action acquisition processing.

[0436] According to the fourteenth point of view, the aforementioned HMI control device further includes a second task control unit (258) for controlling the second task execution state of the aforementioned HMI device during autonomous driving in traffic congestion. If the aforementioned second task control unit does not obtain an acceleration consent action from the aforementioned action acquisition unit after the aforementioned attention information prompt, it restricts the aforementioned second task execution state compared to the case where such acceleration consent action has been obtained.

[0437] Furthermore, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes a second task control process for controlling the second task execution state of the aforementioned HMI device in the autonomous driving system during traffic congestion. If, after the aforementioned attention information prompt, the aforementioned second task control process does not obtain an acceleration consent action through the aforementioned action acquisition process, it restricts the aforementioned second task execution state compared to the case where such acceleration consent action has been obtained.

[0438] According to the fifteenth point of view, the aforementioned HMI control device also includes an acceleration consent notification unit (256). Furthermore, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes acceleration consent notification processing. The aforementioned acceleration consent notification unit or the aforementioned acceleration consent notification processing notifies the driving control device (18) controlling the driving of the vehicle of the acquisition status of the acceleration consent action, which is included in the driving control execution conditions in the driving control device that slow down the acceleration mode of the vehicle when the acceleration consent action has not been acquired, compared to the case where the acceleration consent action has been acquired.

[0439] According to the sixteenth point of view, the aforementioned attention information prompting unit or the aforementioned attention information prompting processing changes the manner of prompting the aforementioned attention information based on the aforementioned actions obtained through the aforementioned action acquisition processing.

[0440] According to the seventeenth point, the aforementioned action acquisition unit or the aforementioned action acquisition processing acquires the driver's line of sight direction. Furthermore, the aforementioned attention information prompting unit or the aforementioned attention information prompting processing changes the information prompting devices (21-24) that provide attention information based on the line of sight direction acquired by the aforementioned action acquisition processing.

[0441] The present disclosure, illustrated by the above embodiments and variations, includes the following viewpoints relating to HMI control methods and HMI control procedures. Furthermore, these viewpoints can be combined and applied together, provided they are not technically contradictory.

[0442] The HMI control method is a method of controlling an HMI device (20) that provides information in a manner that can be recognized by the driver of an automated vehicle (1) capable of following a vehicle ahead at a specified speed. The HMI control program is a program executed by an HMI control device (25) configured to control the HMI device (20) that provides information in a manner that can be recognized by the driver of an automated vehicle (1) capable of following a vehicle ahead at a specified speed.

[0443] According to the first viewpoint, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device has the following characteristics:

[0444] Note the information prompt processing; once it is determined that the traffic congestion has been cleared, a notice is displayed to remind the aforementioned drivers to pay attention.

[0445] Action acquisition and processing, acquiring the actions of the aforementioned driver; and

[0446] The second task control process terminates the second task in the HMI device at the end time corresponding to the action following the attention information prompt obtained through the above action acquisition process.

[0447] According to the second viewpoint, if the second task control process obtains consent to accelerate the vehicle through the action acquisition process after the above-mentioned attention information prompt, the second task ends earlier than if the consent to accelerate is not obtained.

[0448] According to the third viewpoint, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes an acceleration consent notification process. The aforementioned acceleration consent notification process notifies the driving control device (18) controlling the driving of the aforementioned vehicle of the acquisition status of the aforementioned acceleration consent action, which is included in the driving control execution conditions in the driving control device that slow down the acceleration mode of the aforementioned vehicle when the aforementioned acceleration consent action has not been acquired, compared to the case where the aforementioned acceleration consent action has been acquired.

[0449] According to the fourth viewpoint, if the action of the second task control process after obtaining the attention information through the action acquisition process is a handover action to the driver that is at least part of the autonomous driving function, the second task ends later than if the action is a non-handover action that is different from the handover action.

[0450] According to the fifth point of view, if the action of the second task control process after obtaining the above-mentioned attention information prompt is a handover action to the driver that is at least part of the autonomous driving function, the second task is permitted to continue until the speed is restored when the traffic congestion is cleared and the vehicle's driving speed reaches the prescribed reference speed.

[0451] According to the sixth point of view, after the second task is completed as traffic congestion is relieved, even if traffic congestion occurs again before the vehicle speed increases to the prescribed speed and the automatic driving ends, the execution of the second task is not permitted.

[0452] According to the seventh point of view, after the second task ends as traffic congestion is relieved, if the vehicle's speed reaches a reference speed lower than the specified speed due to the speed recovery after the traffic congestion is relieved, the execution of the second task will not be permitted even if traffic congestion occurs again before the vehicle's speed rises to the specified speed and the autonomous driving ends.

[0453] According to the eighth point, if the second task control process ends after the traffic congestion is relieved, but traffic congestion recurs before the vehicle's speed reaches the prescribed speed and the autonomous driving process ends, the execution of the second task is permitted.

[0454] According to the ninth point of view, after the second task is completed by relieving the initial traffic congestion in the autonomous driving process, the execution of the second task is not permitted even if the next traffic congestion occurs before the vehicle's speed increases to the prescribed speed and the autonomous driving ends. On the other hand, if traffic congestion occurs again after the next traffic congestion is relieved but before the vehicle's speed increases to the prescribed speed and the autonomous driving ends, the execution of the second task is permitted.

[0455] According to the tenth point of view, after temporarily ending the second task, the aforementioned second task control process sets a standby time if the execution of the second task is permitted.

[0456] According to the eleventh point, the aforementioned second task control process sets the aforementioned standby time to be longer based on the increase in the number of traffic congestion incidents during autonomous driving.

[0457] According to the twelfth point of view, the aforementioned second task control processing changes the aforementioned end timing based on the display devices (23, 24) in the aforementioned HMI device that perform the aforementioned second task.

[0458] According to the thirteenth point, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device has the following characteristics:

[0459] Action acquisition and processing, acquiring the actions of the aforementioned driver; and

[0460] The attention information prompt processing involves, upon determining that traffic congestion has been relieved, displaying attention information in a manner corresponding to the actions obtained through the aforementioned action acquisition process to remind the driver to pay attention.

[0461] According to the fourteenth point of view, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes a second task control process for controlling the second task execution state of the aforementioned HMI device in the aforementioned autonomous driving. If the aforementioned second task control process does not obtain an acceleration consent action through the aforementioned action acquisition process after the aforementioned attention information prompt, compared to the case where such acceleration consent action has been obtained, the aforementioned second task execution state is restricted.

[0462] According to the fifteenth point of view, the processing performed by the aforementioned HMI control method and the aforementioned HMI control device also includes an acceleration consent notification process. The aforementioned acceleration consent notification process notifies the driving control device (18) that controls the driving of the aforementioned vehicle of the acquisition status of the aforementioned acceleration consent action, which is included in the driving control execution conditions in the driving control device that slow down the acceleration mode of the aforementioned vehicle when the aforementioned acceleration consent action has not been acquired, compared to the case where the aforementioned acceleration consent action has been acquired.

[0463] According to the sixteenth point of view, the above-mentioned attention information prompting processing changes the way the above-mentioned attention information is prompted based on the actions obtained through the above-mentioned action acquisition processing.

[0464] According to the seventeenth point, the aforementioned action acquisition process acquires the driver's line of sight direction. Furthermore, the aforementioned attention information prompting process, based on the line of sight direction acquired through the aforementioned action acquisition process, changes the information prompting devices (21-24) that provide the aforementioned attention information.

[0465] The present disclosure, illustrated by the above embodiments and variations, includes the following viewpoints relating to a driving control device, a driving control method, and a driving control program. Furthermore, the following viewpoints can be combined and applied together as long as they are not technically contradictory.

[0466] The driving control method is a method of controlling the driving of a vehicle (1) that is capable of automatically following a vehicle in traffic jams at a speed below a specified speed. The driving control program is a program executed by a driving control device (18) configured to control the driving of the vehicle (1) that is capable of automatically following a vehicle in traffic jams at a speed below a specified speed.

[0467] According to the first viewpoint, the aforementioned driving control device includes:

[0468] The traffic congestion determination unit (182) determines the termination condition of the automatic driving when the above-mentioned traffic congestion occurs, that is, the traffic congestion is relieved.

[0469] The action acquisition unit (183) acquires the actions of the driver of the aforementioned vehicle; and

[0470] The vehicle control unit (185) performs the acceleration and deceleration control in the aforementioned vehicle.

[0471] If the vehicle control unit determines that the traffic congestion has been cleared by the traffic congestion status determination unit but does not obtain an acceleration consent action from the action acquisition unit, it controls the acceleration mode to be slower than if such acceleration consent action had been obtained.

[0472] Furthermore, the processing performed by the aforementioned driving control method and driving control device has the following characteristics:

[0473] Traffic congestion status determination and processing: when the above-mentioned traffic congestion occurs, the termination condition for autonomous driving is determined, i.e., the traffic congestion is relieved.

[0474] Action acquisition and processing, acquiring the actions of the drivers of the aforementioned vehicles; and

[0475] Vehicle control processing executes the acceleration and deceleration control measures described above.

[0476] If the vehicle control process determines that the traffic congestion has been cleared by the traffic congestion status determination process but does not obtain an acceleration consent action from the action acquisition process, the acceleration method will be controlled to be slower than if such acceleration consent action had been obtained.

[0477] According to the second viewpoint, the aforementioned action acquisition unit or action acquisition process acquires the acceleration consent action after receiving a notification from an HMI device (20) that provides information in a manner recognizable to the driver, specifically to remind the driver to pay attention when the traffic congestion determination process determines that the traffic congestion has been cleared. Furthermore, the notification method for the notification changes based on the aforementioned action.

[0478] According to the third viewpoint, the information prompting devices (21-24) that provide the above-mentioned attention information are changed according to the driver's line of sight as the aforementioned action.

[0479] According to the fourth point of view, if the aforementioned accelerated consent action is not obtained through the aforementioned action after the aforementioned attention information prompt, the second task execution state of the aforementioned HMI device in the aforementioned autonomous driving during traffic congestion is restricted compared to the case where the accelerated consent action is obtained.

Claims

1. An HMI control device, configured to control an HMI device that provides information prompts in a manner recognizable by the driver of a vehicle, wherein, The aforementioned vehicle is capable of autonomous driving, following a vehicle ahead at speeds below a specified limit. The aforementioned HMI control device includes: The information display unit provides notices to remind drivers of the above-mentioned precautions when traffic congestion is determined to have been relieved. The action acquisition unit acquires the actions of the aforementioned drivers; as well as The second task control unit terminates the second task in the HMI device at an end time corresponding to the action following the attention information prompt obtained by the action acquisition unit. When the occupant's posture after the aforementioned attention information prompt is a driving posture, the aforementioned second task control unit sets the end time of the aforementioned second task later than the end time when the occupant's posture after the aforementioned attention information prompt is not a driving posture.

2. The HMI control device according to claim 1, wherein, If the above-mentioned action acquisition unit obtains an acceleration consent action for the vehicle's acceleration after the aforementioned attention information prompt, the second task control unit terminates the second task earlier than if the acceleration consent action is not obtained.

3. The HMI control device according to claim 2, wherein, It also has: The acceleration consent notification unit notifies the driving control device that controls the driving of the vehicle of the status of obtaining the acceleration consent action, which is included in the driving control execution conditions that slow down the acceleration of the vehicle when the acceleration consent action is not obtained, compared to the case where the acceleration consent action has been obtained.

4. The HMI control device according to claim 1, wherein, When the action following the attention information obtained by the action acquisition unit is a handover action to the driver that is at least part of the automatic driving function, the second task control unit causes the second task to end later than when the action is a non-handover action that is different from the handover action.

5. The HMI control device according to claim 1, wherein, If the action following the attention information obtained by the action acquisition unit is a handover action to the driver that is at least part of the automatic driving function, the second task control unit permits the continuation of the second task until the vehicle's speed reaches the predetermined reference speed after the traffic congestion is relieved and the speed is restored.

6. The HMI control device according to claim 1, wherein, After the second task is completed as traffic congestion is relieved, even if traffic congestion occurs again before the vehicle's speed reaches the prescribed speed and the automatic driving ends, the second task control unit will not permit the execution of the second task.

7. The HMI control device according to claim 1, wherein, If, after the second task is completed as traffic congestion is relieved, the vehicle's speed reaches a base speed lower than the specified speed due to the return to normal speed after traffic congestion, the second task control unit will not permit the execution of the second task even if traffic congestion occurs again before the vehicle's speed rises to the specified speed and the automatic driving ends.

8. The HMI control device according to claim 1, wherein, If traffic congestion recurs after the second task is completed following the relief of traffic congestion, but before the vehicle's speed reaches the prescribed speed and the autonomous driving process ends, the second task control unit permits the execution of the second task.

9. The HMI control device according to claim 8, wherein, After the initial traffic congestion in autonomous driving is relieved and the second task is completed, even if the next traffic congestion occurs before the vehicle's speed increases to the prescribed speed and autonomous driving ends, the second task control unit will not permit the execution of the second task. On the other hand, if traffic congestion occurs again after the next traffic congestion is relieved but before the vehicle's speed increases to the prescribed speed and autonomous driving ends, the second task control unit will permit the execution of the second task.

10. The HMI control device according to claim 8, wherein, If the second task control unit temporarily terminates the second task and then allows the execution of the second task, it sets a standby time.

11. The HMI control device according to claim 10, wherein, The aforementioned second task control unit extends the set standby time based on the increase in traffic congestion during autonomous driving.

12. The HMI control device according to claim 1, wherein, The aforementioned second task control unit changes the aforementioned end timing based on the display device in the aforementioned HMI device that performs the aforementioned second task.

13. The HMI control device according to claim 9, wherein, The aforementioned action was used to obtain the driver's line of sight. The aforementioned attention information prompting unit changes the information prompting device that prompts the aforementioned attention information based on the aforementioned line of sight obtained by the aforementioned action acquisition unit.

14. The HMI control device according to any one of claims 1 to 13, wherein, The aforementioned attention information prompting unit changes the way it prompts the aforementioned attention information based on the aforementioned actions obtained by the aforementioned action acquisition unit.

15. An HMI control device configured to control an HMI device that provides information prompts in a manner recognizable by the driver of a vehicle, wherein, The aforementioned vehicle is capable of autonomous driving, following a vehicle ahead at speeds below a specified limit. The aforementioned HMI control device includes: The action acquisition unit acquires the actions of the aforementioned drivers; The attention information prompting unit, when it is determined that the traffic congestion has been cleared, provides attention information to remind the driver to pay attention in a manner corresponding to the action obtained by the action acquisition unit. as well as The second task control unit controls the second task execution state of the HMI device in the aforementioned autonomous driving process. In addition to the aforementioned attention information provided when the traffic congestion is determined to have been relieved, the aforementioned attention information prompt also provides the driver with information to urge the vehicle to accelerate, namely, a request for consent to accelerate. In response to the aforementioned acceleration consent request, if the aforementioned action acquisition unit does not obtain the driver's consent to accelerate the vehicle, the aforementioned second task control unit restricts the execution state of the second task compared to the case where such consent is obtained.

16. The HMI control device according to claim 15, wherein, It also has: The acceleration consent notification unit notifies the driving control device that controls the driving of the vehicle of the status of obtaining the acceleration consent action, which is included in the driving control execution conditions that slow down the acceleration of the vehicle when the acceleration consent action is not obtained, compared to the case where the acceleration consent action has been obtained.

17. The HMI control device according to claim 15 or 16, wherein, The aforementioned attention information prompting unit changes the way it prompts the aforementioned attention information based on the aforementioned actions obtained by the aforementioned action acquisition unit.

18. The HMI control device according to claim 15, wherein, The aforementioned restrictions on the execution state of the second task include at least one of (i) shrinking the second task screen, (ii) overlaying attention information onto the second task screen, and (iii) earlier timing of the second task end.

19. A driving control device, configured to control the driving of a vehicle, wherein, The aforementioned vehicle is capable of autonomous driving, following a vehicle ahead at speeds below a specified limit, and the aforementioned driving control device includes: The traffic congestion assessment department determines that the traffic congestion has been cleared. The action acquisition unit acquires the actions of the drivers of the aforementioned vehicles; and The vehicle control unit executes the acceleration and deceleration control in the aforementioned vehicle. The vehicle control unit controls the acceleration method as follows: if the traffic congestion determination unit determines that the traffic congestion has been cleared but the action acquisition unit does not obtain an acceleration consent action for the vehicle to accelerate, the vehicle's acceleration method is slowed down compared to the case where such acceleration consent action has been obtained. The aforementioned action acquisition unit acquires the acceleration consent action after receiving a prompt from the HMI device that serves to alert the driver when the traffic congestion determination unit determines that the traffic congestion has been cleared. The HMI device provides the information in a manner recognizable to the driver. The above-mentioned notices will be displayed in a different way depending on the actions described above. In addition to the aforementioned notices given when the traffic congestion is determined to have been relieved, the driver is also prompted with a message urging the vehicle to accelerate, namely, a request for consent to accelerate. If the driver's accelerated consent action is not obtained by the aforementioned action acquisition unit in response to the aforementioned accelerated consent request, the second task execution state of the HMI device in the aforementioned autonomous driving is restricted compared to the case where the accelerated consent action has been obtained.

20. The driving control device according to claim 19, wherein, The information display device that provides the above-mentioned attention information is changed according to the driver's line of sight as the aforementioned action.

21. The HMI control device according to claim 19, wherein, The aforementioned restrictions on the execution state of the second task include at least one of (i) shrinking the second task screen, (ii) overlaying attention information onto the second task screen, and (iii) earlier timing of the second task end.

22. A storage medium that stores instructions executed by a computer, wherein, The HMI control unit controls an HMI device that provides information in a manner recognizable to the vehicle's driver. The vehicle is capable of autonomous driving, following a vehicle ahead at speeds below a specified limit. By executing the aforementioned commands, the HMI control unit performs the following processing: Once traffic congestion is determined to have been relieved, a notice will be displayed to remind the aforementioned drivers to take note. To obtain information about the aforementioned driver's actions; and The second task in the HMI device ends at the corresponding termination time after the action corresponding to the above-mentioned attention information prompt. If the occupant's posture after the aforementioned attention information prompt is a driving posture, the end time of the second task will be set later than the end time if the occupant's posture after the aforementioned attention information prompt is not a driving posture.

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