Prompt control device, automatic driving control device, and storage medium

Abstract

An HCU (100) controls presentation of information to a driver of a vehicle capable of performing automated driving. The HCU (100) has a driving state control section (120) that judges migration between a non-monitoring state in which interruption of monitoring of the surroundings by the driver is permitted during execution of automated driving and a monitoring state in which interruption of monitoring of the surroundings by the driver is prohibited during execution of automated driving. The driving state control section (120) further judges, in the monitoring state, whether interruption of holding of a steering wheel by the driver can be permitted. The HCU (100) has a presentation information adjustment section (140) that, in a case where migration from the non-monitoring state to the monitoring state in which interruption of holding can be permitted is made, permits interruption of holding of the steering wheel by the driver in the monitoring state after presentation of a request for holding of the steering wheel by the driver is performed.

Description

[0001] Cross-reference to related applications

[0002] This application is based on and incorporates, by reference in its entirety, the contents of Japanese Patent Application No. 2020-101215 filed on June 10, 2020, Japanese Patent Application No. 2021-30064 filed on February 26, 2021, and Japanese Patent Application No. 2021-72095 filed on April 21, 2021. Technical Field

[0003] The disclosure in this specification relates to techniques for controlling prompts to drivers of vehicles capable of autonomous driving, and to techniques capable of autonomous driving. Background Technology

[0004] Patent document 1 discloses a control system for an autonomous vehicle. In this system, when switching from autonomous driving to manual driving, the driver is notified of a request to change from a hands-off state to a hands-on state.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-27726

[0006] However, in autonomous driving control, there is a possibility of situations where the driver is permitted to interrupt the monitoring of the surrounding environment, and situations where the interruption of the monitoring of the surrounding environment is prohibited. Furthermore, in autonomous driving, there may also be situations where the driver is permitted to release their hands from the steering wheel even though the interruption of the monitoring of the surrounding environment is prohibited. Patent Document 1 does not disclose the provision of information to ensure driving stability during such changes in the state of autonomous driving. Summary of the Invention

[0007] The purpose of this disclosure is to provide information-providing prompt control devices, prompt control programs, automatic driving control devices, and automatic driving control programs that can promote driving stability.

[0008] The various methods disclosed in this specification employ different technical means to achieve their respective purposes. Furthermore, the reference numerals within parentheses in the claims are merely examples indicating the correspondence with specific units described in an embodiment described later as one of the methods, and do not limit the scope of the technology.

[0009] One of the disclosed prompt control devices is a prompt control device that controls prompts for information to the driver of a vehicle capable of performing autonomous driving, and includes:

[0010] The judgment unit determines the transition between a non-monitoring state (allowing the driver to interrupt monitoring of the surroundings) and a monitoring-required state (prohibiting the driver from interrupting monitoring of the surroundings) during autonomous driving, and whether, in the monitoring-required state, the driver's ability to interrupt control of the steering wheel can be permitted; and

[0011] When the state control unit transitions from a state where no monitoring is required to a state where monitoring is required and a steering wheel interruption is permitted, it grants a steering wheel interruption permission in the state where monitoring is required after executing a steering wheel grip request for the driver.

[0012] One publicly available prompt control program is a prompt control program that stores information on a storage medium and contains commands that cause the processor to execute, in order to control prompts for the driver of a vehicle capable of performing autonomous driving.

[0013] Commands include:

[0014] The judgment process involves determining the transition between a non-monitoring state (allowing the driver to interrupt monitoring of the surrounding environment) and a monitoring-required state (prohibiting the driver from interrupting monitoring of the surrounding environment) during autonomous driving execution, and whether, in the monitoring-required state, the driver can be permitted to interrupt their grip on the steering wheel; and

[0015] The permission state control process, when transitioning from a state that does not require monitoring to a state that requires monitoring and allows for the interruption of grip, grants the grip interruption in the state that requires monitoring after executing a grip request for the driver's steering wheel.

[0016] According to these disclosures, when transitioning from a state where monitoring is not required to a state where monitoring is required and where interruption of steering wheel control is permissible, a steering wheel control request is made to the driver, and an interruption of steering wheel control is permitted in the state where monitoring is required. Therefore, during the transition from a state where monitoring is not required to a state where monitoring is required, the driver is urged to take control of the steering wheel. Based on the above, a prompt control device and prompt control program are provided that can provide information that promotes driving stability.

[0017] One of the publicly disclosed autonomous driving control devices is an autonomous driving control device capable of performing autonomous driving in a vehicle, possessing:

[0018] The state control unit executes the transition between a non-monitoring state that allows the driver to interrupt the monitoring of the surrounding environment during the execution of autonomous driving and a monitoring state that prohibits the driver from interrupting the monitoring of the surrounding environment during the execution of autonomous driving.

[0019] The steering wheel control unit, when monitoring is required, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and

[0020] The request output unit outputs a steering wheel control request for the driver when performing a transition from a state where no monitoring is required to a state where monitoring is required and interruption is permissible.

[0021] One type of publicly available autonomous driving control program is an autonomous driving control program stored on a storage medium and containing commands that cause the processor to execute, designed to enable autonomous driving in a vehicle.

[0022] Commands include:

[0023] The state control process executes the transition between a non-monitoring state that allows the driver to interrupt monitoring of the surrounding environment during the execution of autonomous driving and a monitoring state that prohibits the driver from interrupting monitoring of the surrounding environment during the execution of autonomous driving.

[0024] The control and judgment process, under conditions requiring monitoring, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and

[0025] The request output process outputs a steering wheel control request for the driver when transitioning from a state that does not require monitoring to a state that allows for control interruption.

[0026] According to these disclosures, even when transitioning from a state where monitoring is not required to a state where monitoring is required but can be interrupted, a request for the driver to grip the steering wheel is output. Therefore, during the transition from a state where monitoring is not required to a state where monitoring is required, the driver is urged to grip the steering wheel. Based on the above, an autonomous driving device and an autonomous driving control program are capable of providing information that ensures stability and promotes driving.

[0027] One publicly disclosed autonomous driving control device is an autonomous driving control device capable of performing autonomous driving in a vehicle, possessing:

[0028] The state control unit executes the transition between a non-monitoring state (allowing the driver to interrupt monitoring of the surrounding environment during autonomous driving) and a monitoring state (prohibiting the driver from interrupting monitoring of the surrounding environment during autonomous driving); and

[0029] The steering decision unit, when monitoring is required, determines whether it is permissible for the driver to interrupt their control of the steering wheel.

[0030] In traffic congestion, if the state control unit causes the state to shift from a state that does not require monitoring to a state that requires monitoring, the control judgment unit, after shifting to a state that allows control interruption, shifts to a state that does not allow control interruption.

[0031] One type of publicly available autonomous driving control program is an autonomous driving control program stored on a storage medium and containing commands that cause the processor to execute, designed to enable autonomous driving in a vehicle.

[0032] Commands include:

[0033] The state control process executes the transition between a state where the driver is permitted to interrupt monitoring of the surrounding environment (no monitoring required) and a state where the driver is prohibited from interrupting monitoring of the surrounding environment (monitoring required); and

[0034] The control and judgment process, under conditions requiring monitoring, determines whether it is permissible for the driver to interrupt their control of the steering wheel.

[0035] In the case of a transition from a state that does not require monitoring to a state that requires monitoring during traffic congestion, the control decision process determines the execution of the transition as follows: after transitioning to a state that allows control interruption, the transition is then made to a state that does not allow control interruption.

[0036] According to these disclosures, when transitioning from a state requiring no monitoring to a state requiring monitoring during traffic congestion, after reaching a state where steering wheel interruption is permissible, a transition to a state where steering wheel interruption is not permissible is executed. Based on the above, since a state where steering wheel interruption is temporarily set, if the transition from a state requiring no monitoring to a state requiring monitoring is interrupted, it is possible to return to the state requiring no monitoring before the driver is prompted to grip the steering wheel. As a result, an automated driving device and automated driving control program that ensures driver convenience and promotes driving stability can be provided.

[0037] One publicly disclosed autonomous driving control device is an autonomous driving control device capable of performing autonomous driving in a vehicle, possessing:

[0038] The state control unit executes the transition between a non-monitoring state (allowing the driver to interrupt monitoring of the surrounding environment during autonomous driving) and a monitoring state (prohibiting the driver from interrupting monitoring of the surrounding environment during autonomous driving); and

[0039] The steering decision unit, when monitoring is required, determines whether it is permissible for the driver to interrupt their control of the steering wheel.

[0040] After the state control unit and the control judgment unit execute the transition from the state that does not require monitoring to manual driving, if they determine within a specified time that it is permissible to interrupt the control, they omit the transition to the state that requires monitoring and does not allow the interruption of the control, and instead execute the transition from manual driving to the state that requires monitoring and allows the interruption of the control.

[0041] One type of publicly available autonomous driving control program is an autonomous driving control program stored on a storage medium and containing commands that cause the processor to execute, designed to enable autonomous driving in a vehicle.

[0042] Commands include:

[0043] The state control process executes the transition between a non-monitoring state that allows the driver to interrupt monitoring of the surrounding environment during the execution of autonomous driving and a monitoring state that prohibits the driver from interrupting monitoring of the surrounding environment during the execution of autonomous driving.

[0044] The control and judgment process, under conditions requiring monitoring, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and

[0045] In the state recovery process, after the state control process performs the transition from the state requiring monitoring to manual driving, if the control judgment process determines within a specified time that the control interruption is permissible, the transition to the state requiring monitoring where the control interruption is not permissible is omitted, and the transition from manual driving to the state requiring monitoring where the control interruption is permissible is performed.

[0046] According to these disclosures, after the transition from a state requiring no monitoring to manual driving is executed, if it is determined within a specified time that the driver can permissibly stop holding the steering wheel, the transition to a state requiring monitoring where the driver cannot permissible to stop holding the steering wheel is omitted. Based on the above, because the transition from manual driving to a state requiring monitoring where the driver can permissibly stop holding the steering wheel is executed directly, the driver can end their grip on the steering wheel earlier. As a result, an automated driving device and automated driving control program can be provided that ensures driver convenience and promotes driving stability. Attached Figure Description

[0047] Figure 1 This is a diagram representing a system that includes an HCU.

[0048] Figure 2 This is a block diagram illustrating one example of the functions of an HCU.

[0049] Figure 3 This is a diagram showing the interior of the train carriage.

[0050] Figure 4 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0051] Figure 5 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0052] Figure 6 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0053] Figure 7This is a timing diagram representing an example of the transition of autonomous driving levels.

[0054] Figure 8 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0055] Figure 9 This is an example of a diagram representing an information prompt.

[0056] Figure 10 This is a flowchart illustrating an example of a prompting control method executed by the HCU.

[0057] Figure 11 This is a flowchart illustrating an example of a prompting control method executed by the HCU.

[0058] Figure 12 This is a flowchart illustrating an example of a prompting control method executed by the HCU.

[0059] Figure 13 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0060] Figure 14 This is a flowchart illustrating an example of the prompt control method executed by the HCU in the third embodiment.

[0061] Figure 15 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0062] Figure 16 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0063] Figure 17 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0064] Figure 18 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0065] Figure 19 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0066] Figure 20 This is a flowchart illustrating an example of the prompt control method executed by the HCU in the fourth embodiment.

[0067] Figure 21 It means to continue Figure 20 The flowchart.

[0068] Figure 22 This is a flowchart illustrating an example of a control method executed by the control system in the fifth embodiment.

[0069] Figure 23 This is a block diagram illustrating an example of the functions of the automatic driving control system according to the sixth embodiment.

[0070] Figure 24 This is a timing diagram representing an example of the transition of autonomous driving levels.

[0071] Figure 25 This is a flowchart illustrating an example of the control method executed by the automatic driving control system in the sixth and seventh embodiments.

[0072] Figure 26 This is a timing diagram representing an example of the transition of autonomous driving levels. Detailed Implementation

[0073] (First Implementation)

[0074] Reference Figures 1-12 The prompt control device of the first embodiment will be described. The prompt control device of the first embodiment is provided by an HCU (Human Machine Interface Control Unit) 100 installed in vehicle A. The HCU 100, together with multiple display devices, audio devices 24, and operating devices 26, constitutes an HMI (Human Machine Interface) system used in vehicle A. The HMI system has an input interface function for accepting operations from passengers (e.g., the driver) of vehicle A, and an output interface function for providing prompt information to the driver. The HCU 100 is connected to the locator 30, the peripheral monitoring sensor 40, the vehicle communicator 50, the first automatic driving ECU 60, the second automatic driving ECU 70, the DSM 27, and the vehicle control ECU 80 via a communication bus 99, etc.

[0075] The locator 30 generates vehicle location information by combining multiple composite positioning signals. The locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a map database (hereinafter referred to as map DB) DB33, and a locator ECU 34. The GNSS receiver 31 receives positioning signals from multiple positioning satellites. The inertial sensor 32 is a sensor that detects the inertial forces acting on vehicle A. The inertial sensor 32 may include, for example, a gyroscope sensor and an accelerometer sensor.

[0076] Map DB33 is a non-volatile memory that stores map data such as route data, node data, road shapes, and structures. Map data can also be a 3D map composed of point groups representing feature points of road shapes and structures. Furthermore, the 3D map can also be generated from captured images using REM (Road Experience Management). Additionally, the map data package may contain traffic restriction information, road construction information, weather information, and traffic light information. Based on the latest information received by the vehicle-mounted communicator 50 (described later), the map data stored in Map DB is updated periodically or at any time.

[0077] The locator ECU 34 is configured as a microcomputer containing a processor, memory, input / output interfaces, and a bus connecting them. The locator ECU 34 sequentially measures the position of vehicle A (hereinafter referred to as the vehicle position) by combining the positioning signal received by the GNSS receiver 31, map data from the map DB 33, and measurement results from the inertial sensor 32. The vehicle position can be represented by latitude and longitude coordinates, for example. Alternatively, the vehicle position can be determined using the travel distance calculated from signals sequentially output from the vehicle speed sensor mounted on vehicle A. When using a three-dimensional map composed of feature points of road shapes and structures as map data, the locator ECU 34 can also be configured to determine the vehicle position using the three-dimensional map and the detection results from the surrounding monitoring sensor 40, without using the GNSS receiver 31.

[0078] The surrounding monitoring sensor 40 is an autonomous sensor that monitors the surrounding environment of vehicle A. The surrounding monitoring sensor 40 can detect moving objects such as pedestrians, bicycles, animals other than humans, and other vehicles, as well as road markings such as fallen objects, guardrails, curbs, road signs, lane markings, and stationary objects such as roadside structures, within its detection range around vehicle A. The surrounding monitoring sensor 40 provides the detection information of objects around vehicle A to the first autonomous driving ECU 60, the second autonomous driving ECU 70, etc., via the communication bus 99.

[0079] The peripheral surveillance sensor 40 includes a front camera 41 and a millimeter-wave radar 42 as a detection configuration for object detection. The front camera 41 outputs at least one of the captured data of the area in front of vehicle A and the analysis result of the captured data as detection information. For example, multiple millimeter-wave radars 42 are arranged at intervals between each other on the front and rear bumpers of vehicle A. The millimeter-wave radars 42 irradiate millimeter waves or quasi-millimeter waves towards the area in front of, to the front side of, behind, and to the rear side of vehicle A. The millimeter-wave radars 42 generate detection information by receiving reflected waves reflected from moving and stationary objects. In addition, the peripheral surveillance sensor 40 may also include other detection configurations such as LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) which includes a group of feature points for detecting ground objects, and sonar which receives reflected waves from ultrasonic waves.

[0080] The vehicle-to-everything (V2N) communicator 50 is a communication module installed in vehicle A. The V2N communicator 50 has at least V2N (Vehicle-to-cellular Network) communication capabilities based on communication standards such as LTE (Long Term Evolution) and 5G, transmitting and receiving radio waves with base stations around vehicle A. The V2N communicator 50 may also have vehicle-to-roadside infrastructure (V2I) communication and vehicle-to-vehicle (V2V) communication capabilities. Through V2N communication, the V2N communicator 50 enables cloud-to-car collaboration between the cloud and the vehicle system. With the installation of the V2N communicator 50, vehicle A becomes a connected car capable of connecting to the Internet. The V2N communicator 50 obtains traffic congestion information distributed from traffic information centers and other sources, and provides it to the second autonomous driving ECU 70 and HCU 100, etc.

[0081] The first automatic driving ECU 60 and the second automatic driving ECU 70 are each configured as a computer containing processors 62 and 72, memory 61 and 71, input / output interfaces, and buses connecting them. The first automatic driving ECU 60 and the second automatic driving ECU 70 are ECUs capable of performing automatic driving control that partially or actually completely controls the driving of vehicle A.

[0082] The first autonomous driving ECU 60 possesses partially automated driving capabilities, partially substituting for the driver's driving operations. The second autonomous driving ECU 70 possesses autonomous driving capabilities capable of substituting for the driver's driving operations. As an example, in the automated driving levels defined by the American Automobile Manufacturers Association (AAA), the first autonomous driving ECU 60 is capable of performing partially automated driving control (high-level driver assistance) below Level 2. That is, the first autonomous driving ECU 60 can implement automated driving control where the driver needs to monitor the surroundings. In other words, the first autonomous driving ECU 60 can implement autonomous driving that prohibits the second task described later.

[0083] For example, the first autonomous driving ECU 60 can perform one or both of the longitudinal and lateral controls of vehicle A. Here, longitudinal refers to the direction consistent with the front-to-back direction of vehicle A, and lateral refers to the direction consistent with the width direction of vehicle A. The first autonomous driving ECU 60 performs acceleration and deceleration control of vehicle A as longitudinal control. In addition, the first autonomous driving ECU 60 performs steering angle control of the steering wheels of vehicle A as lateral control.

[0084] The first autonomous driving ECU 60 uses a driving assistance program stored in the memory 61 to cause the processor 62 to execute multiple commands, thereby constructing multiple functional units to achieve the aforementioned advanced driving assistance. Specifically, such as... Figure 2 As shown, the first autonomous driving ECU 60 includes an environment recognition unit 63, an ACC control unit 64, and an LTA control unit 65 as functional units.

[0085] The environment recognition unit 63 identifies the driving environment surrounding vehicle A based on detection information acquired from the surrounding monitoring sensor 40. The environment recognition unit 63 provides the parsed detection information, obtained for driving environment recognition, to the ACC control unit 64 and the LTA control unit 65 as parsed detection information. For example, the environment recognition unit 63 generates information (lane information) indicating the relative position and shape of the lane markings or road edges of the lane currently in which vehicle A is traveling (hereinafter referred to as the current lane), as parsed detection information. In addition, the environment recognition unit 63 generates information (vehicle information) indicating the presence or absence of a vehicle ahead of vehicle A in the current lane, and, if present, its position and speed, as parsed detection information. The environment recognition unit 63 sequentially provides the vehicle information to the ACC control unit 64 and the lane information to the LTA control unit 65. Furthermore, the environment recognition unit 63 may also be configured to recognize the MD area, AD area, area without surrounding monitoring, and area with surrounding monitoring (described later).

[0086] The ACC control unit 64 performs ACC (Adaptive Cruise Control) control, which, based on information about the vehicle ahead, enables the vehicle A to maintain a constant speed at a target speed or to follow the vehicle ahead. The LTA control unit 65 performs LTA (Lane Tracing Assist) control, which, based on lane information, maintains the vehicle A within its lane. Specifically, each control unit 64 and 65 generates control commands for acceleration, deceleration, or steering angle, and provides them sequentially to the vehicle control ECU 80, which will be described later. ACC control is an example of longitudinal control, and LTA control is an example of lateral control.

[0087] The first autonomous driving ECU 60 achieves Level 2 autonomous driving by executing both ACC control and LTA control. Furthermore, the first autonomous driving ECU 60 can also achieve Level 1 autonomous driving by executing either ACC control or LTA control.

[0088] On the other hand, the second autonomous driving ECU 70 is capable of performing autonomous driving control at level 3 or higher within the aforementioned autonomous driving levels. That is, the second autonomous driving ECU 70 can implement autonomous driving that interrupts monitoring of the surrounding environment with the driver's permission. In other words, the second autonomous driving ECU 70 can implement autonomous driving with a permitted second task.

[0089] Here, the second task refers to actions other than driving permitted by the driver, and is a pre-defined specific action. During the autonomous driving of vehicle A using the Level 3 autonomous driving function based on the second autonomous driving ECU 70, the driver (passenger) is the person who takes over driving control from the autonomous driving system when leaving a restricted area or in an emergency. The driver is legally permitted to perform the second task until a request for implementation of driving operations based on the autonomous driving system, i.e., a take-over request, is generated.

[0090] The secondary task can be referred to as a minor activity or other activity. The secondary task must not prevent the driver from responding to takeover requests from the automated driving system. As an example, activities such as watching or listening to moving images, operating a smartphone, reading, and eating can be considered secondary tasks.

[0091] The second autonomous driving ECU 70 uses an autonomous driving program stored in the memory 71 to cause the processor 72 to execute multiple commands, thereby constructing multiple functional units to realize the aforementioned autonomous driving. Specifically, the second autonomous driving ECU 70 constructs an environment recognition unit 73, an action planning unit 74, and a track generation unit 75 as functional units.

[0092] The environmental recognition unit 73 identifies the driving environment surrounding vehicle A based on detection information obtained from the surrounding monitoring sensor 40, the vehicle's position and map data obtained from the locator ECU 34, and communication information obtained from the vehicle communicator 50. As an example, the environmental recognition unit 73 identifies the vehicle A's current lane position, the shape of the current lane, and the relative positions and relative speeds of moving objects around vehicle A. The environmental recognition unit 73 then sequentially provides these identification results to the action planning unit 74 and the track generation unit 75.

[0093] In addition, the environmental identification unit 73 also distinguishes the manual driving area (MD area) and the automatic driving area (AD area) within the driving area of ​​vehicle A, and provides the identification results to HCU100 in sequence.

[0094] MD (Driver Control) zones are areas where autonomous driving is prohibited. In other words, MD zones define the entire area where the driver is responsible for longitudinal control, lateral control, and surrounding surveillance of vehicle A. For example, an MD zone is an area where the driving route is a regular road.

[0095] The AD zone is a zone where autonomous driving is permitted. Hereinafter, it is assumed that at least Level 3 autonomous driving is permitted within the AD zone. In other words, the AD zone is a zone where vehicle A can perform more than one of the following: longitudinal control, lateral control, and surrounding area monitoring. The AD zone is a pre-defined zone. The environmental recognition unit 73 distinguishes between the AD zone and the MD zone based on map data. For example, the AD zone is a zone where the driving route is a highway or a dedicated motor vehicle road.

[0096] The AD (Autonomous Driving) zone is divided into sections capable of Level 2 and below automated driving (requiring surrounding monitoring) and sections capable of Level 3 and above automated driving (not requiring surrounding monitoring). Sections requiring surrounding monitoring include those defined by road structure, such as merging sections and branching sections. Sections not requiring surrounding monitoring are those sections within the AD zone that do not require surrounding monitoring, particularly straight sections, which are included in the latter category.

[0097] In addition, the environmental identification unit 73 determines whether vehicle A has joined a traffic congestion. The environmental identification unit 73 determines that vehicle A has joined a traffic congestion if its speed remains within a threshold range for a specified period. Alternatively, the environmental identification unit 73 may combine the vehicle's location with traffic congestion information obtained from the vehicle communicator 50 to determine whether to join a traffic congestion. The environmental identification unit 73 may also use detection information from the surrounding monitoring sensor 40 in determining whether to join a traffic congestion.

[0098] Based on the identification results of the driving environment, the action planning unit 74 plans the predetermined future actions for vehicle A. Specifically, after obtaining the start instruction for autonomous driving through cooperation with the HCU 100 (described later), the action planning unit 74 determines the type of action that vehicle A should take to reach the destination as the future action. Examples of future actions include going straight, turning right, turning left, and changing lanes. Furthermore, if it is determined that a transfer of driving control to the driver is necessary, the action planning unit 74 generates a replacement request and provides it to the HCU 100.

[0099] Based on the identification results of the driving environment and the determined future actions, the track generation unit 75 generates a driving track for vehicle A within the area where autonomous driving can be performed. The driving track includes, for example, the target position of vehicle A corresponding to its movement and the target speed at each target position. The track generation unit 75 sequentially provides the generated driving track to the vehicle control ECU 80 as control commands to be followed by vehicle A during autonomous driving.

[0100] The autonomous driving system, which includes the above-mentioned autonomous driving ECUs 60 and 70, is capable of performing at least Level 2 and Level 3 autonomous driving in vehicle A.

[0101] The vehicle control ECU 80 is an electronic control device that performs acceleration / deceleration control and steering control of vehicle A. The vehicle control ECU 80 includes a steering control ECU for steering control, a power unit control ECU for acceleration / deceleration control, and a brake ECU. The vehicle control ECU 80 acquires detection signals from various sensors mounted on vehicle A, such as the steering angle sensor and vehicle speed sensor, and outputs control signals to various driving control devices such as the electronic throttle valve, brake actuator, and EPS (Electric Power Steering) motor. The vehicle control ECU 80 obtains control instructions from the first automatic driving ECU 60 or the second automatic driving ECU 70, and controls the various driving control devices to achieve automatic driving according to the control instructions.

[0102] Additionally, the vehicle control ECU 80 is connected to onboard sensors 81 that detect driver input to the driving components. Onboard sensors 81 may include, for example, a pedal sensor that detects the amount of accelerator pedal depressed, and a steering sensor that detects the amount of steering wheel input. Furthermore, onboard sensors 81 may also include a steering wheel grip sensor that detects the amount of steering wheel grip. The vehicle control ECU 80 sequentially provides this detected driving input information to the HCU 100.

[0103] The DSM27 is configured to include a near-infrared light source, a near-infrared camera, and a control unit that controls them. The DSM27 positions the near-infrared camera towards the driver's headrest, for example, on the upper surface of the steering column or the upper surface of the instrument panel 9. The DSM27 captures images of the driver's head illuminated by the near-infrared light source using the near-infrared camera. The control unit performs image analysis on the captured images. The control unit extracts information such as the driver's eye position and gaze direction from the captured images and provides this extracted driver status information to the HCU100 via the communication bus 99.

[0104] Next, the various display devices, audio devices 24, operating devices 26, and HCU100 included in the HMI system will be described in detail.

[0105] The multiple display devices include a head-up display (hereinafter referred to as HUD) 21, an instrument display 22, and a central information display (hereinafter referred to as CID) 23, etc. Alternatively, the multiple display devices may also include... Figure 3 The electronic mirror system shown includes displays EMB, EML, and EMR. HUD21, instrument display 22, and CID23 are displays that present image content, such as still or moving images, as visual information to the driver.

[0106] Based on control signals and image data acquired from HCU100, HUD21 projects the light of an image formed in front of the driver onto a designated projection area PA in the windshield WS, etc. The light of the image reflected from the windshield WS onto the inside of the passenger compartment is perceived by the driver sitting in the driver's seat. In this way, HUD21 displays a virtual image in a space further forward than the projection area PA. The driver visually confirms this by overlapping the virtual image within the viewing angle VA displayed by HUD21 with the foreground of vehicle A.

[0107] Instrument cluster displays 22 and CID 23 are configured, for example, to be primarily liquid crystal displays (LCDs) or OLED (Organic Light Emitting Diode) displays. Based on control signals and image data acquired from the HCU 100, instrument cluster displays 22 and CID 23 display various images on the screen. Instrument cluster display 22 is, for example, positioned in front of the driver's seat. CID 23 is positioned in the central area in the vehicle width direction in front of the driver. For example, CID 23 is positioned above the central cluster in the instrument panel 9. CID 23 has touch panel functionality, such as detecting touch and swipe operations by the driver or others on the display screen. CID 23 is an example of a "central display".

[0108] The audio device 24 has multiple speakers installed inside the passenger compartment. Based on control signals and sound data acquired from the HCU 100, the audio device 24 provides the driver with auditory information such as report tones or audio messages. In other words, the audio device 24 is an information prompting device capable of providing information in a manner different from visual information.

[0109] The operating device 26 is an input unit that accepts inputs from user devices such as those used by the driver. The operating device 26 may contain user operations related to starting and stopping various levels of the automatic driving function. The operating device 26 may include, for example, a steering switch located on the spokes of the steering wheel, a control lever located on the steering column, and a voice input device that recognizes the driver's speech.

[0110] HCU100 controls information prompts for the driver based on information from the first autonomous driving ECU 60 and the second autonomous driving ECU 70 mentioned above. HCU100 is configured as a computer containing a memory 101, a processor 102, input / output interfaces, and buses connecting them. The processor 102 is the hardware used for computational processing. The processor 102 may include at least one of the following as its core: CPU (Central Processing Unit), GPU (Graphics Processing Unit), and RISC (Reduced Instruction Set Computer) – CPU.

[0111] Memory 101 is at least one non-transitory tangible storage medium, such as semiconductor memory, magnetic media, and optical media, that stores or stores programs and data that can be read by a computer. Memory 101 stores various programs, such as prompt control programs described later, that are executed by processor 102.

[0112] The processor 102 executes multiple commands contained in the prompt control program stored in the memory 101. Thus, the HCU 100 constructs multiple functional units for prompt control to the driver. In this way, multiple functional units are constructed in the HCU 100 by having the processor 102 execute multiple commands through the prompt control program stored in the memory 101. Specifically, as... Figure 2 As shown, the HCU100 includes functional units such as a peripheral status monitoring unit 110, a driving status control unit 120, a driver status estimation unit 130, and a prompt information adjustment unit 140.

[0113] The surrounding environment monitoring unit 110 obtains the recognition results of the driving environment from the environment recognition unit 63 of the first autonomous driving ECU 60 or the environment recognition unit 73 of the second autonomous driving ECU 70. Based on the obtained recognition results, the surrounding environment monitoring unit 110 monitors the surrounding environment of vehicle A. Specifically, the surrounding environment monitoring unit 110 monitors approach to the AD area, entry into the AD area, and whether traffic congestion has occurred. The surrounding environment monitoring unit 110 sequentially provides the acquired surrounding environment information to the driving state control unit 120. Alternatively, the surrounding environment monitoring unit 110 may also monitor the surrounding environment based on information directly obtained from the locator ECU 34, the surrounding monitoring sensor 40, etc., instead of the recognition results obtained from each of the autonomous driving ECUs 60 and 70.

[0114] The driver state estimation unit 130 estimates the driver state based on information from the DSM27 and the vehicle control ECU 80. For example, the driver state estimation unit 130 estimates whether each part of the driver's body is involved in driving actions as the driver state. Specifically, the driver state estimation unit 130 determines whether the driver's eyes are monitoring the surroundings based on state information related to the driver's line of sight obtained from the DSM27. In addition, the driver state estimation unit 130 determines whether the driver is holding the steering wheel with their hands based on the steering input obtained from the vehicle control ECU 80. That is, the driver state estimation unit 130 distinguishes between the driver's hands-on state and the hands-off state. Furthermore, the driver state estimation unit 130 can also distinguish between the hands-on state and the hands-off state based on detection information from the grip sensor. The driver state estimation unit 130 sequentially provides the estimated driver state to the driving state control unit 120.

[0115] In addition, the driver state estimation unit 130 estimates the driver's readiness. Here, readiness is the driver's level of preparedness for autonomous driving. Readiness can also be used as a benchmark to predict whether autonomous driving can be permitted for the driver.

[0116] The driver state estimation unit 130 classifies the driver's readiness into multiple levels. For example, the driver state estimation unit 130 classifies the readiness into permissible levels, indicating that the driver is ready for at least Level 3 autonomous driving, and non-permissible levels, indicating that the driver is not ready for autonomous driving at Level 3 or higher. Furthermore, the driver state estimation unit 130 classifies the non-permissible levels into non-permissible level 1, indicating that the driver is ready for Level 2 autonomous driving, and non-permissible level 2, indicating that the driver is not ready for any level of autonomous driving.

[0117] The driver state estimation unit 130 estimates readiness based on the driver's driving actions, particularly the degree of concentration on surrounding surveillance. Specifically, the driver state estimation unit 130 estimates readiness based on the degree of looking around, thinking, and alertness. The driver state estimation unit 130 determines the degree of looking around, thinking, and alertness based on state information from the DSM27. For example, the driver state estimation unit 130 makes a judgment related to looking around based on the driver's gaze direction. In addition, the driver state estimation unit 130 makes a judgment related to thinking based on the driver's blink rate, gaze direction, and eyelid opening. The driver state estimation unit 130 makes a judgment related to alertness based on the eyelid opening, etc.

[0118] As an example, if the driver state estimation unit 130 determines that the driver is not observing or thinking, or that their observations and thinking are within the permissible range, and that the driver is conscious, it estimates the readiness level as permissible. Furthermore, if the driver state estimation unit 130 determines that the observations and thinking are outside the permissible range, but within a level 1 range larger than the permissible range, it estimates the readiness level as non-permissible level 1. And if the driver state estimation unit 130 determines that the observations and thinking are outside the level 1 range, it estimates the readiness level as non-permissible level 2.

[0119] The driver state estimation unit 130 accumulates driver state data during manual driving as reference data for estimating readiness. The driver state estimation unit 130 determines the driver sitting in the driver's seat and, if the accumulated state data from the previous instance is available, uses that data. Driver determination can be performed through extraction of driver physical characteristics, personal authentication based on driver input, etc.

[0120] The driver state estimation unit 130 accumulates video data captured during a predetermined period of manual driving as reference data. Furthermore, the driver state estimation unit 130 accumulates video data captured during an equivalent period of measurement during autonomous driving as state data for judgment. The driver state estimation unit 130 estimates the readiness level by comparing the aforementioned reference data with the judgment target data.

[0121] When the driver state estimation unit 130 temporarily switches from automatic driving to manual driving and then switches to automatic driving again, it determines whether the state data used in the previous judgment can be used to estimate the readiness level this time. Specifically, the driver state estimation unit 130 performs this determination when switching to manual driving is significantly affected by factors such as the inability to detect line of sight via the DSM27 or the inability to acquire state data. Specifically, the driver state estimation unit 130 determines whether the length of the period in manual driving is within an acceptable range. If it is determined to be within an acceptable range, the driver state estimation unit 130 uses the state data used in the previous judgment to estimate the readiness level this time.

[0122] In addition, the driver status estimation unit 130 determines whether the readiness level was either permissible or non-permissible during the previous status data measurement period. If the driver status estimation unit 130 determines that the readiness level is permissible, it also uses the status data from the previous determination in the current readiness estimation.

[0123] For example, the driver state estimation unit 130 determines the measurement time of the state data for the current judgment based on the measurement time of the state data used in the previous judgment. Specifically, the driver state estimation unit 130 sets the measurement time of the state data used in the current judgment so that the previous measurement time and the current measurement time are added together to form the accumulation time. In addition, the driver state estimation unit 130 can also reset the accumulation of the captured data if the driver's posture or actions change significantly when switching to manual driving. The driver state estimation unit 130 sequentially provides the estimated readiness level to the driving state control unit 120.

[0124] On the other hand, if the driver state estimation unit 130 determines that the duration of the period in which the driver is in manual driving mode is outside the permissible range, or if the readiness level was non-permissible level 1 during the measurement period of the previous state data, it will not use the state data used in the previous determination in the current readiness estimation. In this case, the driver state estimation unit 130 measures the current state data and uses only that state data in the readiness estimation.

[0125] The driving state control unit 120 controls the changes in the state of autonomous driving through the cooperation of the second autonomous driving ECU 70 and the first autonomous driving ECU 60.

[0126] Specifically, the driving state control unit 120 controls the permission for migration to a new automated driving level and the migration to that new automated driving level. In particular, within the AD region, the driving state control unit 120 controls the migration between automated driving level 2 and automated driving level 3. Since the control of driving operations differs between automated driving levels 2 and 3, it can also be said that the driving state control unit 120 controls driver substitution. The driving state control unit 120 controls the automated driving level based on the driver's readiness. Specifically, the driving state control unit 120 determines the automated driving level at the destination based on the readiness level of the automated driving level before the migration.

[0127] The control for transitioning from Level 2 to Level 3 of autonomous driving will be explained. In this case, the driving state control unit 120 requests the driver to take their hands off the wheel at Level 2 of autonomous driving and permits the transition to Level 3. Specifically, the driving state control unit 120 first determines whether the readiness level is permissible while the driver is in the mastery state of Level 2 of autonomous driving.

[0128] If the readiness level is determined to be permissible, the driving state control unit 120 generates hands-free driving information. The driving state control unit 120 provides this hands-free driving information to the prompt information adjustment unit 140. After receiving the hands-free driving notification (described later) from the prompt information adjustment unit 140, the driving state control unit 120 determines whether the driver has actually taken their hands off the wheel based on the driver's state information. Furthermore, if the driving state control unit 120 determines that the readiness level is non-permissible (level 1), it maintains the hands-free driving state at autonomous driving level 2. Alternatively, if the driving state control unit 120 determines that the readiness level is non-permissible (level 2), it determines to transition to autonomous driving level 0, i.e., manual driving mode.

[0129] If it is determined that the driver has taken their hands off the wheel, the driving state control unit 120 re-determines whether the readiness level is permissible while the driver is in the hands-off state. If the readiness level is permissible, the driving state control unit 120 permits the transition from autonomous driving level 2 to level 3. At this time, the driving state control unit 120 generates capability level 3 information. The driving state control unit 120 provides the capability level 3 information to the prompt information adjustment unit 140. After receiving the capability level 3 notification (described later) from the prompt information adjustment unit 140 based on the acquired capability level 3 information, the driving state control unit 120 determines whether it has received the driver's instruction to execute autonomous driving level 3.

[0130] If the driving state control unit 120 determines that it has received an execution instruction for autonomous driving level 3, it begins execution of autonomous driving level 3. At this time, the driving state control unit 120 generates second task information and provides it to the prompt information adjustment unit 140.

[0131] On the other hand, if the driving state control unit 120 determines that the readiness level is not permissible at level 1 in the hands-free state of autonomous driving level 2, it decides to transition to the hands-free state of autonomous driving level 2. At this time, the driving state control unit 120 generates hands-free transition information and provides it to the prompt information adjustment unit 140. Conversely, if the driving state control unit 120 determines that the readiness level is not permissible at level 2 in the hands-free state of autonomous driving level 2, it decides to transition to autonomous driving level 0, i.e., manual driving mode. At this time, the driving state control unit 120 generates manual driving transition information and provides it to the prompt information adjustment unit 140.

[0132] Next, the control for the transition from Level 3 to Level 2 of autonomous driving will be explained. The driving state control unit 120 determines whether to transition from Level 3 to Level 2 of autonomous driving when vehicle A moves from an area where surrounding monitoring is not required to an area where surrounding monitoring is required, or when it leaves a traffic congestion queue. Upon determining to transition to Level 2 of autonomous driving, the driving state control unit 120 determines whether it is permissible to disengage the driver after the transition.

[0133] When the driving state control unit 120 determines that it is permissible to take hands off the wheel after transitioning to Level 2 of autonomous driving, it grants hands-off driving permission at Level 2 of autonomous driving after the driver requests to take hands off the wheel. Specifically, if the driving state control unit 120 decides to transition from Level 3 to Level 2 of autonomous driving, it first generates Level 2 transition information and provides it to the prompt information adjustment unit 140. After receiving a driving substitution notification (described later) from the prompt information adjustment unit 140 based on the Level 2 transition information, the driving state control unit 120 determines whether to move to a hands-off state before transitioning to Level 2 of autonomous driving. Since the transition from Level 3 to Level 2 of autonomous driving may occur due to significant external factors such as the elimination of traffic congestion, the possibility of a large vehicle movement is relatively high. Therefore, the driving state control unit 120, as described above, requests the driver to take control of the steering wheel, preparing the driver for manual driving in an emergency.

[0134] If the system determines that the driver is in a hands-free state, the driving state control unit 120 determines the readiness level of the hands-free state. If the readiness level in the hands-free state is at the permissible level, the driving state control unit 120 permits hands-free driving at level 2. At this time, the driving state control unit 120 generates hands-free information and provides it to the prompt information adjustment unit 140. After receiving the hands-free notification (described later) from the prompt information adjustment unit 140 based on the hands-free information, the driving state control unit 120 determines that the driver is in a hands-free state if a hands-free action is detected.

[0135] Furthermore, if the readiness level of the driving state control unit 120 is not permitted at level 1 in the master driving state, it may enable hands-free driving at level 2. In this case, the driving state control unit 120 provides the non-permitted level 1 information to the prompt information adjustment unit 140. However, if the readiness level of the driving state is not permitted at level 2 in the master driving state, the driving state control unit 120 prohibits level 2 of automatic driving. In this case, the driving state control unit 120 decides to switch to manual driving mode, generates manual driving transition information, and provides it to the prompt information adjustment unit 140.

[0136] The driving state control unit 120 recommends the driver to take over the hands-free state when requesting the above-described transition from Level 3 to Level 2 of autonomous driving. Therefore, even if it is determined that the driver has not reached the hands-free state after the driver replacement notification until the transition to Level 2 of autonomous driving, i.e., the driver remains in the hands-free state when transitioning to Level 2, the driving state control unit 120 still allows the hands-free state in Level 2 of autonomous driving.

[0137] When the driving state control unit 120 obtains the execution instruction for autonomous driving level 3 from the driver, it actually executes the transition from autonomous driving level 2 to autonomous driving level 3 if the transition to autonomous driving level 3 is permitted.

[0138] In addition, when the driving state control unit 120 determines that the autonomous driving is permitted at level 2, it determines whether hands-free driving is permitted at level 2. Specifically, the driving state control unit 120 determines hands-free driving permission based on the execution status of LTA, the presence or absence of high-precision map data around vehicle A, lane status, driver's surrounding monitoring status, and road shape around vehicle A, under specific conditions.

[0139] Specific conditions include, for example, the execution of LTA control, access to high-precision map data of the vicinity of vehicle A, and the ability to detect at least one of the lane markings on the left and right sides of the current lane. Furthermore, specific conditions include the ability to determine that the driver is monitoring the surrounding area, and that the driving section is not a section with a complex road structure. Furthermore, sections with complex road structures include, for example, merging sections and branching sections. When at least one of the above conditions is met, the driving state control unit 120 determines whether hands-free driving is permitted.

[0140] The driving state control unit 120 determines the actual level of autonomous driving to be executed based on the currently permitted level of autonomous driving, the driver's state information, and input information to the operating device 26. Specifically, the driving state control unit 120 determines the execution of the currently permitted level of autonomous driving when it receives a start instruction for that level as input information. However, if the driving state control unit 120, while executing level 2 autonomous driving and in a skilled driving state, permits level 3 autonomous driving, it determines to execute level 3 without receiving input information.

[0141] The prompt information adjustment unit 140 controls the prompts related to autonomous driving based on information obtained from the surrounding situation monitoring unit 110, the driving state control unit 120, and the driver state estimation unit 130.

[0142] Specifically, the prompt information adjustment unit 140 first selects the content to be prompted by each prompting device based on various information. Then, the prompt information adjustment unit 140 adjusts the content to be displayed on each display device. Specifically, the prompt information adjustment unit 140 comprehensively determines the priority of each content based on various information and selects the content determined to have higher priority as the prompting target. In addition, the prompt information adjustment unit 140 can change the display size and display layout of each content displayed on each display device according to priority. As an example, the higher the priority of the content, the larger the display size of the prompt information adjustment unit 140. As another example, the higher the priority of the content, the closer the prompt information adjustment unit 140 places it to the front of each display area.

[0143] Based on the selection and adjustment results above, the prompt information adjustment unit 140 generates control signals and image data for each display device, and control signals and sound data for the audio device 24. The prompt information adjustment unit 140 outputs the generated control signals and data to each prompt device, thus implementing the information prompt in each prompt device. The prompt information adjustment unit 140 is an example of a "permission status control unit".

[0144] Next, the following will be used Figure 9 The content of the prompts from the prompt information adjustment unit 140 is explained. Regarding autonomous driving, HCU100 implements notifications such as hands-free driving notification, level 3 driving notification, second task driving notification, driving replacement notification, hands-free driving request notification, readiness NG notification, readiness measurement in progress notification, and manual driving transfer notification.

[0145] The system provides a hands-free notification based on the ability to remove hands. This notification may be displayed, for example, on the HUD 21 and the instrument cluster display 22. For instance, the hands-free notification may display a message CTm on the HUD 21 and the instrument cluster display 22. The message CTm may contain characters such as "Hands-free".

[0146] Based on the Level 3 capability information, a Level 3 capability notification is displayed. In the Level 3 capability notification, for example, the content displayed on the HUD 21 and the instrument cluster display 22 indicates that Level 3 autonomous driving is possible. For example, in the Level 3 capability notification, similar to the hands-free capability notification, a message content CTm is displayed. In this case, the message content CTm contains character information such as "Level 3 autonomous driving is possible" or "Eyes-off capability is possible," conveying the main idea of ​​Level 3 autonomous driving. Additionally, in the Level 3 capability notification, the prompt information adjustment unit 140 displays a "Level 3 Transfer Ability / Cancel" button, inquiring whether the driver is willing to transfer to Level 3. The prompt information adjustment unit 140 can display the Level 3 transfer ability / cancel button either by illuminating the input portion of the corresponding operating device 26, or by displaying the Level 3 transfer ability / cancel button content on any display device.

[0147] The second task notification is based on the ability to perform a second task. This notification may be displayed via, for example, the content shown on the HUD 21, instrument display 22, and CID 23. For example, similar to the hands-free notification, the message content CTm is displayed in the second task notification. In this case, the message content CTm simply includes characters indicating that a second task can be performed.

[0148] Based on Level 2 migration information, a driver replacement notification is displayed. This notification, for example, uses the content displayed on HUD 21, instrument cluster 22, and CID 23 to inform the driver of the driver's replacement from vehicle A. Furthermore, some driver replacement notifications also include a driver take-over request notification. For example, similar to the hands-off notification, the driver replacement notification displays a message content CTm. In this case, the message content CTm includes characters indicating the need for a driver replacement, such as "Please take over driving" or "Disengage Level 3 of Autopilot," and characters urging the driver to take over, such as "Please hold the steering wheel." Alternatively, different message content CTm can be used to display the driver replacement notification and the driver take-over request notification separately. Additionally, if the readiness level is permissible (allowing migration to Level 3), a driver take-over request notification is also displayed along with the readiness level NG notification (described later) if the readiness level is not permissible (Level 1). Furthermore, a driver take-over request notification is not executed during migration from Level 2 to Level 3.

[0149] A readiness NG notification is displayed based on the readiness information. The NG notification, for example, is displayed through the content shown on HUD 21, instrument display 22, and CID 23, indicating that the readiness level has not reached the acceptable level. The NG notification displays a message content CTm containing character information indicating that the readiness level has not reached the acceptable level.

[0150] The readiness measurement notification is issued during the readiness measurement process. Specifically, the prompt information adjustment unit 140 issues a readiness measurement notification when the state data accumulated up to the last time cannot be used for the current readiness estimate, i.e., when the state data required for the readiness estimate needs to be re-accumulated. The readiness measurement notification displays a message content CTm containing character information indicating the measured readiness level.

[0151] Based on manual driving transition information from the driver state estimation unit 130, a manual driving transfer notification is displayed. This notification, for example, is sent via the display of content in the HUD 21, instrument cluster display 22, and CID 23, indicating a transition from automatic to manual driving. The notification may also display a message content CTm containing character information indicating the transition to manual driving. The manual driving transfer notification can also be presented as a level 0 transfer notification.

[0152] In addition, visual content other than character information such as symbols and patterns can be displayed in at least one of the above notifications. For example, in hands-free notifications and hands-on request notifications, the content of each notification can be displayed using icons that mimic a steering wheel and a hand. Furthermore, in at least one of the above notifications, information prompts based on sound, vibration, etc., can be displayed instead of content.

[0153] Next, refer to Figures 4-8 The timing diagram illustrates the transition of autonomous driving levels and specific examples of information prompts accompanying the transition.

[0154] Figure 4 This illustrates the transition from Level 2 to Level 3 autonomous driving. Figure 4 In the example, assume the readiness level is always at the permissive level. In this case, before migrating to Level 3 of autonomous driving, a hands-free notification is issued while the driver is in a hands-free state at Level 2. Afterwards, if the driver moves to a hands-free state based on their actions, a Level 3 notification is issued. If the driver issues a transfer instruction to Level 3, the driver moves to Level 3 of autonomous driving, and then a second task notification is issued.

[0155] Figure 5 This illustrates the transition from Level 3 autonomous driving to Level 2, where hands-free driving is possible. Figure 5 In the example, assume the readiness level is always at the allowable level. In this case, if a decision is made to migrate to Level 2 of autonomous driving, a driver replacement notification is first implemented. This driver replacement notification includes a hands-on request notification, as described above. If the driver performs a hands-on action according to this notification, a hands-off notification is implemented. The driver who receives this notification performs a hands-off action, thus transitioning to the hands-off state of Level 2 of autonomous driving. Furthermore, even if the driver does not perform a hands-on action after being prompted by the driver replacement notification, the migration to Level 2 of autonomous driving is still implemented.

[0156] Figure 6 This illustrates a scenario where, in hands-free operation at Level 2 of autonomous driving, the readiness level is not permitted (Level 1). Figure 6 In the example, suppose vehicle A enters a region that does not require surrounding monitoring or joins a traffic jam, and if the readiness level is permissible, it can transition to Level 3 autonomous driving. In this case, in the hands-free state of Level 2 autonomous driving, a readiness NG notification and a hands-on request notification are displayed.

[0157] Furthermore, assuming that after the aforementioned notification, the user moves to the mastery state of Autonomous Driving Level 2, and the readiness level changes to Non-Permissible Level 2, a Readiness NG notification and a Manual Driving transfer notification are displayed, followed by a transition to manual driving.

[0158] Figure 7 This illustrates the scenario where the readiness level becomes non-permissible level 1 after transitioning from the autonomous driving level 3 to the proficient level 2. If the readiness level is non-permissible level 1 in the proficient level 2, an NG (Not Allowed) readiness notification is issued to maintain the autonomous driving level.

[0159] Figure 8 This is a time series diagram related to the measurement methods of state data accompanying the transition of autonomous driving levels. Figure 8 In the example, suppose the level of autonomous driving changes sequentially from level 0 (manual driving) to the hands-free state of autonomous driving level 2, and then temporarily switches to manual driving because the driver's line of sight cannot be detected.

[0160] First, the driver state estimation unit 130 accumulates driver state data as reference data during manual driving. Then, if transitioning to the advanced driving state of Level 2 autonomous driving, the driver state estimation unit 130 estimates the readiness level based on the current state data and the reference data. If the readiness level is acceptable, and the transition to the advanced driving state of Level 2 autonomous driving is initiated, the driver state estimation unit 130 accumulates the current state data (data B) as state data for judgment. If the driver's gaze cannot be detected at this time, the prompt information adjustment unit 140 issues a readiness NG notification, and then the driving state control unit 120 performs the transition to manual driving.

[0161] Subsequently, if the driver's gaze can be detected again, the driving state control unit 120 restores the autonomous driving level to the mastery state of Level 2. At this time, the driver state estimation unit 130 determines whether data B, which is the previous state data, can be used. If it is determined that data B cannot be used, the driver state estimation unit 130 starts accumulating state data for judgment again, and the prompt information adjustment unit 140 notifies the driver during the readiness measurement.

[0162] Next, the following is based on Figures 10-12 The flow of the prompt control method executed by the HCU100 through the cooperation of functional modules will be described. Furthermore, in the flow described later, "S" refers to multiple steps of the flow executed according to multiple commands contained in the prompt control program.

[0163] First, the process for migrating from the initial stage of Level 2 autonomous driving to Level 3 autonomous driving will be explained. Figure 10 In S101, the driving state control unit 120 remains in standby mode until it is permissible to allow autonomous driving level 3. If it is determined that autonomous driving level 3 is permissible, then in S102, the driver state estimation unit 130 determines whether the readiness level is permissible.

[0164] If the readiness level is determined to be unacceptable, the process proceeds to S103, where the driver state estimation unit 130 determines whether the readiness level is unacceptable level 1. If it is unacceptable level 1, in S104, the prompt information adjustment unit 140 executes a readiness NG notification and a hands-on request notification, and returns to S102. If, in S103, it is determined that the readiness level is not unacceptable level 1, i.e., unacceptable level 2, the process proceeds to S105, where the prompt information adjustment unit 140 executes a readiness NG notification. Next, in S106, the driving state control unit 120 decides to transition to manual driving, sets a period for which automatic driving is prohibited, and then ends the series of processes.

[0165] On the other hand, if the readiness level is determined to be permissible in S102, then proceed to S110. In S110, the prompt information adjustment unit 140 executes a hands-free notification. Then, in S111, the driver state estimation unit 130 determines whether the driver has performed a hands-free action.

[0166] Next, in S112, the driver status estimation unit 130 determines whether the readiness level is permissible. If the readiness level is determined to be non-permissible, the process proceeds to S103. On the other hand, if the readiness level is determined to be permissible in S112, the prompt information adjustment unit 140 executes a capability level 3 notification in S113.

[0167] Next, in S114, the driving state control unit 120 determines whether a Level 3 execution instruction has been received. If it determines that a Level 3 execution instruction has not been received, it remains in standby mode until it is received. If it determines that a Level 3 execution instruction has been received, it proceeds to S115, where the driving state control unit 120 performs a transition to Level 3. Then, in S116, the prompt information adjustment unit 140 performs a second task notification. If S116 is executed, the entire process ends.

[0168] Next, the process for migrating from Level 3 to Level 2 autonomous driving will be explained. First, in Figure 11 In S201, the driving state control unit 120 determines whether it is close to transitioning to Level 2 autonomous driving, where hands-free operation is possible. If it is determined that a transition is imminent, in S202, the driving state control unit 120 determines whether the reason for the transition is the elimination of traffic congestion or exiting from a zone where surrounding monitoring is not required (Lv3 area).

[0169] If the reason for the relocation is determined to be traffic congestion relief in S202, then in S203, the prompt information adjustment unit 140 executes a driver replacement notification without a driver's handover notice. In other words, in S203, the request for the driver to hold the steering wheel is interrupted. If S203 is executed, then proceed to S206.

[0170] On the other hand, if the reason for migration is determined to be withdrawal from a zone where surrounding surveillance is not required, then in S204, the prompt information adjustment unit 140 executes a driver replacement notification with a start-up notice.

[0171] Then, in S205, the driver state estimation unit 130 determines whether the driver has taken over the controls before moving to Level 2 of autonomous driving. If the driver has not taken over the controls before moving to Level 2 of autonomous driving, i.e., has maintained the hands-free state and moved to Level 2 of autonomous driving, the system does not request to take over the controls again and directly ends the series of processes.

[0172] On the other hand, if it is determined in S205 that hands-off operation has been completed up to Level 2 of automated driving, then proceed to S206. In S206, the driver state estimation unit 130 determines whether the readiness level is permissible. If it is determined to be permissible, then in S207, the prompt information adjustment unit 140 executes a hands-off notification. If the processing in S207 is executed, then proceed to S211.

[0173] On the other hand, if in S206 the readiness level is determined to be unacceptable, then in S208 the driver status estimation unit 130 determines whether the readiness level is unacceptable level 1. If the readiness level is determined to be unacceptable level 2, then in S209, the prompt information adjustment unit 140 executes a readiness NG notification, the driving status control unit 120 executes manual driving transfer, and then the series of processes ends.

[0174] On the other hand, if the driver is determined to be at a non-permissible level 1 in S207, then in S210, the prompt information adjustment unit 140 issues a readiness NG notification. If the processing in S210 is executed, the process proceeds to S211. In S211, the driver state estimation unit 130 determines whether the driver has performed a hands-off action. If it is determined that the hands-off action has not been performed, the process returns to S206, and the readiness determination is repeated. On the other hand, if it is determined that the hands-off action has been performed, the series of processes ends.

[0175] Next, refer to Figure 12 The process related to readiness estimation is explained below. First, in S301, the driver state estimation unit 130 determines whether the driver is temporarily switching to manual driving during the implementation of autonomous driving level 2, and then reverting to level 2. If an affirmative determination is made in S301, the process proceeds to S302, where the driver state estimation unit 130 determines whether the driver's state data from the previous autonomous driving level 2 can be used for this readiness estimation. If it is determined that it can be used, in S304, the driver state estimation unit 130 estimates the readiness using the previous state data and then concludes the series of processes.

[0176] On the other hand, if in S302 it is determined that the previous state data cannot be used for the current readiness estimation, then in S305, the prompt information adjustment unit 140 notifies the driver of the readiness measurement process. Then, in S306, the driver state estimation unit 130 performs readiness estimation using only the current state data, and then the series of processes ends.

[0177] Furthermore, S201 above is an example of a "judgment process", and S204 and S207 are examples of "permission status control processes".

[0178] According to the first embodiment described above, when transitioning from Level 3 to Level 2 of autonomous driving, which allows for hands-free driving, a request is made to the driver to hold the steering wheel, and hands-free driving is permitted in Level 2. Therefore, during the transition from Level 3 to Level 2, the driver is urged to hold the steering wheel. Based on the above, information that promotes driving stability can be provided.

[0179] Furthermore, in the above embodiments, the driving state control unit 120 is an example of a "judgment unit," and the driver state estimation unit 130 is an example of a "readiness level judgment unit." Additionally, the prompt information adjustment unit 140 is an example of a "permission state control unit." Furthermore, autonomous driving level 3 and above is an example of a "monitoring-free state," and autonomous driving level 2 and below is an example of a "monitoring-required state." Additionally, readiness level is an example of "preparation level," and the "no surrounding monitoring zone" is an example of a "driving area where surrounding monitoring can be interrupted."

[0180] (Second Implementation)

[0181] In the second embodiment, a variation of the HCU100 in the first embodiment will be described. In the second embodiment, the prompt information adjustment unit 140 suspends the hands-on notification when the reason for transitioning from autonomous driving level 3 to level 2 is exiting a zone where surrounding surveillance is not required. In this case, Figure 11 In process S202, the prompt information adjustment unit 140 reverses the steps when it determines that the reason for migration is the elimination of traffic congestion and when it determines that it is exiting from the area where surrounding monitoring is not required.

[0182] (Third Implementation)

[0183] In the third embodiment, a variation of the HCU100 in the first embodiment will be described. In the third embodiment, the HCU100, when allowed to transition to Level 3 of autonomous driving, requests the driver to take over from the hands-free state at Level 2 of autonomous driving, and then moves to Level 3 of autonomous driving.

[0184] In this situation, if the prompt information adjustment unit 140 obtains capability level 3 information, it executes capability level 3 notification and hands-on request notification. If the driver takes over in this state and subsequently obtains an execution instruction for autonomous driving level 3, the driving state control unit 120 executes the transition to autonomous driving level 3.

[0185] Reference Figure 13 The timing diagram illustrates the migration from Level 2 to Level 3 of autonomous driving in this embodiment. Figure 13 In the example, assume the readiness level is always at the permissive level. In this case, before migrating to Level 3 of autonomous driving, a hands-off notification is issued while the driver is in the hands-off state at Level 2. Afterwards, if the driver moves to the hands-off state, a Level 3 readiness notification and a hands-off request notification are issued. If the driver moves to the hands-off state and then issues a transfer instruction to Level 3, the driver moves to Level 3 of autonomous driving, and then a second task readiness notification is issued.

[0186] Next, the following is based on Figure 14 The flow of the prompt control method executed by HCU100 is described. Furthermore, Figure 14 References to S101~S112 and S114~S116 Figure 10 The steps are described using the same reference numerals in the accompanying drawings.

[0187] In S112, if the driver status estimation unit 130 determines that the readiness level is permissible, it proceeds to S113A. In S113A, the prompt information adjustment unit 140 executes a capability level 3 notification and a mastery request notification. Then, in S113B, the driver status estimation unit 130 determines whether the driver has mastered the vehicle. If it determines that the driver has mastered the vehicle, it executes S114 to S116, and then the series of processes ends.

[0188] (Fourth Implementation)

[0189] In the fourth embodiment, a variation of the HCU100 in the first embodiment will be described. The HCU100 of the fourth embodiment, when allowing a transition from Level 4 to Level 3 or lower of autonomous driving, requests the driver to take over in the hands-free state at Level 2 of autonomous driving, and then moves to Level 3 of autonomous driving.

[0190] In the fourth embodiment, when the driving state control unit 120 switches from driving at level 4 to level 3 or below, it moves to level 3 or below after reaching level 2 hands-free driving. The driving state control unit 120 determines whether the conditions for ensuring the driver's steering wheel operation time are met. The driving state control unit 120 changes the process of switching driving at the autonomous driving level when switching from a state where the conditions for ensuring the driver's driving are met to level 3 or below in level 4, and when switching from a state where the conditions for ensuring the driver's driving are not met to level 3 or below in level 4. The transition from autonomous driving level 4 to level 3, to hands-free driving at level 2, level 1, or level 0 (manual driving) is equivalent to a "level downgrade transition". The mode of executing autonomous driving level 4 is an example of "level 4 mode", and the mode of executing autonomous driving level 3 is an example of "level 3 mode". In addition, the following driving state transitions can also be referred to as driving state transitions.

[0191] For example, the condition is ensured if the driver falls asleep within a specified time (e.g., about five minutes) before the driver's turn to switch drivers. That is, if the driver is awake until the specified time before the driver's turn to switch drivers, the driving state control unit 120 determines that the condition is not met. Alternatively, the condition can be the specified driving duration in autonomous driving level 4, or driving on a specific type of road (such as a highway). Furthermore, the determination of whether the condition is met can be made if at least one of these independent conditions is met, or only if two or more conditions are met. Additionally, the condition can be set with exceptions such as not being met if surrounding vehicles are within a specified range of vehicle A, or not being met if the driver's stress exceeds a threshold.

[0192] The following explanation addresses ensuring the conditions are met under the assumption that the driver is asleep. When the driving state control unit 120 switches from a sleep-enhanced driving state in level 4 to a level 3 or lower, it performs a determination to move from the level 2 master driving state to a level 3 or lower (see [reference]). Figure 15 ).

[0193] On the other hand, if the driving state control unit 120 does not enter sleep mode in level 4 and the driving is switched to level 3 or below, and if the driver is transferred to level 3 or level 2 without going through the level 2 hands-free state, the driver will move to the level of the destination (see reference) without going through the level 2 hands-free state. Figure 16 In other words, the driving status control unit 120 performs a stop judgment via the Level 2 master state.

[0194] Furthermore, if the driving state control unit 120 does not enter sleep mode in level 4 and the driving is switched to level 3 or below, and in the case of transitioning to level 1 or level 0 (manual driving), it will move to the destination level via level 2 master mode (see reference). Figure 17 ).

[0195] However, if the driving status control unit 120 determines that the readiness level is not permissible in level 2, it continues in level 2 (see reference). Figure 18 Furthermore, if the driving status control unit 120 determines that there is no margin of error up to the MD area, it will switch from autonomous driving level 2 to level 1 (…). Figure 19 ).

[0196] In addition, the driving status control unit 120 changes the migration method to level 3 or lower depending on the reason for the driving change. Specifically, since the possibility of emergency operation by the driver is high when driving from level 4 to level 3 or lower due to important external factors such as rain or fog, the driving status control unit 120 moves to level 2 or lower regardless of whether driving is in the AD zone. On the other hand, since emergency operation by the driver is not required when driving changes that occur at the end of the AD zone at level 4, the driving status control unit 120 moves to level 3.

[0197] The driver state estimation unit 130 changes the readiness determination threshold when switching from a sleep state to a level below 3 in level 4, and when switching from a sleep state to a level below 3 in level 4. Specifically, when switching from a sleep state to a level below 3 in level 4, the driver state estimation unit 130 increases the threshold for the permissible level of readiness compared to when switching from a sleep state to a level below 3 in level 4. That is, when switching from a sleep state to a level below 3 in level 4, the readiness determination is more stringent. For example, the driver state estimation unit 130 changes at least one of the conditions for determining readiness as OK, such as the length of time required to determine readiness, the threshold for bystander behavior, the threshold for inattentiveness, and the threshold for alertness.

[0198] Next, refer to Figure 20 , 21 The flowchart illustrates the prompt control method executed by HCU100 in the fourth embodiment. Assuming that in... Figure 20 At the start of the process, vehicle A was driving at level 4 of autonomous driving.

[0199] First, in S401, the driving state control unit 120 determines whether it is necessary to move to an automatic driving level below 3. In S402, the driving state control unit 120 determines the driving state for the destination transfer. If it is determined that the driving state is at automatic driving level 3 or the hands-free state of level 2, the process proceeds to S403.

[0200] In S403, it is determined whether the system has entered a sleep state during the execution of Level 4 autonomous driving. If it is determined that the system has entered a sleep state, the process proceeds to S404, and the information adjustment unit 140 displays a driver replacement notification including a takeover request notification.

[0201] In S405, the surrounding situation monitoring unit 110 determines whether the replacement location has been approved. If approved, in S406, the driving state control unit 120 performs a transition to level 2. Next, in S407, the driver state estimation unit 130 determines whether the readiness level is permissible, i.e., whether it is possible to move to autonomous driving level 3.

[0202] If it is determined that the vehicle can move to autonomous driving level 3, then in S408, the prompt information adjustment unit 140 provides a notification that the vehicle can move. Next, in S409, the driving state control unit 120 determines whether a transfer permission action has been performed. If it is determined that a transfer permission action has been performed, then in S410, the driving state control unit 120 performs the transfer. Alternatively, if in S407 it is determined that the readiness level is not permissible, then in S411, the driving state control unit 120 interrupts the transfer. Furthermore, if in S407 it is determined that the readiness level is not permissible, the same processing corresponding to the degree of non-permissibility can be performed as in S208 to S210 of the first embodiment.

[0203] On the other hand, if it is determined in S402 that the process has moved to a level below autonomous driving level 1, then this process will be moved to... Figure 21 The processing of S415, S416, and S417 is the same as that of S404, S405, and S406, respectively. In S418 following S417, the driver state estimation unit 130 determines whether the readiness level is permissible, that is, whether it is possible to move to automatic driving level 1 or level 0.

[0204] If the level is determined to be permissible, then in S419, the information adjustment unit 140 provides a notification that a transfer is possible. Next, in S420, the driving status control unit 120 determines whether a transfer permission action has been performed. If it is determined that a transfer permission action has been performed, then in S421, the driving status control unit 120 performs the transfer.

[0205] Then, in S422, the driving state control unit 120 determines whether there is sufficient clearance up to the manual driving range. If it determines that there is sufficient clearance, in S423, the driving state control unit 120 stops the transfer. After processing in S423, the process returns to S418.

[0206] On the other hand, if it is determined in S422 that there is no surplus, then proceed to S424, where the information adjustment unit 140 notifies that a transfer to Level 1 is possible. Then, in S425, the driving state control unit 120 determines whether a transfer permission action has been performed. If it is determined that a transfer permission action has been performed, then in S426, the driving state control unit 120 performs a transfer to Level 1.

[0207] (Fifth Implementation)

[0208] In the fifth embodiment, a variation of the automatic driving control system 1 in the first embodiment will be described.

[0209] In the fifth embodiment, if the driver state estimation unit 130 determines that the readiness level has not reached the permissible level, the automatic driving control system 1 increases the caution of the controls related to automatic driving compared to when the readiness level is determined to be at the permissible level. Here, increasing the caution of the controls is equivalent to performing lower-risk controls in automatic driving.

[0210] Controls related to autonomous driving include lane departure warnings, approach warnings for other vehicles or pedestrians, deceleration control, and distance adjustment. The lane departure warning and the approach warning for surrounding objects are executed by the warning information adjustment unit 140. When the warning information adjustment unit 140 determines that the distance to the white line of the current lane is below a threshold, it issues a lane departure warning to each display device and audio device 24. Similarly, when the warning information adjustment unit 140 determines that the distance to surrounding objects is below a threshold, it issues an approach warning to each display device and audio device 24.

[0211] Furthermore, if the driver status estimation unit 130 determines that the readiness level has not reached the permissible level, the warning information adjustment unit 140 lowers the threshold values ​​of each warning warning compared to the case where the permissible level has been reached.

[0212] The deceleration control and workshop distance adjustment can be performed by the action planning unit 74 or the ACC control unit 64. For example, the action planning unit 74 can perform deceleration control if the environmental recognition unit 73 determines that the distance to surrounding objects is below a threshold. Similarly, the ACC control unit 64 can perform deceleration control if the environmental recognition unit 63 determines that the distance to surrounding objects is below a threshold.

[0213] Furthermore, if the driver state estimation unit 130 determines that the readiness level has not reached the permissible level, the action planning unit 74 or the ACC control unit 64 sets the aforementioned thresholds for deceleration control to be lower than the thresholds set when the permissible level has been reached.

[0214] The action planning unit 74 or the ACC control unit 64 adjusts the inter-vehicle distance by performing acceleration and deceleration control while maintaining a preset inter-vehicle distance. Furthermore, if the driver status estimation unit 130 determines that the readiness level has not reached the permissible level, the action planning unit 74 or the ACC control unit 64 lowers the preset inter-vehicle distance than if the permissible level had been reached.

[0215] Reference Figure 22 The processing executed by the automatic driving control system 1 in the fifth embodiment will be explained. During the execution of automatic driving control at level 1 or higher, the process is repeatedly executed... Figure 22 The processing.

[0216] First, in S501, the driver state estimation unit 130 determines whether the driver's readiness level has reached the permissible level. If it is determined that the permissible level has been reached, then in S502, at least one of the prompt information adjustment unit 140, the action planning unit 74, and the ACC control unit 64 sets the control caution level to the normal level. On the other hand, if it is determined in S501 that the readiness level has not reached the permissible level, then in S503, at least one of the action planning unit 74 and the ACC control unit 64 increases the control caution level compared to the normal level.

[0217] Next, the technical ideas that can be grasped according to the fifth embodiment will be described in detail below.

[0218] (Postscript 1)

[0219] A control system, comprising controlling the aforementioned autonomous driving in a vehicle (A) capable of performing autonomous driving, includes:

[0220] The readiness level judgment unit (130) determines whether the driver's readiness level for the automated driving has reached the permissible level; and

[0221] The control execution unit (64, 74, 140) performs the relevant controls related to the above-mentioned automatic driving, and when it is determined that the level of preparedness has reached the above-mentioned allowable level, it increases the prudence of the above-mentioned relevant controls compared with the case where it is determined that the above-mentioned allowable level has not been reached.

[0222] (Postscript 2)

[0223] A prompt control program is a control program stored in a storage medium (101) and containing commands that cause a processor (102) to execute, for controlling the aforementioned autonomous driving in a vehicle (A) capable of performing autonomous driving.

[0224] The above commands include:

[0225] In the judgment process (S501), it is determined whether the driver's level of readiness for the automated driving has reached the permissible level; and

[0226] The control execution process (S502, S503) executes the relevant controls related to the above-mentioned automatic driving, and when it is determined that the level of preparedness has reached the above-mentioned allowable level, the prudence of the above-mentioned relevant controls is increased compared with the case where it is determined that the above-mentioned allowable level has not been reached.

[0227] During the execution of autonomous driving, situations may arise where the driver is not adequately prepared. When the same autonomous driving controls are executed under both adequate and inadequate preparation conditions, some drivers may feel a sense of incongruity with the less prepared driver's experience.

[0228] Based on the methods described in Appendix 1 and Appendix 2, when the driver's readiness level for autonomous driving is determined to be at an acceptable level, the caution of the relevant controls for autonomous driving is increased compared to when the level is determined to be below acceptable. Therefore, the driver is less likely to feel uncomfortable with the relevant controls. Thus, a control system and control program that can reduce the driver's discomfort with autonomous driving controls can be provided.

[0229] (Sixth Implementation Method)

[0230] In the sixth embodiment, a variation of the automatic driving control system 1 in the first embodiment will be described.

[0231] exist Figure 23 In the sixth embodiment of the automatic driving control system 1 shown, the action planning unit 74 of the second automatic driving ECU 70 is mainly responsible for determining the level of automatic driving and whether it is permissible to take the hands off the wheel. The action planning unit 74 cooperates with the first automatic driving ECU 60 and the driving state control unit 120 to transfer the control state of automatic driving.

[0232] The action planning unit 74 is based on the execution of the autonomous driving program stored in the memory 71 by the processor 72, and has a state control unit 74a, a control judgment unit 74b, and a request output unit 74c as sub-functional units related to the transition of the control state of autonomous driving.

[0233] Status control unit 74a performs status control procedures (refer to) Figure 25 In S601, the transition between autonomous driving level 3 and above and autonomous driving level 2 and below is performed. For example, the state control unit 74a decides to transition from autonomous driving level 3 to level 2 when vehicle A moves from a zone that does not require surrounding monitoring to a zone that does require surrounding monitoring, or when vehicle A leaves a traffic congestion convoy. Conversely, the state control unit 74a decides to transition from autonomous driving level 2 to level 3 when vehicle A moves from a zone that requires surrounding monitoring to a zone that does not require surrounding monitoring, or when vehicle A is part of a traffic congestion convoy.

[0234] The control judgment unit 74b performs the control judgment process (refer to...) Figure 25 In step S602), it is determined whether the driver is permitted to stop holding the steering wheel in the monitoring state required for Level 2 of autonomous driving. If the state control unit 74a decides to transition to Level 2 of autonomous driving, the grip determination unit 74b determines whether it is permissible to release the driver's hands after transitioning to Level 2 of autonomous driving before transitioning to Level 2 of autonomous driving.

[0235] When the control judgment unit 74b determines that it is permissible to disengage the driver, it determines the reasons for transitioning from Level 3 to Level 2 of autonomous driving. The reasons for transitioning to Level 2 are also the reasons for deactivating Level 3. Reasons for transitioning to Level 2 are pre-assumed to include exiting areas where surrounding monitoring is not required, the elimination of traffic congestion, and the fulfillment of interruption conditions during traffic congestion. Based on the determined reasons, the control judgment unit 74b sets the transition mode for the hands-free state from Level 3 to Level 2 of autonomous driving.

[0236] When the reason for migration is exiting an area where surrounding monitoring is not required or when traffic congestion is eliminated, the control judgment unit 74b sets the autonomous driving level 2 hands-free state midway through the migration from autonomous driving level 3 to autonomous driving level 2 hands-free state. In this migration mode, after the transfer from autonomous driving level 3 to autonomous driving level 2 hands-free state, a further transfer from hands-free state to hands-free state is implemented.

[0237] On the other hand, when the reason for migration is the occurrence of interruption conditions during traffic congestion, the migration from Level 3 of autonomous driving to the hands-free state of Level 2 of autonomous driving is implemented in stages. In this migration mode, the transfer from Level 3 of autonomous driving to the hands-free state of Level 2 of autonomous driving is implemented, and then the transfer from the hands-free state to the hands-free state is further implemented.

[0238] Furthermore, outside of scenarios where the interruption condition is met during traffic congestion, the control judgment unit 74b also performs phased transitions to the hands-free state. For example, if the duration of autonomous driving level 3 is shorter than the prescribed time, the control judgment unit 74b performs a transition from autonomous driving level 3 to level 2 hands-free mode. Moreover, if it is predicted that traffic congestion will recur after the deactivation of autonomous driving level 3, and there is a future prediction of a return to autonomous driving level 3, the control judgment unit 74b also performs a transition from autonomous driving level 3 to level 2 hands-free mode.

[0239] Request output unit 74c requests output through the request output process (see reference). Figure 25 The implementation of S604, S608, etc., outputs various notification implementation requests to the driving state control unit 120 to implement notifications synchronized with the state transition of autonomous driving through the prompt information adjustment unit 140. The request output unit 74c cooperates with the driving state control unit 120 to enable the prompt information adjustment unit 140 to implement the same notifications as in the first embodiment, such as hands-free notification, level 3 notification, second task notification, driving replacement notification, hands-free request notification, and manual driving transfer notification. For example, the request output unit 74c outputs a notification implementation request (hands-free request) to the driving state control unit 120 for the driver to hold the steering wheel. In addition, when performing a transition from hands-free state to hands-free state, the request output unit 74c outputs a notification implementation request for the implementation of hands-free notification.

[0240] Next, we will explain in detail the specific driving replacement scenarios 1 to 3 for performing the migration from Level 3 to Level 2 of autonomous driving. The reasons for migrating to Level 2 of autonomous driving differ in each of the driving replacement scenarios 1 to 3.

[0241] <Driving Replacement Scenario 1: Exiting from an area where surrounding surveillance is not required>

[0242] Driving Replacement Scenario 1 (Reference) Figure 5 This scenario predetermines a driver replacement scenario where vehicle A exits from a region that does not require surrounding monitoring (or AD zone). In driver replacement scenario 1, a hands-free state is temporarily set during the transition to a hands-free state. That is, when performing the transition from Level 3 to Level 2 hands-free state, the hands-free state is temporarily not permitted.

[0243] In detail, if the state control unit 74a decides to migrate to autonomous driving level 2, the request output unit 74c outputs a notification implementation request for implementing a driver replacement notification to the driving state control unit 120. In driver replacement scenario 1, the request output unit 74c causes the HCU 100 to implement a driver replacement notification including a start-up request notification (see...). Figure 25(S604). Furthermore, even if the driver does not take any action after being prompted to take over, the transition to Level 2 of autonomous driving is still performed.

[0244] After the driver replacement notification is issued, the state control unit 74a and the grip determination unit 74b shift the control state from automatic driving level 3 to the master control state of level 2. The master control state is set with the aim of restoring the driver's driving sense. Therefore, the duration of the master control state is changed according to the duration of automatic driving level 3. That is, as the duration of automatic driving level 3 ends, the grip determination unit 74b continuously or intermittently extends the duration of the master control state.

[0245] After maintaining the hands-on state for a specific period of time, the grip determination unit 74b permits the driver to stop gripping the steering wheel. The request output unit 74c then outputs a notification implementation request to the driving state control unit 120, requesting the implementation of a hands-off notification. If the driver, having received the hands-on request, performs a hands-on action, the prompt information adjustment unit 140, based on the notification implementation request received from the driving state control unit 120, executes a hands-off notification. The driver, having received the hands-off notification, performs a hands-off action, thereby transitioning to the hands-off state at Autopilot Level 2.

[0246] <Driving Replacement Scenario 2: Traffic Congestion Elimination>

[0247] Driving Replacement Scenario 2 (refer to) Figure 5 The first scenario is a driver replacement scenario where traffic congestion around the vehicle is eliminated within the AD area. Similar to the second scenario, in the third scenario, a temporary hands-free state is set during the transition to the hands-free state. That is, after the driver replacement notification is issued, the control unit 74b moves the automatic driving control to the hands-free state (Level 2). Furthermore, after the hands-free notification is issued, the control unit 74b moves the automatic driving control to the hands-free state (Level 2).

[0248] On the other hand, unlike the driver replacement scenario 1 described above, the driver replacement notification implemented in driver replacement scenario 2 does not include a start-up request notification (see...). Figure 25 (S603). That is, when the reason for relocation is the elimination of traffic congestion, the request for the driver to take control of the steering wheel is terminated. In addition, based on the driver's settings, a handover request notification can also be implemented in the driver replacement notification in driver replacement scenario 2.

[0249] <Driving Replacement Scenario 3: Interruption Conditions Met During Traffic Congestion>

[0250] Driving replacement scenario 3 (refer to) Figure 24This refers to a scenario where traffic congestion continues within the AD area, but a driver replacement is required. In the implementation of Level 3 autonomous driving for traffic congestion, if, for example, there are no vehicles behind the vehicle traveling in the same lane as it, or if the surrounding monitoring sensor 40 does not detect any vehicles behind, the state control unit 74a sets the interruption condition for Level 3 during traffic congestion. In this case, as described above, a phased transition from Level 3 autonomous driving for traffic congestion (hereinafter referred to as Level 3 during traffic congestion) to the master state of Level 2 autonomous driving is implemented.

[0251] In detail, if the state control unit 74a decides to migrate to autonomous driving level 2, then in driver replacement scenario 3, the request output unit 74c also outputs a notification implementation request for implementing the driver replacement notification to the driver state control unit 120. In driver replacement scenario 3, the request output unit 74c causes the HCU 100 to implement a driver replacement notification including a hands-off standby notification (see...). Figure 25 (S608).

[0252] The hands-off notification is a notification implemented during a direct (continuous) transition from Level 3 to Level 2 hands-off autonomous driving, and it is a notification to the driver requesting to take control of the steering wheel.

[0253] Specifically, in the hands-on standby notification of <Mode 1>, the driver is requested to change the arm position in anticipation of the shift to an overhead hand position by reporting a temporary grip on the steering wheel or a report urging the placement of the arm on the armrest. In this case, a notification execution request for the action request to change the arm position is output from the request output unit 74c to the driving state control unit 120.

[0254] Additionally, in the <Mode 2> hand-on standby notification, a report is sent to the driver requesting monitoring of the surrounding area and to the driver requesting an ideal posture in a state of disengagement (hands-off state). In this case, a notification execution request for executing the monitoring request and posture request is output from the request output unit 74c to the driving state control unit 120.

[0255] After the driver replacement notification, which includes a hands-free standby notification, is implemented, the state control unit 74a and the grip determination unit 74b shift the control state from automatic driving level 3 to the hands-free state of level 2. Furthermore, the transition to automatic driving level 2 is performed even if the driver does not perform any eye-on actions after being prompted by the hands-free standby notification.

[0256] If, after a transition to a hands-free state at Level 2 of autonomous driving, this hands-free state persists for a predetermined time, a handhold request (hands-on request notification) will be executed, even if it is permissible to continue the state of disengagement from the steering wheel. In this case, the hands-on request notification also serves as a report to prevent the driver from losing control of the vehicle. The predetermined time can be measured from either the start or end of Level 3 of autonomous driving. As an example, if more than one hour has elapsed since the start of Level 3 of autonomous driving, a handhold transition control and notification will be implemented, even if the conditions for continued hands-free driving are met.

[0257] Furthermore, if a condition arises requiring a transition to a hands-free state after transitioning to Level 2 autonomous driving, the control determination unit 74b decides to transition from the hands-free state to the hands-free state. For example, in situations where the road environment deteriorates during driving, such as blurred lane markings on the vehicle side, the control determination unit 74b decides to transition to the hands-free state. In this case, a hands-free request notification is also executed based on the cooperation of the request output unit 74c and the HCU 100. The driver, having recognized the hands-free request notification, performs a hands-free action, thus transitioning from the hands-free state to the hands-free state.

[0258] Additionally, in driving replacement scenario 3, after the transition to the hands-free state at autonomous driving level 2, if the conditions for recovery to autonomous driving level 3 are met (the interruption condition is eliminated) (see...). Figure 25 In S610), the state control unit 74a performs a transition from autonomous driving level 2 to autonomous driving level 3. For example, if the detection of vehicles behind resumes, the state control unit 74a determines that the interruption condition has been eliminated and decides to transition to autonomous driving level 3 (see S610). Figure 24 (The dotted line). In this case, a notification implementation request for a Level 3 notification is output from the request output unit 74c to the driving status control unit 120.

[0259] Next, the following is based on Figure 25 and refer to Figure 1 as well as Figure 24 The control process for migrating from Level 3 to Level 2 autonomous driving through the cooperation of the various functional modules of the second autonomous driving ECU70 and HCU100 is explained in detail.

[0260] In S601, the state control unit 74a determines whether a transition to the hands-free autonomous driving level 2 is imminent. If a transition is determined to be imminent in S601, then in S602, the grip determination unit 74b determines the reason for the transition to the autonomous driving level 2. The processing content of S601 and S602 described above is the same as S201 and S202 of the first embodiment (see reference). Figure 11 The processing content is essentially the same.

[0261] If, in S602, the reason for migration is determined to be exiting a zone where surrounding monitoring is not required (end of Level 3 zone, driver replacement scenario 1), then in S604, the output unit 74c is requested to cooperate with the HCU100 to execute a driver replacement notification including a start-up request notification. If, in S602, the reason for migration is determined to be traffic congestion relief (driver replacement scenario 2), then in S603, the output unit 74c is requested to cooperate with the HCU100 to execute a driver replacement notification without a start-up request notification. In S603, the request for the driver to hold the steering wheel is interrupted.

[0262] Following the execution of the driver replacement notifications in S603 and S604, a transition from Level 3 autonomous driving to Level 2 master mode is initiated (see [reference]). Figure 5 Then, if in S605 the grip determination unit 74b determines that the timing for the transition to the hands-off state has arrived, then in S606 the prompt information adjustment unit 140 checks whether the driver is gripping the steering wheel. If the driver is gripping the steering wheel in S606, then in S607 the prompt information adjustment unit 140 implements a request for a hands-off notification based on the notification input from the request output unit 74c. On the other hand, if the driver is not gripping the steering wheel, the hands-off notification is omitted. Then, the grip determination unit 74b performs the transition from the hands-on state to the hands-off state.

[0263] Furthermore, if in S602 it is determined that the reason for migration is different from the end of Level 3 area and the elimination of traffic congestion (driving replacement scenario 3), then the action planning unit 74 causes a shift from autonomous driving level 3 to hands-free state, and then further shifts to eyes-only state. In this case, in S608, the request output unit 74c cooperates with HCU100 to execute a driving replacement notification including hands-free standby notification. Then, the migration from autonomous driving level 3 to the hands-free state of level 2 is executed (see...). Figure 24 ).

[0264] In S609, the state control unit 74a determines that the conditions for resuming to autonomous driving level 3 (level 3 during traffic congestion) have been met. If the conditions for resuming are met in S609, the state control unit 74a decides to transition from the hands-free state to autonomous driving level 3. On the other hand, if the conditions for resuming are not met in S609, in S610, the holding determination unit 74b determines whether a transition to the hands-free state is imminent. If the hands-free state continues, the determination of the conditions for resuming is repeated in S609.

[0265] In contrast, if a near transition is determined in S610, then in S611, the prompt information adjustment unit 140 checks whether the driver is holding the steering wheel. If the driver is not holding the steering wheel, in S612, the prompt information adjustment unit 140 implements a hand-on request notification based on the notification implementation request input from the request output unit 74c. On the other hand, if the driver is holding the steering wheel, the hand-on request notification is omitted. Then, the hand-on determination unit 74b performs a transition from the off-hand state to the hand-on state.

[0266] Next, for scenarios where the driver moves from Level 3 of autonomous driving to Level 1 of autonomous driving or manual driving without going through Level 2 of autonomous driving (see...), Figure 26 The details will be explained in more detail. As an example, if an object that should be avoided is present in front of vehicle A, the action plan unit 74 will deactivate the automatic driving level 3 and implement a driver switchover.

[0267] The action planning unit 74 is capable of performing a state recovery process that allows a direct transition from manual driving to a hands-free state at level 2. Specifically, after the transition from automatic driving level 3 to manual driving, if the action planning unit 74 determines within a specified time (e.g., approximately ten to several tens of seconds) that hands-free driving is permissible, it omits the process of progressively increasing the automatic driving level. In particular, during the state recovery process, the action planning unit 74 omits the transition to automatic driving levels 1 and 2 (the hands-free state) and instead determines the start of the hands-free state at automatic driving level 2. In this case, by cooperating with the request output unit 74c and the driving state control unit 120, a hands-free notification based on the prompt information adjustment unit 140 is implemented, followed by the transition from manual driving to the hands-free state.

[0268] Action Planning Unit 74 can skip at least one stage of the transition through the state recovery process. As an example, Action Planning Unit 74 can also omit the transition via Autonomous Driving Level 1 after the transfer from Autonomous Driving Level 3 to Manual Driving. In this case, the transition from Manual Driving to the hands-free state at Autonomous Driving Level 2 is initiated, followed by the further transition to the hands-free state. As another example, when switching directly from Autonomous Driving Level 3 to Level 1, Action Planning Unit 74 can also omit the hands-free state via Autonomous Driving Level 2, allowing a direct transition from Autonomous Driving Level 1 to the hands-free state at Level 2.

[0269] According to the sixth embodiment described above, when transitioning from Level 3 to Level 2 of autonomous driving, which allows hands-free driving, a request is made to the driver to hold the steering wheel, and then hands-free driving is permitted in Level 2. Therefore, during the transition from Level 3 to Level 2, the driver is urged to hold the steering wheel. Based on the above, information that promotes driving stability can be provided.

[0270] Furthermore, in the sixth embodiment, after the driver outputs a grip request based on the request output unit 74c, the hands-free state of autonomous driving level 2 is permitted. Therefore, it is easy to transition to the hands-free state after the driver has gripped the steering wheel. As a result, the driver can temporarily regain driving feel when autonomous driving level 3 ends.

[0271] Furthermore, in the sixth embodiment, when the reason for transitioning to Level 2 of autonomous driving is the elimination of traffic congestion, the action plan unit 74 temporarily moves from Level 3 of autonomous driving to the hands-free state of Level 2, and then moves from the hands-free state to the hands-free state. Based on the above, it is also possible to implement the transition to the hands-free state after the driver has taken control of the steering wheel. As a result, the driver can temporarily regain driving feel at the end of Level 3 of autonomous driving.

[0272] Furthermore, in the sixth embodiment, if the reason for transitioning to Level 2 of autonomous driving is different from the reason for traffic congestion relief, and traffic congestion continues, a driver's handhold request is executed after the transition from Level 3 to the off-the-go state of Level 2. Thus, even when traffic congestion continues, the vehicle's speed decreases, making it easier for the driver to regain driving feel. Therefore, even by omitting the handhold state and reducing driver hassle, driving stability can be ensured.

[0273] In addition, in the sixth embodiment, when the disappearance of a vehicle behind is the reason for the transition, a control request is executed for the driver after the transition from Level 3 of autonomous driving to the off-the-horizon state of Level 2. When driving in traffic congestion, even if a vehicle behind is temporarily not detected, the detection of vehicles behind is likely to restart, and Level 3 of autonomous driving is more likely to restart. Therefore, by omitting the control request accompanying the transition to the off-the-horizon state, the inconvenient notification for the driver can be effectively reduced.

[0274] Furthermore, in the sixth embodiment, if the hands-off state continues for a predetermined time or longer, a request for the driver to take control is executed even if it is permissible to continue the hands-off state. Based on the above, the continuation of the state of not holding the steering wheel can be appropriately interrupted, preventing the driver from losing control of the vehicle.

[0275] Furthermore, in the sixth embodiment, when directly transitioning from Level 3 of autonomous driving to a hands-free state, a hands-free standby notification is executed to request a change in the driver's arm position. With the transition to a hands-free state, simply instructing the driver to begin monitoring their surroundings makes it difficult for them to actually perceive the handover of driving control. Therefore, by requesting a change in arm position, the driver can actually feel the transfer of control of the driving operation.

[0276] In addition, in the sixth embodiment, when directly transitioning from Level 3 of automated driving to a hands-free state, a hands-free standby notification is executed. This hands-free standby notification includes a monitoring request for the driver to request surrounding monitoring and a posture request for the driver to request an ideal posture in the hands-free state. As described above, not only is surrounding monitoring implemented, but by requesting posture, the driver can also actually feel the handover of control of driving operations.

[0277] Furthermore, in the sixth embodiment, after transitioning from autonomous driving level 3 to manual driving, if hands-free autonomous driving is possible, the transition from autonomous driving level 1 and the hands-free state is omitted. Based on the above, the transition from manual driving to hands-free autonomous driving level 2 can be implemented quickly. As a result, the convenience for autonomous driving users is improved.

[0278] Furthermore, in the sixth embodiment, when transitioning from Level 3 to Level 2 of autonomous driving in traffic congestion, after reaching the hands-free state of Level 2, a transition back to the hands-free state is performed. Based on this, since the hands-free state is temporarily set, even if the transition from Level 3 to Level 2 is interrupted, it is possible to return to Level 3 before the driver is prompted to take control of the steering wheel. As a result, driver convenience is ensured, and driving stability is improved.

[0279] Furthermore, in the sixth embodiment, after the transition from Level 3 to Level 2 of autonomous driving is executed, if it is determined within a specified time that a hands-free driving state is permissible, the transition to the hands-free driving state of Level 2 is omitted. Based on the above, since a direct transition from manual driving to the hands-free driving state of Level 2 is executed, the driver can end their grip on the steering wheel earlier. As a result, driver convenience is ensured, and driving stability is improved.

[0280] Next, the technical ideas that can be grasped according to the sixth embodiment will be described in detail below.

[0281] (Note 3)

[0282] An autonomous driving control device is an autonomous driving control device capable of performing autonomous driving in a vehicle (A), comprising:

[0283] The state control unit (74a) performs the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving (no monitoring required) and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving (requiring monitoring); and

[0284] The steering wheel control determination unit (74b) determines, under the aforementioned monitoring conditions, whether it is permissible for the driver to interrupt their grip on the steering wheel.

[0285] When the aforementioned control judgment unit performs a transition from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned control interruption is permitted, it temporarily does not permit the aforementioned control interruption.

[0286] (Postscript 4)

[0287] An autonomous driving control program is an autonomous driving control program stored in a storage medium (71) and containing commands that cause a processor (72) to execute, in order to enable autonomous driving in a vehicle (A).

[0288] The above commands include:

[0289] The state control process (S601) performs a transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving (no monitoring required) and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving (requiring monitoring); and

[0290] The control judgment process (S602, S604, S607) determines whether, under the aforementioned monitoring conditions, it is permissible for the driver to interrupt their control of the steering wheel.

[0291] In the aforementioned control judgment process, when performing a transition from the aforementioned state that does not require monitoring to the aforementioned state that requires monitoring and allows the aforementioned control to be interrupted, the aforementioned control interruption is temporarily not permitted.

[0292] In Appendix 3 and Appendix 4, during the transition from Level 3 to Level 2 of autonomous driving, the driver is urged to maintain control of the steering wheel. Based on the above, this promotes improved driving stability.

[0293] (Seventh Implementation)

[0294] In the seventh embodiment, a variation of the automatic driving control system 1 in the sixth embodiment will be described.

[0295] In the automated driving control system 1 of the seventh embodiment, the driving state control unit 120 of the HCU100 mainly performs the processing executed by the state control unit 74a, the grip judgment unit 74b, and the request output unit 74c of the sixth embodiment. The driving state control unit 120 performs the control transition and information prompts described in driving replacement scenarios 1-3 (see reference) based on the reasons for transitioning from automated driving level 3 to level 2. Figure 25 In the seventh embodiment described above, the same effect as in the sixth embodiment can also be achieved.

[0296] (Other implementation methods)

[0297] The disclosure in this specification is not limited to the illustrated embodiments. The disclosure includes the illustrated embodiments and modifications made by those skilled in the art based on these embodiments. For example, the disclosure is not limited to the combination of components and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure can also have additional portions that can be added to the embodiments. The disclosure includes embodiments with components and / or elements omitted. The disclosure includes substitutions or combinations of components and / or elements between one embodiment and other embodiments. The scope of the disclosure is not limited to the description of the embodiments. Several technical scopes of the disclosure are shown by the description of the claims and should be understood to include all modifications of the same meaning and scope as the description of the claims.

[0298] The HCU100 can also be configured as a dedicated computer that includes at least one of digital and analog circuitry as a processor. Specifically, the digital circuitry includes at least one of the following: ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), SOC (System on a Chip), PGA (Programmable Gate Array), and CPLD (Complex Programmable Logic Device). Furthermore, such digital circuitry may also include a memory storing the program.

[0299] The HCU100 can be provided via a single computer or a group of computer resources linked via a data communication device. For example, some of the functions provided by the HCU100 in the above embodiments can also be implemented by other ECUs.

[0300] In the above-described implementation, the HCU100 requests the driver to take over when migrating from Level 3 of autonomous driving to Level 2 of autonomous driving where hands-free driving is permitted. Alternatively, or in other cases, the HCU100 may request the driver to take over when migrating from Level 4 or higher of autonomous driving to Level 2 of autonomous driving where hands-free driving is permitted.

Claims

1. A prompting control device, which controls prompting information to the driver of a vehicle capable of performing autonomous driving, wherein, have: The judgment unit determines the transition between a non-monitoring state that allows the driver to interrupt the surrounding monitoring during the execution of the above-mentioned automatic driving and a monitoring state that prohibits the driver from interrupting the surrounding monitoring during the execution of the above-mentioned automatic driving, and whether the driver can be allowed to interrupt the steering wheel in the monitoring state. as well as When the state control unit transitions from a state where monitoring is not required to a state where monitoring is required and where the interruption of steering wheel control is permitted, it permits the interruption of steering wheel control in the state requiring monitoring after executing the steering wheel control request for the driver. The aforementioned permission status control unit decides whether to execute the aforementioned control request based on the reason for the transition from the aforementioned state that does not require monitoring to the aforementioned state that requires monitoring. If the reason for the aforementioned migration is different from the reason for traffic congestion elimination and traffic congestion continues, after migrating from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned control interruption is permissible, the aforementioned permissible state control unit executes the aforementioned control request. If the disappearance of the vehicle behind the aforementioned vehicle is the reason for the aforementioned migration, after migrating from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned control interruption is permitted, the aforementioned permission state control unit executes the aforementioned control request.

2. The prompting control device according to claim 1, wherein, When the state requiring monitoring transitions from a state where the aforementioned control interruption is permitted to a state where monitoring is not required, the permitted state control unit suspends the aforementioned control request.

3. The prompting control device according to claim 1, wherein, If the reason for the relocation includes either the elimination of traffic congestion or exiting a pre-defined driving area where surrounding monitoring is permitted, and the reason for the relocation is the elimination of traffic congestion, the permission status control unit shall suspend the holding request.

4. The prompting control device according to claim 1, wherein, If the reason for relocation includes either the elimination of traffic congestion or exiting a pre-set driving area where surrounding monitoring is permitted, and the reason for relocation is exiting the driving area, the permission status control unit suspends the holding request.

5. The prompting control device according to any one of claims 1 to 4, wherein, If the aforementioned monitoring state that allows the interruption of control continues for a specified period of time or more, the control state control unit will execute the control request even if it is permissible to allow the interruption of control to continue.

6. The prompting control device according to any one of claims 1 to 4, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned interruption of control is permitted, the aforementioned permission state control unit executes an action request to the aforementioned driver to change the position of his arm.

7. The prompting control device according to any one of claims 1 to 4, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned state where the control can be interrupted, the aforementioned state control unit executes a monitoring request for the driver to implement the aforementioned surrounding monitoring and a posture request for the driver to adopt the ideal posture in the aforementioned state of control interruption.

8. The prompting control device according to any one of claims 1 to 4, wherein, After transitioning from the aforementioned no-monitoring state to the manual driving state, if it becomes possible to perform the aforementioned automatic driving in the aforementioned monitoring state that allows for the interruption of the aforementioned control, the aforementioned permission state control unit omits the aforementioned monitoring state that does not allow for the interruption of the aforementioned control.

9. The prompting control device according to any one of claims 1 to 4, wherein, Even if the driver fails to comply with the aforementioned control request, the aforementioned permission status control unit may interrupt the aforementioned control in the aforementioned monitoring state.

10. The prompting control device according to any one of claims 1 to 4, wherein, have: The readiness assessment unit determines the level of readiness of the driver for the aforementioned autonomous driving. The aforementioned judgment unit is capable of changing the state of the aforementioned autonomous driving, and before changing the state of the aforementioned autonomous driving, it determines whether to permit the change of the state of the aforementioned autonomous driving based on the level of preparedness.

11. The prompting control device according to claim 10, wherein, Even if the level of preparedness decreases after the transition from the state of no need for monitoring to the state of need for monitoring, the judgment unit still allows the state of need for monitoring to continue.

12. The prompting control device according to claim 10, wherein, In the case of transitioning from the previous state of autonomous driving to manual driving and then to the current state of autonomous driving, the readiness level determination unit determines whether the data obtained in the previous readiness level determination can be used this time, and if it is determined that the data can be used, it uses the previous data in the current readiness level determination.

13. The prompting control device according to claim 12, wherein, If the preparedness assessment unit determines that the previously obtained data is unusable, it will re-acquire the data and assess the preparedness level. The aforementioned permission status control department notified the process of obtaining the aforementioned data.

14. The prompting control device according to claim 10, wherein, The aforementioned judgment unit determines whether the conditions for ensuring the operation time of the steering wheel by the driver are met, and if the conditions are met, sets the threshold for the level of readiness to allow changes in the state of autonomous driving to be higher than the threshold if the conditions are not met.

15. The prompting control device according to any one of claims 1 to 4, wherein, The aforementioned judgment unit performs a judgment immediately following the Level 4 mode (equivalent to Level 4 of autonomous driving) to Level 3 mode (equivalent to Level 3 of autonomous driving), or a monitoring-required mode (permitting the interruption of control) or a manual driving mode (i.e., a level downgrade transition), by passing through the monitoring-required mode (which prohibits the interruption of control) immediately after the Level 4 mode. The aforementioned permission status control unit executes the aforementioned control request during the aforementioned process of monitoring a state that requires prohibition of control interruption during the aforementioned level reduction migration.

16. The prompting control device according to claim 15, wherein, If the aforementioned judgment unit determines that the condition for ensuring the driver's steering wheel operation time is not met, it will terminate the termination judgment immediately following Level 4 mode by prohibiting the aforementioned control interruption in the aforementioned monitoring state. Upon making the aforementioned suspension determination, the aforementioned permission status control unit suspends the execution of the aforementioned control request.

17. The prompting control device according to claim 16, wherein, Even if the aforementioned determination unit determines that the aforementioned assurance condition is not met, in the process of shifting the level of the aforementioned monitoring state to either the steering control or acceleration / deceleration control of the aforementioned vehicle via the aforementioned automatic driving control or the aforementioned manual driving state, the aforementioned determination of the aforementioned monitoring state by prohibiting the aforementioned holding interruption is also performed.

18. The prompting control device according to claim 15, wherein, Based on the reasons for the removal of the Level 4 mode during the aforementioned level reduction migration, the aforementioned judgment department changes the migration destination status.

19. The prompting control device according to any one of claims 1 to 4, wherein, In the transition from the aforementioned state of no monitoring required to the aforementioned state of required monitoring and the state of manual driving, the aforementioned judgment unit changes the destination of the transition based on the reason for the removal of the aforementioned state of no monitoring required.

20. A prompting control device, which controls prompting information to a driver of a vehicle capable of performing autonomous driving, wherein, have: The judgment unit determines the transition between a non-monitoring state that allows the driver to interrupt the surrounding monitoring during the execution of the above-mentioned automatic driving and a monitoring state that prohibits the driver from interrupting the surrounding monitoring during the execution of the above-mentioned automatic driving, and whether the driver can be allowed to interrupt the steering wheel in the monitoring state. The permission status control unit, upon transitioning from the aforementioned no-monitoring state to the aforementioned monitoring-required state where the aforementioned grip interruption is permitted, after executing the aforementioned steering wheel grip request for the driver, permits the aforementioned grip interruption in the monitoring-required state; and The readiness assessment unit determines the level of readiness of the driver for the aforementioned autonomous driving. The aforementioned judgment unit is capable of changing the state of the aforementioned autonomous driving, and before changing the state of the aforementioned autonomous driving, it determines whether to permit the change of the state of the aforementioned autonomous driving based on the level of preparedness.

21. The prompting control device according to claim 20, wherein, When the state requiring monitoring transitions from a state where the aforementioned control interruption is permitted to a state where monitoring is not required, the permitted state control unit suspends the aforementioned control request.

22. The prompting control device according to claim 20, wherein, The aforementioned permission status control unit decides whether to execute the aforementioned control request based on the reason for the transition from the aforementioned state that does not require monitoring to the aforementioned state that requires monitoring.

23. The prompting control device according to claim 22, wherein, If the reason for the relocation includes either the elimination of traffic congestion or exiting a pre-defined driving area where surrounding monitoring is permitted, and the reason for the relocation is the elimination of traffic congestion, the permission status control unit shall suspend the holding request.

24. The prompting control device according to claim 22, wherein, If the reason for the aforementioned migration is different from the reason for traffic congestion elimination and traffic congestion continues, after migrating from the aforementioned state of no need for monitoring to the aforementioned state of need for monitoring that allows the aforementioned control to be interrupted, the aforementioned permission state control unit executes the aforementioned control request.

25. The prompting control device according to claim 22, wherein, If the reason for relocation includes either the elimination of traffic congestion or exiting a pre-set driving area where surrounding monitoring is permitted, and the reason for relocation is exiting the driving area, the permission status control unit suspends the holding request.

26. The prompting control device according to any one of claims 20 to 25, wherein, If the aforementioned monitoring state that allows the interruption of control continues for a specified period of time or more, the control state control unit will execute the control request even if it is permissible to allow the interruption of control to continue.

27. The prompting control device according to any one of claims 20 to 25, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned interruption of control is permitted, the aforementioned permission state control unit executes an action request to the aforementioned driver to change the position of his arm.

28. The prompting control device according to any one of claims 20 to 25, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned state where the control can be interrupted, the aforementioned state control unit executes a monitoring request for the driver to implement the aforementioned surrounding monitoring and a posture request for the driver to adopt the ideal posture in the aforementioned state of control interruption.

29. The prompting control device according to any one of claims 20 to 25, wherein, After transitioning from the aforementioned no-monitoring state to the manual driving state, if it becomes possible to perform the aforementioned automatic driving in the aforementioned monitoring state that allows for the interruption of the aforementioned control, the aforementioned permission state control unit omits the aforementioned monitoring state that does not allow for the interruption of the aforementioned control.

30. The prompting control device according to any one of claims 20 to 25, wherein, Even if the driver fails to comply with the aforementioned control request, the aforementioned permission status control unit may interrupt the aforementioned control in the aforementioned monitoring state.

31. The prompting control device according to claim 20, wherein, Even if the level of preparedness decreases after the transition from the state of no need for monitoring to the state of need for monitoring, the judgment unit still allows the state of need for monitoring to continue.

32. The prompting control device according to claim 20, wherein, In the case of transitioning from the previous state of autonomous driving to manual driving and then to the current state of autonomous driving, the readiness level determination unit determines whether the data obtained in the previous readiness level determination can be used this time, and if it is determined that the data can be used, it uses the previous data in the current readiness level determination.

33. The prompting control device according to claim 32, wherein, If the preparedness assessment unit determines that the previously obtained data is unusable, it will re-acquire the data and assess the preparedness level. The aforementioned permission status control department notified the process of obtaining the aforementioned data.

34. The prompting control device according to claim 20, wherein, The aforementioned judgment unit determines whether the conditions for ensuring the operation time of the steering wheel by the driver are met, and if the conditions are met, sets the threshold for the level of readiness to allow changes in the state of autonomous driving to be higher than the threshold if the conditions are not met.

35. The prompting control device according to any one of claims 20 to 25, wherein, The aforementioned judgment unit performs a judgment immediately following the Level 4 mode (equivalent to Level 4 of autonomous driving) to Level 3 mode (equivalent to Level 3 of autonomous driving), or a monitoring-required mode (permitting the interruption of control) or a manual driving mode (i.e., a level downgrade transition), by passing through the monitoring-required mode (which prohibits the interruption of control) immediately after the Level 4 mode. The aforementioned permission status control unit executes the aforementioned control request during the aforementioned process of monitoring a state that requires prohibition of control interruption during the aforementioned level reduction migration.

36. The prompting control device according to claim 35, wherein, If the aforementioned judgment unit determines that the condition for ensuring the driver's steering wheel operation time is not met, it will terminate the termination judgment immediately following Level 4 mode by prohibiting the aforementioned control interruption in the aforementioned monitoring state. Upon making the aforementioned suspension determination, the aforementioned permission status control unit suspends the execution of the aforementioned control request.

37. The prompting control device according to claim 36, wherein, Even if the aforementioned determination unit determines that the aforementioned assurance condition is not met, in the process of shifting the level of the aforementioned monitoring state to either the steering control or acceleration / deceleration control of the aforementioned vehicle via the aforementioned automatic driving control or the aforementioned manual driving state, the aforementioned determination of the aforementioned monitoring state by prohibiting the aforementioned holding interruption is also performed.

38. The prompting control device according to claim 35, wherein, Based on the reasons for the removal of the Level 4 mode during the aforementioned level reduction migration, the aforementioned judgment department changes the migration destination status.

39. The prompting control device according to any one of claims 20 to 25, wherein, In the transition from the aforementioned state of no monitoring required to the aforementioned state of required monitoring and the state of manual driving, the aforementioned judgment unit changes the destination of the transition based on the reason for the removal of the aforementioned state of no monitoring required.

40. A prompting control device, which controls prompting information to a driver of a vehicle capable of performing autonomous driving, wherein, have: The judgment unit determines the transition between a non-monitoring state that allows the driver to interrupt the surrounding monitoring during the execution of the above-mentioned automatic driving and a monitoring state that prohibits the driver from interrupting the surrounding monitoring during the execution of the above-mentioned automatic driving, and whether the driver can be allowed to interrupt the steering wheel in the monitoring state. as well as When the state control unit transitions from a state where monitoring is not required to a state where monitoring is required and where the interruption of steering wheel control is permitted, it permits the interruption of steering wheel control in the state requiring monitoring after executing the steering wheel control request for the driver. The aforementioned judgment unit performs a judgment immediately following the Level 4 mode (equivalent to Level 4 of autonomous driving) to Level 3 mode (equivalent to Level 3 of autonomous driving), or a monitoring-required mode (permitting the interruption of control) or a manual driving mode (i.e., a level downgrade transition), by passing through the monitoring-required mode (which prohibits the interruption of control) immediately after the Level 4 mode. The aforementioned permission status control unit executes the aforementioned control request during the aforementioned process of monitoring a state that requires prohibition of control interruption during the aforementioned level reduction migration.

41. The prompting control device according to claim 40, wherein, When the state requiring monitoring transitions from a state where the aforementioned control interruption is permitted to a state where monitoring is not required, the permitted state control unit suspends the aforementioned control request.

42. The prompting control device according to claim 40, wherein, The aforementioned permission status control unit decides whether to execute the aforementioned control request based on the reason for the transition from the aforementioned state that does not require monitoring to the aforementioned state that requires monitoring.

43. The prompting control device according to claim 42, wherein, If the reason for the relocation includes either the elimination of traffic congestion or exiting a pre-defined driving area where surrounding monitoring is permitted, and the reason for the relocation is the elimination of traffic congestion, the permission status control unit shall suspend the holding request.

44. The prompting control device according to claim 42, wherein, If the reason for the aforementioned migration is different from the reason for traffic congestion elimination and traffic congestion continues, after migrating from the aforementioned state of no need for monitoring to the aforementioned state of need for monitoring that allows the aforementioned control to be interrupted, the aforementioned permission state control unit executes the aforementioned control request.

45. The prompting control device according to claim 42, wherein, If the reason for relocation includes either the elimination of traffic congestion or exiting a pre-set driving area where surrounding monitoring is permitted, and the reason for relocation is exiting the driving area, the permission status control unit suspends the holding request.

46. ​​The prompting control device according to any one of claims 40 to 45, wherein, If the aforementioned monitoring state that allows the interruption of control continues for a specified period of time or more, the control state control unit will execute the control request even if it is permissible to allow the interruption of control to continue.

47. The prompting control device according to any one of claims 40 to 45, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned interruption of control is permitted, the aforementioned permission state control unit executes an action request to the aforementioned driver to change the position of his arm.

48. The prompting control device according to any one of claims 40 to 45, wherein, In the case of a direct transition from the aforementioned state where no monitoring is required to the aforementioned state where monitoring is required and the aforementioned state where the control can be interrupted, the aforementioned state control unit executes a monitoring request for the driver to implement the aforementioned surrounding monitoring and a posture request for the driver to adopt the ideal posture in the aforementioned state of control interruption.

49. The prompting control device according to any one of claims 40 to 45, wherein, After transitioning from the aforementioned no-monitoring state to the manual driving state, if it becomes possible to perform the aforementioned automatic driving in the aforementioned monitoring state that allows for the interruption of the aforementioned control, the aforementioned permission state control unit omits the aforementioned monitoring state that does not allow for the interruption of the aforementioned control.

50. The prompting control device according to any one of claims 40 to 45, wherein, Even if the driver fails to comply with the aforementioned control request, the aforementioned permission status control unit may interrupt the aforementioned control in the aforementioned monitoring state.

51. The prompting control device according to claim 40, wherein, If the aforementioned judgment unit determines that the condition for ensuring the driver's steering wheel operation time is not met, it will terminate the termination judgment immediately following Level 4 mode by prohibiting the aforementioned control interruption in the aforementioned monitoring state. Upon making the aforementioned suspension determination, the aforementioned permission status control unit suspends the execution of the aforementioned control request.

52. The prompting control device according to claim 51, wherein, Even if the aforementioned determination unit determines that the aforementioned assurance condition is not met, in the process of shifting the level of the aforementioned monitoring state to either the steering control or acceleration / deceleration control of the aforementioned vehicle via the aforementioned automatic driving control or the aforementioned manual driving state, the aforementioned determination of the aforementioned monitoring state by prohibiting the aforementioned holding interruption is also performed.

53. The prompting control device according to claim 40, wherein, Based on the reasons for the removal of the Level 4 mode during the aforementioned level reduction migration, the aforementioned judgment department changes the migration destination status.

54. The prompting control device according to any one of claims 40-45, wherein, In the transition from the aforementioned state of no monitoring required to the aforementioned state of required monitoring and the state of manual driving, the aforementioned judgment unit changes the destination of the transition based on the reason for the removal of the aforementioned state of no monitoring required.

55. A storage medium storing a prompting control program, the prompting control program being stored in the storage medium for controlling prompts of information to a driver of a vehicle capable of performing autonomous driving, and comprising commands to be executed by a processor, wherein... The above commands include: The judgment process determines the transition between a state where the driver is permitted to interrupt surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is not required) and a state where the driver is prohibited from interrupting surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is required); and whether, in the state where monitoring is required, the driver can be permitted to interrupt their grip on the steering wheel; and In the permission state control process, when transitioning from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned steering wheel interruption is permitted, after executing the aforementioned steering wheel grip request for the driver, the aforementioned steering wheel interruption in the state where monitoring is required is permitted. In the aforementioned permission status control process, based on the reason for the transition from the aforementioned state that does not require monitoring to the aforementioned state that requires monitoring, a decision is made as to whether to execute the aforementioned control request. In the aforementioned permitting state control process, if the reason for the migration is different from the reason for traffic congestion elimination and traffic congestion continues, the aforementioned control request is executed after the migration from the state where monitoring is not required to the state where monitoring is required, which allows the interruption of the control measures. In the aforementioned permission status control process, if the disappearance of the vehicle behind the aforementioned vehicle is the reason for the aforementioned migration, the aforementioned control request is executed after the migration from the aforementioned no-monitoring state to the aforementioned monitoring-required state that allows the aforementioned control to be interrupted.

56. A storage medium storing a prompting control program, the prompting control program being stored in the storage medium for controlling prompts of information to a driver of a vehicle capable of performing autonomous driving, and comprising commands to be executed by a processor, wherein... The above commands include: The judgment process determines the transition between a non-monitoring state that allows the driver to interrupt the surrounding monitoring during the execution of the above-mentioned autonomous driving and a monitoring state that prohibits the driver from interrupting the surrounding monitoring during the execution of the above-mentioned autonomous driving, and whether the driver can be allowed to interrupt the steering wheel in the monitoring state. The permission state control process, when transitioning from the aforementioned no-monitoring state to the aforementioned monitoring-required state that permits the aforementioned grip interruption, after executing the aforementioned steering wheel grip request for the driver, permits the aforementioned grip interruption in the monitoring-required state; and The readiness assessment process determines the level of readiness of the driver for the aforementioned autonomous driving. In the above-mentioned judgment process, the state of the autonomous driving can be changed, and before the state of the autonomous driving is changed, it is determined whether the change of the state of the autonomous driving is permitted based on the level of preparedness.

57. A storage medium storing a prompting control program, the prompting control program being stored in the storage medium for controlling prompts of information to a driver of a vehicle capable of performing autonomous driving, and comprising commands to be executed by a processor, wherein... The above commands include: The judgment process determines the transition between a state where the driver is permitted to interrupt surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is not required) and a state where the driver is prohibited from interrupting surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is required); and whether, in the state where monitoring is required, the driver can be permitted to interrupt their grip on the steering wheel; and In the permission state control process, when transitioning from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned steering wheel interruption is permitted, after executing the aforementioned steering wheel grip request for the driver, the aforementioned steering wheel interruption in the state where monitoring is required is permitted. In the aforementioned judgment process, during the transition from the Level 4 mode (equivalent to Level 4 of autonomous driving in the aforementioned state of no monitoring required) to the Level 3 mode (equivalent to Level 3 of autonomous driving in the aforementioned state of no monitoring required), the aforementioned state of requiring monitoring that allows the interruption of control, or the manual driving state, i.e., the level downgrade transition, a judgment is made immediately following the aforementioned Level 4 mode via the aforementioned state of requiring monitoring that prohibits the interruption of control. In the aforementioned permission status control process, during the aforementioned level reduction migration process, in the process of the aforementioned monitoring state that prohibits the aforementioned control interruption, the aforementioned control request is executed.

58. An automatic driving control device, which is capable of performing automatic driving in a vehicle, wherein, have: The state control unit performs the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which is a state where monitoring is not required, and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving. The control judgment unit determines, under the aforementioned monitoring conditions, whether it is permissible for the driver to interrupt his control of the steering wheel; as well as The request output unit, when performing a transition from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned grip interruption is permissible, outputs a steering wheel grip request for the driver. When a transition from the state where monitoring is not required to the state where monitoring is required is performed based on the elimination of traffic congestion, the control determination unit, after temporarily moving from the state where monitoring is not required to the state where monitoring is required and the interruption of control is not permitted, moves to the state where monitoring is required and the interruption of control is permitted.

59. The automatic driving control device according to claim 58, wherein, After the aforementioned request output unit outputs the aforementioned control request, the aforementioned control determination unit permits the aforementioned control interruption in the aforementioned monitoring state.

60. The automatic driving control device according to claim 58 or 59, wherein, When the transition from the state where monitoring is not required to the state where monitoring is required is performed based on reasons different from those for traffic congestion elimination, the control determination unit, after moving from the state where monitoring is not required to the state where monitoring is required to allow the interruption of control, moves to the state where monitoring is required to not allow the interruption of control.

61. An automated driving control device, which is capable of performing automated driving in a vehicle, wherein, have: The state control unit performs the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which is a state where monitoring is not required, and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving. The control judgment unit determines, under the aforementioned monitoring conditions, whether it is permissible for the driver to interrupt his control of the steering wheel; as well as The request output unit, when performing a transition from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned grip interruption is permissible, outputs a steering wheel grip request for the driver. When the transition from the state where monitoring is not required to the state where monitoring is required is performed based on reasons different from those for traffic congestion elimination, the control determination unit, after moving from the state where monitoring is not required to the state where monitoring is required to allow the interruption of control, moves to the state where monitoring is required to not allow the interruption of control.

62. The automatic driving control device according to claim 61, wherein, After the aforementioned request output unit outputs the aforementioned control request, the aforementioned control determination unit permits the aforementioned control interruption in the aforementioned monitoring state.

63. A storage medium storing an autonomous driving control program, wherein the autonomous driving control program is stored in the storage medium to enable autonomous driving in a vehicle and includes commands for execution by a processor, wherein... The above commands include: The state control process performs the transition between a state in which the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which does not require monitoring, and a state in which the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving, which requires monitoring. The control judgment process, under the aforementioned monitored conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and In the process of requesting an output, if the transition is performed from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned grip interruption is permissible, a steering wheel grip request is output for the aforementioned driver. In the aforementioned control determination process, when the transition from the state that does not require monitoring to the state that requires monitoring is performed based on the elimination of traffic congestion, after temporarily moving from the state that does not require monitoring to the state that requires monitoring where the interruption of control is not permitted, the transition is made to the state that requires monitoring where the interruption of control is permitted.

64. A storage medium storing an autonomous driving control program, the autonomous driving control program being stored in the storage medium to enable autonomous driving in a vehicle and containing commands for execution by a processor, wherein... The above commands include: The state control process performs the transition between a state in which the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which does not require monitoring, and a state in which the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving, which requires monitoring. The control judgment process, under the aforementioned monitored conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and In the process of requesting an output, if the transition is performed from the aforementioned state where monitoring is not required to the aforementioned state where monitoring is required and the aforementioned grip interruption is permissible, a steering wheel grip request is output for the aforementioned driver. In the aforementioned control determination process, if the transition from the aforementioned no-monitoring state to the aforementioned monitoring-required state is performed based on reasons different from traffic congestion elimination, after the transition from the aforementioned no-monitoring state to the aforementioned monitoring-required state that allows the aforementioned control to be interrupted, the transition is then made to the aforementioned monitoring-required state that does not allow the aforementioned control to be interrupted.

65. An automated driving control device, which is capable of performing automated driving in a vehicle, wherein, have: The state control unit performs the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which is a state where monitoring is not required, and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving. as well as The steering wheel control unit, under the aforementioned monitoring conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel. In traffic congestion, if the state control unit transitions from the state requiring monitoring to the state requiring monitoring based on the termination decision of the state requiring monitoring, the control judgment unit, after transitioning to a state that allows the interruption of control, then transitions to a state that does not allow the interruption of control. The aforementioned automatic driving control device also features: The request output unit, in the case of traffic congestion, performs a transition from the state of no need for monitoring to the state of need for monitoring that allows for the interruption of the steering wheel, based on the decision to end the state of no need for monitoring. The request output unit outputs a preparation request for the driver to take control of the steering wheel.

66. A storage medium storing an autonomous driving control program, the autonomous driving control program being stored in the storage medium to enable autonomous driving in a vehicle and containing commands for execution by a processor, wherein... The above commands include: The state control process executes the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is not required) and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving (a state where monitoring is required); and The control judgment process, under the aforementioned monitoring conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel. In traffic congestion, if the decision to terminate the aforementioned state of no need for monitoring is made to transition from the state of no need for monitoring to the state of need for monitoring, the control determination process determines the following transition: after transitioning to a state that allows the interruption of control, the transition is then made to a state that does not allow the interruption of control. The above commands also include: In the aforementioned traffic congestion, if the decision to terminate the aforementioned no-monitoring state is made to transition from the aforementioned no-monitoring state to the aforementioned monitoring-required state that allows for the interruption of the steering wheel, a request for preparation for the driver to take control of the steering wheel is output.

67. An automatic driving control device, which is capable of performing automatic driving in a vehicle, wherein, have: The state control unit performs the transition between a state where the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which is a state where monitoring is not required, and a state where the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving. as well as The steering wheel control unit, under the aforementioned monitoring conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel. After executing the transition from the state that does not require monitoring to manual driving, if the aforementioned state control unit and the aforementioned grip determination unit determine within a predetermined time that the interruption of grip can be permitted, they omit the transition to the state that requires monitoring and does not permit the interruption of grip, and instead execute a direct transition from the aforementioned manual driving to the state that requires monitoring and permits the interruption of grip. After the aforementioned state control unit and the aforementioned control judgment unit execute the transition from the aforementioned no-monitoring state to the aforementioned manual driving state, if they determine after the aforementioned predetermined time that the aforementioned control interruption is permissible, they will progressively raise the autonomous driving level from the aforementioned manual driving state to the aforementioned monitoring-required state where the aforementioned control interruption is permissible.

68. A storage medium storing an autonomous driving control program, the autonomous driving control program being stored in the storage medium to enable autonomous driving in a vehicle and containing commands for execution by a processor, wherein... The above commands include: The state control process performs the transition between a state in which the driver is permitted to interrupt the surrounding monitoring during the execution of the aforementioned autonomous driving, which does not require monitoring, and a state in which the driver is prohibited from interrupting the surrounding monitoring during the execution of the aforementioned autonomous driving, which requires monitoring. The control judgment process, under the aforementioned monitored conditions, determines whether it is permissible for the driver to interrupt their control of the steering wheel; and In the state recovery process, after the state control process performs the transition from the state without monitoring to manual driving, if the control judgment process determines within a specified time that the control interruption is permissible, the transition to the state requiring monitoring, which does not permit the control interruption, is omitted, and a direct transition from manual driving to the state requiring monitoring, which permits the control interruption, is performed. Furthermore, after the state control process performs the transition from the state without monitoring to manual driving, if the predetermined time has elapsed and the control interruption is deemed permissible, the autonomous driving level is progressively raised from manual driving to the state requiring monitoring, which permits the control interruption.

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