control device

Abstract

The control device (18) is configured to be capable of executing a lane change control in a vehicle capable of automated driving, the lane change control being a driving control for a lane change and including at least an automatic steering manipulation control, wherein the control device is provided with: a processor (181); and a memory (182) that is a non-transitory tangible storage medium, storing data and program commands used by the processor. The processor is configured to limit the lane change control even in an automated driving in which a driver makes an execution start instruction of the lane change, in a first case where a transfer region at which a driving automation level changes is within a prescribed distance or within a prescribed time, or in a second case where a lane change destination region has a merging point or a curve point.

Description

[0001] Cross-reference to related applications

[0002] This application is based on Japanese Patent Application No. 2021-119475, filed on July 20, 2021, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to vehicle control devices. Background Technology

[0004] Various technologies for automatically controlling lane changes through onboard systems have been proposed in the past. For example, the automatic driving device described in Patent Document 1 controls the vehicle to change lanes to other lanes when it detects congestion in the lane in which the vehicle is traveling.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2011-162132

[0006] For example, there might be scenarios where the vehicle, in autonomous driving without requiring the driver to monitor the surroundings, encounters situations where lane changes are necessary or recommended, or where the driver wants to change lanes. Here, the traffic environment when performing automatic lane change control based on the onboard system is diverse. Specifically, for example, the vehicle's behavior during a lane change and the actual time required to perform the lane change can vary depending on the vehicle's speed, the traffic conditions on the road the vehicle is currently traveling on, and so on. Summary of the Invention

[0007] This disclosure was made in view of the circumstances illustrated above. That is, this disclosure provides, for example, techniques to improve the convenience of vehicles capable of performing automatic lane change control based on an onboard system.

[0008] According to one aspect of this disclosure, the control device is configured to perform lane change control in a vehicle capable of autonomous driving, the lane change control being a driving control for lane changes and including at least automatic steering control.

[0009] The control device has the following features:

[0010] Processor; and

[0011] As a non-transitional tangible storage medium, the memory stores data and program commands used by the aforementioned processor.

[0012] The processor described above is configured as follows:

[0013] By executing the program commands stored in the aforementioned memory, in either the first or second case, even when the driver initiates a lane change instruction in autonomous driving without the obligation to monitor surroundings, the lane change control is restricted. In the first case, the distance to the transition area where the driving automation level changes is within a specified distance or time. In the second case, there is a merging point or a curve in the lane change destination area.

[0014] According to another aspect of this disclosure, the control device is configured to perform overtaking control in a vehicle capable of autonomous driving, the overtaking control being a driving control for overtaking and including at least automatic steering control.

[0015] The control device has the following features:

[0016] More than one processor; and

[0017] One or more memories, serving as non-transitional tangible storage media, store data and program commands used by the aforementioned processor.

[0018] The processor described above is configured as follows:

[0019] By executing the program commands stored in the aforementioned memory, the overtaking control is restricted when the location of the second lane change is within a specified distance or time from the transition area where the driving automation level changes, or when there is a merging point or a curve in the lane change destination area at the aforementioned second lane change location. The aforementioned second lane change location is a predetermined location for performing the second lane change, and the second lane change is used to return to the aforementioned lane after the vehicle has changed lanes to an adjacent lane for overtaking before the overtaking control began.

[0020] According to another aspect of this disclosure, the control device is a vehicle configured to drive automatically and perform overtaking control, wherein the overtaking control is a driving control for overtaking and includes at least automatic steering control, wherein the control device comprises:

[0021] More than one processor; and

[0022] One or more memories, serving as non-transitional tangible storage media, store data and program commands used by the aforementioned processor.

[0023] The processor described above is configured as follows:

[0024] By executing the program commands stored in the aforementioned memory, when the driver performs the execution start instruction for the aforementioned overtaking control in autonomous driving without the obligation to monitor the surroundings, a report urging the driver to monitor the surroundings is executed when changing lanes in the aforementioned overtaking control.

[0025] Furthermore, in the various sections of the application, reference numerals in parentheses are sometimes used to indicate the elements. In this case, the reference numerals merely indicate an example of the correspondence between the element and the specific structure described in the embodiments described later. Therefore, this disclosure is not limited by the description of the reference numerals. Attached Figure Description

[0026] Figure 1 This is a block diagram showing the general structure of an on-board system including the control device of the implementation method.

[0027] Figure 2 It means Figure 1 The diagram shows a schematic block diagram of the functional structure of the driving control device.

[0028] Figure 3 It means Figure 1 The diagram shows a schematic block diagram of the functional structure of the HMI control device.

[0029] Figure 4 It means Figure 1 The flowchart shows an example of an action in the vehicle system.

[0030] Figure 5 It means Figure 1 The flowchart shows an example of an action in the vehicle system.

[0031] Figure 6 It means Figure 1 The flowchart shows an overview of another action example in the vehicle system.

[0032] Figure 7 It means Figure 1 The flowchart shows an overview of another action example in the vehicle system.

[0033] Figure 8 It means Figure 1 The flowchart shows an overview of another action example in the vehicle system.

[0034] Figure 9 It means Figure 1 The flowchart shows an overview of another action example in the vehicle system.

[0035] Figure 10 It means Figure 1The flowchart shows an overview of another action example in the vehicle system. Detailed Implementation

[0036] (Implementation Method)

[0037] Hereinafter, embodiments will be described with reference to the accompanying drawings. Furthermore, if descriptions of various modifications applicable to a particular embodiment are inserted sequentially within a series of descriptions related to that embodiment, it may hinder the understanding of that embodiment. Therefore, modifications will be described later, not in the middle of a series of descriptions related to that embodiment.

[0038] (Vehicle system structure)

[0039] If reference Figure 1 The vehicle system 10 is configured to function as a driving automation system in a vehicle by being mounted on the automobile. Hereinafter, the vehicle equipped with the vehicle system 10 will sometimes be referred to as "this vehicle". Specifically, in this embodiment, the vehicle system 10 is configured to at least enable automatic steering control driving.

[0040] "Automatic steering and maneuvering driving" refers to the driving automation system responsible for executing at least the steering, i.e., lateral vehicle motion control sub-task, within the dynamic driving tasks specified in the SAE International standard "SAE J3016". SAE is an abbreviation for the Society of Automotive Engineers. "Dynamic driving tasks" refer to all operational and tactical functions that need to be performed in real time when operating a vehicle in road traffic, excluding strategic functions. "Strategic functions" include trip planning, route selection, etc., specifically including deciding or choosing "whether to go or not, when to go, where to go, and how to go."

[0041] In other words, "automatic steering and maneuvering driving" typically corresponds to Level 1 or Level 2 of driving automation in "SAE J3016". However, "automatic steering and maneuvering driving" also includes the concept of "automatic driving". "Automatic driving" refers to driving automation levels that meet Levels 3 to 5 in "SAE J3016", where the driving automation system is responsible for performing all dynamic driving tasks. Hereinafter, Level X in "SAE J3016" will be abbreviated as "SAE Level X". X can be any one of 0 to 5.

[0042] In the SAE Level X, a higher X value or a greater number of dynamic driving tasks performed by the driver automation system indicates a "higher" level of driver automation. A change in the driver automation level towards a higher level is referred to as an "increase" in the driver automation level. Conversely, a lower X value or a lesser number of dynamic driving tasks performed by the driver automation system indicates a "lower" level of driver automation. A change in the driver automation level towards a lower level is referred to as a "decrease" in the driver automation level.

[0043] Specifically, the contents of SAE levels 0-5 are as follows. Furthermore, in the descriptions of each level below, "driver" refers to the occupant responsible for or performing dynamic driving tasks; typically, it refers to the occupant in the driver's seat of the vehicle, also known as the "driver's seat occupant." "OEDR" is an abbreviation for Object and Event Detection and Response, also known as "object and event detection and response." OEDR includes monitoring of the driving environment. Monitoring of the driving environment includes the detection, identification, and classification of objects and events. Additionally, monitoring of the driving environment includes preparing responses as needed for objects and events. A "defined area" is a specific condition designed for the operation of a driving automation system or its functions; also known as the operational design domain or ODD. ODD is an abbreviation for Operational Design Domain. A defined area includes at least one of several constraints such as geography, environment, speed, and time.

[0044] • Level 0: Manual driving... The driver performs all dynamic driving tasks.

[0045] Level 1: Driver Assistance… The driver automation system continuously performs either the longitudinal or lateral vehicle motion control sub-tasks within a specific, defined area of ​​a dynamic driving task. The longitudinal vehicle motion control sub-tasks are starting, acceleration, deceleration, and stopping. The lateral vehicle motion control sub-tasks are steering. However, the driver automation system does not perform both longitudinal and lateral vehicle motion control sub-tasks simultaneously.

[0046] Level 2: Advanced Driver Assistance… The driver automation system continuously performs longitudinal and lateral vehicle motion control sub-tasks within a specific, defined area of ​​dynamic driving tasks. The driver is expected to supervise the driver automation system by performing OEDR (Output Equivalent to a Sub-task of Dynamic Driving).

[0047] Level 3: Conditional Automated Driving… The automated driving system continuously performs all dynamic driving tasks within a specific, defined area. In principle, the driver is not obligated to perform OEDR (Occupational Emergency Response) tasks such as surrounding area monitoring (i.e., monitoring the traffic environment around the vehicle). However, in situations where this level of automated driving is difficult to maintain, the automated driving system has sufficient time to request a driver substitution. The driver is required to respond appropriately to this request.

[0048] Level 4: Advanced Automated Driving… The automated driving system continuously performs all dynamic driving tasks within a specific, defined area. In situations where maintaining this level of automated driving is difficult within the defined area, the automated driving system handles the corresponding situations.

[0049] Level 5: Fully Automated Driving… The driving automation system continuously performs all dynamic driving tasks without limitation, not confined to specific areas. Responses to situations where maintaining this level of driving automation is difficult are also handled without restriction by the driving automation system, not limited to specific areas.

[0050] In this implementation, the vehicle system 10 is configured to achieve SAE Level 0 to 3 driving automation levels within the vehicle. Specifically, the vehicle system 10 is configured to perform ACC and LKA, equivalent to SAE Level 1. ACC stands for Adaptive Cruise Control, also known as inter-vehicle distance control. LKA stands for Lane Keeping Assistance.

[0051] Furthermore, the vehicle system 10 is configured to perform both hands-free driving and hands-free driving, equivalent to SAE Level 2. "Hands-free driving" refers to a level of driving automation where the driver operates the vehicle and the driving automation system performs driving control or driving assistance control in a timely manner. In other words, hands-free driving is an advanced driver assistance system that executes the driver's request for a hands-free state and monitoring of the surrounding environment as a dynamic driving task. "Surrounding environment monitoring" refers to monitoring the traffic environment around the vehicle, specifically road conditions, traffic conditions, and the presence of obstacles. "Road conditions" refers to the terrain conditions of the road, such as the presence or curvature of curves. "Traffic conditions" refers to traffic volume, i.e., the presence of other vehicles. "Obstacle presence" includes the presence, type, relative position, and relative speed of obstacles. "Obstacles" include people, animals, parked vehicles, and objects fallen from the road. "Hands-free state" refers to a state where the driver can interfere with the vehicle's steering control, i.e., the lateral vehicle motion control sub-task; typically, this is the state where the driver holds the steering wheel 211, described later. On the other hand, "hands-free driving" is a level of driving automation where the driving automation system automatically performs start-up, steering, acceleration / deceleration, and stopping control, provided the driver appropriately responds to intervention requests from the system. In other words, hands-free driving is an advanced driver assistance system that, while not requesting the driver to hold the hands, requests the driver to perform surrounding monitoring as part of a dynamic driving task. The vehicle system 10 is configured to perform LCA (Lane Change Assist) in both hands-free and hands-free driving modes. LCA is an abbreviation for Lane Change Assist, which is an automatic lane change assist system that uses the turn signal indicator as a trigger to initiate a lane change.

[0052] Furthermore, the vehicle system 10 is configured to perform autonomous driving under conditions equivalent to SAE Level 3, such as driving within a legally permitted speed range on a designated autonomous driving road. Hereinafter, unless otherwise specified, this autonomous driving will be referred to as "autonomous driving." A "road capable of autonomous driving" is a motor vehicle-only road pre-set as capable of autonomous driving. Typically, a road capable of autonomous driving is a motor vehicle-only road with a legally permitted maximum speed exceeding 60 km / h, such as a highway. Here, in this embodiment, the conditions for performing autonomous driving include that the vehicle is not traveling in the overtaking lane and is not traveling in a fault-causing zone. A "fault-causing zone" is a location or section of road where faults such as traffic accidents, road construction, or road maintenance occur. Furthermore, the vehicle system 10 is configured to perform lane change control and overtaking control during autonomous driving without entering the overtaking lane. "Lane change control" refers to vehicle driving control required for lane changes, including at least automatic steering control. "Overtaking control" is the vehicle driving control required to overtake other vehicles traveling in front of the vehicle in the current lane and return to the current lane. It includes lane change control and acceleration / deceleration control.

[0053] Thus, the vehicle system 10 is configured to perform both hands-free driving and hands-free driving, which require the driver to monitor the surroundings, as well as automatic driving, which does not require the driver to monitor the surroundings, as automatic steering control. Furthermore, in this embodiment, hands-free driving is performed only if the vehicle is traveling on a road where automatic driving is possible. That is, the vehicle system 10 is configured not to perform either hands-free driving or automatic driving on ordinary roads.

[0054] The vehicle system 10 is a vehicle network including a vehicle communication line 10A and multiple nodes interconnected via the vehicle communication line 10A. It is configured to perform various vehicle controls and associated reporting actions during vehicle operation. The vehicle system 10 is configured according to communication standards such as CAN (International Registered Trademark: International Registration No. 1048262A). CAN (International Registered Trademark) is an abbreviation for Controller Area Network.

[0055] The vehicle system 10 includes a vehicle status sensor 11, an external status sensor 12, a surrounding monitoring sensor 13, a locator 14, a communication module 15, and a navigation device 16. Additionally, the vehicle system 10 includes a driver status detection unit 17, a driving control device 18, a driving device 19, and an HMI device 20. HMI is an abbreviation for Human-Machine Interface.

[0056] The HMI device 20 includes an operation unit 21, an instrument panel 22, a CID device 23, a HUD device 24, a speaker 25, and a terminal device 26, serving as input / output devices. CID is an abbreviation for Central Information Display. HUD is an abbreviation for Head-Up Display. Additionally, the HMI device 20 includes an HMI control unit 27 that controls the display and / or sound output operations of these input / output devices.

[0057] The operating unit 21 is connected to the HMI control unit 27 via the vehicle communication line 10A for information communication. The instrument panel 22, CID device 23, HUD device 24, and speaker 25 are connected to the HMI control unit 27 via a secondary communication line different from the vehicle communication line 10A for information communication. The terminal device 26 is a portable or wearable electronic device brought into the vehicle by a passenger, including the driver, such as a mobile phone, tablet, laptop, portable game console, or smartwatch. When brought into the vehicle, the terminal device 26 connects to the HMI control unit 27 via short-range wireless communication such as Bluetooth or TransferJet for information communication. The HMI control unit 27 is configured as a node connected to the vehicle communication line 10A.

[0058] (Various sensors)

[0059] The vehicle state sensor 11 is configured to generate outputs corresponding to various quantities associated with the driving state of the vehicle. These "variables associated with the driving state" include, for example, acceleration input, braking input, gear position, steering angle, and other quantities related to driving operation states based on the driver or driving automation system. Furthermore, these "variables associated with the driving state" include, for example, physical quantities related to the vehicle's behavior such as vehicle speed, angular velocity, longitudinal acceleration, and lateral acceleration. In other words, for the sake of illustration and explanation, the vehicle state sensor 11 is a collective term for sensors of known sensor classes required for vehicle driving control, such as acceleration opening sensor, steering angle sensor, wheel speed sensor, angular velocity sensor, and acceleration sensor. The vehicle state sensor 11 is configured to provide detection outputs to various components, including the driving control device 18, via the vehicle communication line 10A.

[0060] The external state sensor 12 is configured to generate outputs corresponding to various quantities in the traffic environment surrounding the vehicle, primarily those related to the natural environment. These "various quantities related to the natural environment" include, for example, physical quantities such as external air temperature, rainfall, and illuminance. For the sake of illustration and explanation, the external state sensor 12 is collectively referred to as a sensor of known sensor classes such as external air temperature sensor, rain sensor, and illuminance sensor. The external state sensor 12 is configured to provide detection outputs to various components, including the driving control device 18, via the vehicle communication line 10A.

[0061] The perimeter monitoring sensor 13 is configured to monitor the traffic environment surrounding the vehicle, primarily the environment other than that monitored by the external state sensor 12. Specifically, the perimeter monitoring sensor 13 is configured to detect moving and stationary objects within a defined monitoring range around the vehicle. "Moving objects" include pedestrians, cyclists, animals, and other vehicles in motion. "Stationary objects" include road debris, guardrails, curbs, parked vehicles, road signs, road markings, and roadside structures (e.g., walls, buildings, etc.). The perimeter monitoring sensor 13 may also be referred to as an "ADAS sensor." ADAS is an abbreviation for Advanced Driver-Assistance Systems.

[0062] In this embodiment, the perimeter monitoring sensor 13 includes a front-facing camera 131 and a radar sensor 132, serving as a structure for detecting moving and stationary objects. The front-facing camera 131 is configured to capture images of the front and side front of the vehicle. The front-facing camera 131 is a digital camera device equipped with an image sensor such as a CCD or CMOS. CCD is an abbreviation for Charge-Coupled Device. CMOS is an abbreviation for Complementary Metal Oxide Semiconductor.

[0063] Radar sensor 132 is a millimeter-wave radar sensor, submillimeter-wave radar sensor, or lidar sensor configured to transmit and receive radar waves, and is mounted on at least the front surface of the vehicle body. Radar sensor 132 is configured to output a signal corresponding to the position of a reflection point and its relative speed. A "reflection point" is inferred to be a point on the surface of an object existing around the vehicle that reflects radar waves. "Relative speed" is the relative speed of the reflection point, i.e., the object reflecting the radar waves, relative to the vehicle.

[0064] (Locator)

[0065] The locator 14 is configured to determine the vehicle's high-precision position information through so-called composite positioning. Specifically, the locator 14 includes a GNSS receiver 141, an inertial acquisition unit 142, a high-precision map DB 143, and a locator ECU 144. GNSS is an abbreviation for Global Navigation Satellite System. DB is an abbreviation for database. ECU is an abbreviation for Electronic Control Unit. "High-precision position information" refers, for example, to position information with a level of accuracy sufficient for advanced driver assistance or autonomous driving at SAE Level 2 or higher, specifically, position information with an error of less than 10 cm.

[0066] The GNSS receiver 141 is configured to receive positioning signals transmitted from multiple positioning satellites, i.e., artificial satellites. In this embodiment, the GNSS receiver 141 is configured to receive positioning signals from positioning satellites in at least one of the following satellite positioning systems: GPS, QZSS, GLONASS, Galileo, IRNSS, and BeiDou Navigation Satellite System. GPS is an abbreviation for Global Positioning System. QZSS is an abbreviation for Quasi-Zenith Satellite System. GLONASS is an abbreviation for Global Navigation Satellite System. IRNSS is an abbreviation for Indian Regional Navigation Satellite System.

[0067] The inertial acquisition unit 142 is configured to acquire the acceleration and angular velocity acting on the vehicle. In this embodiment, the inertial acquisition unit 142 is configured as a three-axis gyroscope sensor and a three-axis accelerometer sensor built into a box-shaped housing in the positioner 14.

[0068] The high-precision map DB143 is constructed primarily using non-volatile rewritable memory to store high-precision map information in a rewritable manner and retain its contents even during power-off processes. Examples of non-volatile rewritable memory include hard disks, EEPROMs, and flash ROMs. EEPROM stands for Electrically Erasable and Programmable ROM. ROM stands for Read Only Memory. High-precision map information can also be referred to as high-precision map data. This high-precision map information includes map information with higher accuracy than that used in existing car navigation systems, which have a positional error of approximately a few meters. Specifically, the high-precision map DB143 stores information such as 3D road shape information, lane number information, and restriction information—information that can be used for advanced driver assistance or autonomous driving—according to standards such as ADASIS. ADASIS stands for Advanced Driver Assistance Systems Interface Specification.

[0069] The locator ECU 144 is configured as a so-called vehicle-mounted microcomputer, equipped with a CPU, ROM, RAM, input / output interfaces, etc. (not shown). CPU is an abbreviation for Central Processing Unit. RAM is an abbreviation for Random Access Memory. The locator ECU 144 is configured to determine the vehicle's position, orientation, etc., based on the positioning signal received by the GNSS receiver 141, the acceleration and angular velocity acquired by the inertial acquisition unit 142, and the vehicle speed acquired by the vehicle status sensor 11. Furthermore, the locator 144 is configured to provide the position, orientation, etc., determination results of the locator ECU 144 to various units such as the navigation device 16, the driving control device 18, and the HMI control device 27 via the vehicle communication line 10A.

[0070] (Communication Module)

[0071] Communication module 15, also known as DCM (Data Communication Module), is configured to communicate with base stations around the vehicle via wireless communication based on standards such as LTE or 5G. DCM stands for Data Communication Module. LTE stands for Long Term Evolution. 5G stands for 5th Generation.

[0072] Specifically, for example, the communication module 15 is configured to acquire the latest high-precision map information from a cloud-based detection server. Furthermore, the communication module 15, in cooperation with the locator ECU 144, stores the acquired latest high-precision map information in a high-precision map DB 143. Moreover, the communication module 15 is configured to acquire traffic information, such as congestion information, from the aforementioned detection server and / or a predefined database. "Congestion information" includes the location and length of congested sections. Specifically, congestion information includes the starting location of the congestion, the ending location of the congestion, the estimated congestion distance, and the estimated congestion time. This traffic information is also referred to as "road traffic information."

[0073] (Navigation device)

[0074] The navigation device 16 is configured to calculate a predetermined driving route from the vehicle's current location to a specified destination. In this embodiment, the navigation device 16 is configured to calculate the predetermined driving route based on the destination set by the vehicle's driver, high-precision map information obtained from the locator 14, and the vehicle's location information obtained from the locator 14. Furthermore, the navigation device 16 is configured to provide various information, including route information, as the calculation result to the driving control device 18 and the HMI control device 27 via the vehicle communication line 10A. That is, the navigation device 16 displays a navigation screen in the HMI device 20 for map display and route display.

[0075] (Driver Condition Monitoring Department)

[0076] The driver state detection unit 17 is configured to detect the driver's state. "Driver state" refers to the state of the driver in the vehicle, including the driver's behavior and the driver's awake state. "Driver behavior" includes the driver's facial orientation, gaze direction, posture, etc. In addition, the driver state detection unit 17 is configured to provide the driver state detection results to various units such as the driving control device 18 and the HMI control device 27 via the vehicle communication line 10A.

[0077] Specifically, the driver state detection unit 17 is configured to detect the driver's state through image recognition based on images captured by an in-vehicle camera equipped with an image sensor such as CCD or CMOS. That is, the driver state detection unit 17 is configured as a so-called driver state monitor that serves as a warning of decreased driver alertness. Furthermore, the driver state detection unit 17 is configured to detect the driver's operation of the accelerator and brake, the steering wheel 211's grip and operation status (described later), etc.

[0078] (Driver control device)

[0079] The driving control unit 18 is configured to control the driving of the vehicle based on signals and information acquired from the vehicle status sensor 11, the external status sensor 12, the surrounding monitoring sensor 13, the locator 14, etc. The driving control unit 18 has a structure that serves as a control unit, namely an automatic driving ECU, for controlling the actions of a driving automation system (i.e., an automatic driving system) that achieves driving automation levels equivalent to SAE Levels 1 to 3. Specifically, the driving control unit 18 is configured to perform lane change control and overtaking control in the vehicle capable of automatic driving. The lane change control is a driving control for lane changing and includes at least automatic steering control, and the overtaking control is a driving control for overtaking and includes at least automatic steering control.

[0080] The driving control device 18 has a structure that serves as a so-called vehicle-mounted microcomputer, equipped with a processor and memory. Specifically, the driving control device 18 includes a driving control processor 181 and a driving control memory 182. The driving control processor 181 includes a CPU (not shown), RAM, input / output interfaces, etc. The driving control processor 181 is configured to execute longitudinal and / or lateral vehicle motion control subtasks based on the vehicle system 10 by executing program commands stored in the driving control memory 182. The driving control memory 182 is a non-transient tangible storage medium that stores data and program commands used by the driving control processor 181, and includes ROM and / or non-volatile rewritable memory. Details regarding the various functions implemented by the driving control device 18 in this embodiment will be described later.

[0081] (Travel device)

[0082] The driving unit 19 includes a drive unit 191, a braking unit 192, and a steering control unit 193. The drive unit 191 is a device that generates driving force for the vehicle, and includes a power source device as an electric motor and / or engine, and a power transmission mechanism that transmits driving force from the power source device to the axles. The braking unit 192 is configured to generate braking force based on friction brakes and / or regenerative brakes. The steering control unit 193 is a power steering device configured to control the orientation of the steering wheels.

[0083] (HMI device)

[0084] HMI device 20 is a so-called vehicle-use HMI, having a structure for realizing information transmission between the vehicle and occupants, including the driver. Specifically, HMI device 20 is configured to at least visually prompt the driver with various information related to the vehicle and accept input operations from the driver corresponding to the prompts. The various prompts include, for example, various guidance, input operation instructions, input operation content reports, warnings, etc.

[0085] The operation unit 21 is configured to accept various operations, including driving operations by the driver, and to provide the results of accepting such operations to various units such as the driving control unit 18 and the HMI control unit 27 via the vehicle communication line 10A. Specifically, the operation unit 21 includes a steering wheel 211, a turn signal switch 212, a turn indicator switch 213, etc.

[0086] The steering wheel 211 is fixed to a steering shaft (not shown), which is rotatably supported by a steering column (not shown). A turn signal switch 212 is provided in the spoke portion (not shown) of the steering wheel 211. The turn signal indicator switch 213 is configured to output a signal corresponding to the operating state of the operating lever (not shown) provided in the steering column.

[0087] The HMI device 20 includes an instrument panel 22 (not shown), a CID device 23, and a HUD device 24 installed in an instrument panel. That is, in this embodiment, the HMI device 20 has a structure that is a so-called "instrument panel HMI" with the device installed in the aforementioned instrument panel as the main body.

[0088] The instrument panel 22 includes an instrument cluster 221, an instrument display 222, and an instrument switch 223. The instrument cluster 221 is configured to display information such as vehicle speed, coolant temperature, and fuel level. The instrument display 222 is an information display section or area located in the center of the instrument panel 22 along the vehicle width direction, and is configured to display various information such as date and time, outside air temperature, driving distance, and wireless receiving station. In this embodiment, the instrument display 222 has a structure that is a liquid crystal display or organic EL display, i.e., a display device having a generally rectangular display area. EL is an abbreviation for electroluminescent display. The instrument switch 223 is configured to accept various operations related to the display status or display content of the instrument cluster 221 and / or the instrument display 222.

[0089] The CID device 23 is configured to display a navigation screen for map display and route display based on the navigation device 16. Additionally, the CID device 23 is also configured to display information and content different from the navigation screen.

[0090] Specifically, the CID device 23 is configured to perform display and setting operations associated with driving modes such as "Comfort," "Normal," "Sport," and "Circular Route." Furthermore, the CID device 23 is configured to perform displays associated with a second task available to the driver in SAE Level 3 automated driving. The second task refers to a task other than driving operations performed by the driver. Specifically, the second task includes, for example, reading, operating a portable communication terminal, and watching or listening to video content. The second task is also referred to as an "extra-driving task" or "secondary activity."

[0091] The CID device 23 includes a CID display 231, an input device 232, and a CID switch 233. The CID display 231 is positioned approximately at the center of the dashboard in the vehicle width direction, specifically between the driver's and passenger's seats, so that it can be visually confirmed by the driver. The CID display 231 is configured as a liquid crystal display (LCD) or an organic EL display, i.e., a display device. The CID display 231 is configured to display images from video content when the second task is to provide audiovisual information. "Video content" includes, for example, movies, concert footage, music videos, and television broadcasts.

[0092] The input device 232 is a transparent touch panel, configured to cover the CID display 231 by overlapping it. That is, the input device 232 is configured to accept input operations corresponding to the display while allowing the driver or other personnel to visually confirm the display on the CID display 231. The CID switch 233 consists of a plurality of manually operated switches disposed around the CID display 231 and the input device 232.

[0093] The HUD device 24 is configured to display an image including text and / or symbols within the driver's forward field of vision. In this embodiment, the HUD device 24 is configured to overlay a virtual image onto the foreground of the road surface, including the vehicle's destination, by forming a virtual image in front of the driver using AR technology. AR is an abbreviation for Augmented Reality. Specifically, the HUD device 24 has the following structure: by projecting the display image light onto a predetermined projection area in a windshield (not shown), the driver visually confirms the reflected light of the display image light from the windshield, thereby performing AR display of the display image. "Overlay display" based on the HUD device 24 refers to displaying its associated information (e.g., building name) in association with overlapping objects (e.g., buildings) included in the foreground, such as displaying the associated information as overlapping with or near the overlapping objects. Various displays such as path display, direction of travel display, and traffic information display for the road surface ahead also conform to "overlay display".

[0094] The HMI device 20 includes a speaker 25, which is used to output sound, including sound-based information prompts. Specifically, the speaker 25 is configured to output sound corresponding to the displays on the instrument panel 22, CID device 23, and HUD device 24. Additionally, the speaker 25 is also configured to output sound that does not correspond to the displays on the instrument panel 22, CID device 23, and HUD device 24 (e.g., music, radio sound). Furthermore, the speaker 25 is configured to function as the sound output device for the terminal device 26, which is brought into the vehicle and connected to the HMI control device 27 via short-range wireless communication. Moreover, the HMI device 20 is configured such that when the terminal device 26, brought into the vehicle, is connected to the HMI control device 27 via short-range wireless communication, the terminal device 26 can output the displays on the instrument panel 22, etc., and the corresponding sounds.

[0095] (HMI control device)

[0096] HMI control unit 27 is configured to control the operation of HMI device 20. That is, HMI control unit 27 has an HCU structure that controls the operation of the instrument panel 22, CID device 23, HUD device 24, etc. included in HMI device 20. HCU is an abbreviation for HMI Control Unit (Human Machine Interface Control Unit).

[0097] The HMI control device 27 has a structure that functions as a so-called in-vehicle microcomputer, equipped with a processor and memory. Specifically, the HMI control device 27 includes an HCU processor 271 and an HCU memory 272. The HCU processor 271 includes a CPU (not shown), RAM, input / output interfaces, etc. The HCU processor 271 is configured to control the display output and sound output in the HMI device 20 by executing program commands stored in the HCU memory 272. The HCU memory 272 is a non-transitory tangible storage medium that stores data and program commands used by the HCU processor 271, and includes ROM and / or non-volatile rewritable memory. Details regarding the various functions implemented by the HMI control device 27 in this embodiment will be described later.

[0098] (First Implementation)

[0099] Figure 2 This refers to a functional structure or functional block that is implemented by the driving control device 18 through the execution of program commands. For example... Figure 2As shown, the driving control device 18 includes a driving state acquisition unit 1801, a driving environment acquisition unit 1802, a driver behavior acquisition unit 1803, and a vehicle position acquisition unit 1804 as functional structures or units implemented on the onboard microcomputer. Additionally, the driving control device 18 includes a route information acquisition unit 1805, a lane information acquisition unit 1806, an automation level determination unit 1807, a vehicle control unit 1808, and a report information generation unit 1809 as functional structures or units implemented on the onboard microcomputer.

[0100] The driving state acquisition unit 1801 acquires information corresponding to various quantities related to the driving state of the vehicle detected by the vehicle state sensor 11. The driving environment acquisition unit 1802 acquires information corresponding to the traffic environment around the vehicle detected by the external state sensor 12 and the surrounding monitoring sensor 13. The driver behavior acquisition unit 1803 acquires the driver behavior of the vehicle. Specifically, the driver behavior acquisition unit 1803 acquires (i.e. receives) the driver behavior detected by the driver state detection unit 17. In addition, the driver behavior acquisition unit 1803 acquires various operating conditions of the driver in the HMI device 20.

[0101] The vehicle location acquisition unit 1804 obtains the vehicle's current high-precision location information from the locator ECU 144. The route information acquisition unit 1805 obtains route information representing the vehicle's predetermined driving route from the navigation device 16. The lane information acquisition unit 1806 obtains lane information of the road the vehicle is currently traveling on, i.e., the road in which it is traveling, from the high-precision map DB 143. "Lane information" includes the number of lanes and the lane type. "Lane type" includes driving lanes, overtaking lanes, etc.

[0102] The automation level determination unit 1807 determines the driving automation level of the vehicle based on various information acquired by the driving status acquisition unit 1801 and the like. Specifically, the automation level determination unit 1807 determines whether the start conditions for the prescribed driving automation level are met, and starts the driving automation level if the start conditions are met and the driver's approval operation is received. Furthermore, during the execution of the driving automation level, if the continuing conditions are not met or the ending conditions are met, the automation level determination unit 1807 performs the controls necessary to end the driving automation level. Moreover, the driving control device 18 is configured to provide the driving automation level determination result of the automation level determination unit 1807 to various units such as the HMI control device 27 via the vehicle communication line 10A.

[0103] The vehicle control unit 1808 performs driving control of the vehicle based on the driving automation level determined by the automation level determination unit 1807. That is, the vehicle control unit 1808 controls the driving device 19 according to the driving automation level determination result of the automation level determination unit 1807, thereby performing vehicle motion control sub-tasks such as vehicle speed control, steering control, and braking control.

[0104] The report information generation unit 1809 generates report information that needs to be reported to the driver based on the vehicle driving control device 18, and outputs it to the HMI control device 27. The "report information" includes the determination result of the driving automation level. Additionally, the "report information" includes various guidance, requests, warnings, etc., related to vehicle driving control.

[0105] Figure 3 This refers to a functional structure or functional block implemented by the HMI control device 27 through the execution of program commands. For example... Figure 3 As shown, the HMI control device 27 has an information acquisition unit 2701, a display control unit 2702, a sound output control unit 2703, and an input operation receiving unit 2704 as functional structures or functional units implemented on an on-board microcomputer.

[0106] Information acquisition unit 2701 acquires information that should be prompted by HMI device 20. Specifically, for example, information acquisition unit 2701 acquires report information generated by report information generation unit 1809 from driving control device 18. Display control unit 2702 controls the display operation in HMI device 20. In addition to the display of the aforementioned image content, the "display operation" also includes the display of various information such as traffic information, route information, driving status information, and report information. Sound output control unit 2703 controls the sound output operation in speaker 25 of HMI device 20. Input operation receiving unit 2704 receives input operations from vehicle occupants, including the driver, in HMI device 20, operation unit 21, instrument switch 223, input device 232, CID switch 233, etc.

[0107] (Action Summary)

[0108] Hereinafter, the operation of the driving control device 18 and the HMI control device 27 of this embodiment, as well as the control methods and control programs executed by them, will be described together with the effects or functions achieved by them. Hereinafter, the device structure of this embodiment, as well as the control methods and control programs executed therethereby, will be collectively referred to as "this embodiment".

[0109] In the driving control device 18, the driving state acquisition unit 1801 acquires information corresponding to various quantities associated with the driving state of the vehicle detected by the vehicle state sensor 11. The driving environment acquisition unit 1802 acquires information corresponding to the traffic environment surrounding the vehicle detected by the external state sensor 12 and the surrounding monitoring sensor 13. The driver behavior acquisition unit 1803 acquires the driver behavior of the vehicle. The vehicle position acquisition unit 1804 acquires the current high-precision position information of the vehicle. The path information acquisition unit 1805 acquires path information representing the predetermined driving path of the vehicle. The lane information acquisition unit 1806 acquires lane information in the road during driving.

[0110] The automation level determination unit 1807 determines the driving automation level of the vehicle based on various information obtained by the driving state acquisition unit 1801 and the like. Specifically, the automation level determination unit 1807 determines whether the start conditions for a driving automation level corresponding to any one of SAE levels 1 to 3 are met. Specifically, after the vehicle enters a road where automatic driving is possible, at least one of the start conditions for automatic driving is met based on the duration of stable driving in the driving lane, i.e., maintaining driving at approximately constant speed within the speed limit for a specified period of time.

[0111] The report information generation unit 1809 generates report information and outputs it to the HMI control device 27 based on various information obtained by the driving status acquisition unit 1801 and / or the determination result of the driving automation level by the automation level determination unit 1807. That is, if the specified driving automation level, such as hands-free driving, hands-free driving, or automatic driving start conditions are met, the driving control device 18 notifies the HMI control device 27 that the start conditions have been met. Specifically, for example, if the automation level determination unit 1807 determines that the start conditions for automatic driving have been met, the report information generation unit 1809 generates report information corresponding to the ability to start automatic driving and outputs it to the HMI control device 27.

[0112] In the HMI control unit 27, the information acquisition unit 2701 acquires report information from the driving control unit 18, namely the report information generation unit 1809. The display control unit 2702 and the sound output control unit 2703 report various information to the driver through display and / or sound output corresponding to the acquired report information. For example, the display control unit 2702 and the sound output control unit 2703 provide information prompts urging the driver to perform an approval operation, which is an input operation used to approve the start of a specified level of driving automation when the start conditions are met. Furthermore, the input operation receiving unit 2704 waits for a specified time for the input operation.

[0113] If the input operation receiving unit 2704 accepts the approved operation, the HMI control device 27 notifies the driving control device 18 of the acceptance of the driver's approved operation. In the driving control device 18, if the driver behavior acquisition unit 1803 obtains information indicating that the approved operation has been accepted, the automation level determination unit 1807 begins executing the driving automation level that has been approved and whose start conditions are met. Then, the vehicle control unit 1808 executes vehicle speed control, steering control, braking control, etc., based on the driving automation level determined and initiated by the automation level determination unit 1807.

[0114] In SAE Level 3 automated driving, the driver is generally not required to perform dynamic driving tasks, such as surrounding monitoring, steering control, and acceleration / deceleration control. Therefore, in automated driving, the driver is not required to constantly hold the steering wheel or maintain a driving posture that allows them to operate the accelerator and brake pedals at any time. Thus, in automated driving, the driver can perform secondary tasks.

[0115] On the other hand, in SAE Level 2 hands-free driving or hands-free driving, the driver is required to perform dynamic driving tasks that include at least peripheral monitoring. That is, in hands-free driving, the driver is required to keep their hands on the wheel and has an obligation to monitor the surroundings. In hands-free driving, although the driver is not required to keep their hands on the wheel, they still have an obligation to monitor the surroundings.

[0116] In this embodiment, the level of driving automation that can be performed or recommended varies depending on the lane type. Specifically, if the vehicle enters a road where autonomous driving is possible, it can be driven with hands-free or hands-free in both the driving lane and the overtaking lane. However, in the overtaking lane, considering the necessity of moving to the driving lane as quickly as possible, hands-free driving is recommended. Furthermore, the vehicle can perform autonomous driving by maintaining its position in the driving lane. That is, autonomous driving cannot be performed while driving in the overtaking lane.

[0117] For example, there may be scenarios where the vehicle, in autonomous driving without requiring the driver to monitor the surroundings, encounters situations where lane changes are needed or recommended, or where the driver wants to change lanes. Here, the traffic environment when performing automatic lane change control based on the onboard system 10 is varied.

[0118] As an example, suppose the road in question is a three-lane main road on one side of a highway. In this situation, if the current lane is the first driving lane and a lane change request is made to the adjacent second driving lane, the vehicle system 10 can execute the lane change corresponding to the request even while performing manual driving, hands-free driving, or automatic driving. Similarly, if the current lane is the second driving lane and a lane change request is made to the adjacent first driving lane, the vehicle system 10 can execute the lane change corresponding to the request even while performing manual driving, hands-free driving, or automatic driving.

[0119] On the other hand, if the current lane is the second driving lane and there is a lane change request to the adjacent overtaking lane, the onboard system 10 can execute the lane change corresponding to the request during both hands-free and hands-free driving. In contrast, in autonomous driving, it is impossible to enter the overtaking lane. Therefore, in autonomous driving, if there is a lane change request from the second driving lane to the overtaking lane (e.g., an overtaking request from a preceding vehicle), it is necessary to interrupt or terminate autonomous driving in order to execute the lane change corresponding to the request.

[0120] Furthermore, the behavior of the vehicle during lane changes and the actual time required for lane changes can vary depending on the vehicle's speed, traffic conditions on the road, and other factors. Specifically, in lane changes based on the vehicle system 10, the starting point and distance or time required for lane changes vary depending on the presence of other vehicles around the vehicle and the vehicle's speed.

[0121] On the other hand, due to factors such as approaching the end of a road capable of autonomous driving, the vehicle's planned exit from a road capable of autonomous driving, and the occurrence of faults in the vehicle's destination, there is sometimes a need to reduce the driving automation level from autonomous to automatic. In such cases, if the completion point of the lane change becomes farther away or the required time becomes longer, the following situation may occur: the lane change is not completed before the transition area where the driving automation level changes, and autonomous driving must be terminated midway through the lane change. This situation is inconvenient for the driver. Furthermore, at merging points and curves, compared to normal straight roads, there is a higher probability of increased surrounding vehicles, lane changes by surrounding vehicles, and more swaying of surrounding vehicles. If automatic lane changes based on the vehicle system 10 are performed under such unspecified high-risk conditions, the lane change may not be executed smoothly.

[0122] Therefore, in this embodiment, to address the aforementioned issues, even when the driver initiates a lane change instruction in autonomous driving without the obligation to monitor surroundings, lane change control based on the vehicle system 10, i.e., the driving control device 18, is restricted in the following situations. Furthermore, in this embodiment, when such lane change control restriction is enforced, the driver is informed of the restriction. This improves the convenience of vehicles capable of automatic lane change control based on the vehicle system 10, and provides reassurance by reporting the situation to the driver.

[0123] • First scenario: The transfer area to the change of driving automation level is within a specified distance (e.g., 3km) or within a specified time (e.g., 3 minutes).

[0124] • Second scenario: Within the lane change destination area, that is, within a specified range (e.g., within a specified distance or time from the vehicle's position) of the lane change destination lane adjacent to the lane from this lane to the change destination, there is a merging point or a curve.

[0125] Here, "transfer area" is, for example, a road section typically set up for driver replacement when autonomous driving ends. Additionally, "transfer area" can be, for example, the area or location where a fault occurred, obtained based on traffic information, or an area encompassing a specified distance from these locations. Furthermore, typically, the situation where the vehicle is near a branch line corresponds to "Case Two." However, "Case Two" also includes situations where there are no branches or merging, but the vehicle is only near a curve on a main line with two or more lanes on one side, i.e., a curve exists in both the "area on the lane-changing side" and the "area on the side where lane changing does not occur."

[0126] Figure 4 This indicates an example of setting the lane change control restriction to "lane change control not allowed". In Figure 4 In the flowchart shown, "S" is short for "Step". Additionally, "Scenario #1" represents "Case 1" and "Scenario #2" represents "Case 2". Figures 5-8 The same applies to the flowchart shown.

[0127] Figure 4 The flowchart shown represents the program executed by the driving control processor 181 and the HCU processor 271. Figure 4The program shown is initiated when the driver performs a lane-changing trigger operation (e.g., operation of the turn signal switch 213) during autonomous driving. Hereinafter, the driving control processor 181 and HCU processor 271 will be collectively referred to as "processors." Similarly, the driving control memory 182 and HCU memory 272 will be collectively referred to as "memory." That is, the processing in this embodiment is typically implemented through cooperation between the driving control processor 181 and the HCU processor 271. In other words, the processing in this embodiment is implemented by one or more processors and one or more memories. Figure 5 The same applies in the future.

[0128] If start Figure 4 The procedure shown first involves the processor determining, in step 401, whether the vehicle's current driving condition matches the "first condition". If it does not match the "first condition" (i.e., step 401 = no), the processor proceeds to step 402. In step 402, the processor determines whether the vehicle's current driving condition matches the "second condition".

[0129] If, at the current moment, the vehicle's driving condition does not match either "Case 1" or "Case 2" (i.e., step 402 = No), the processor terminates the program after executing steps 403 and 404. In step 403, the processor initiates lane change control based on the driving control device 18. In step 404, the processor reports the initiation of lane change control to the driver via the HMI device 20.

[0130] If, at the current moment, the vehicle's driving condition matches either "Case 1" or "Case 2" (i.e., step 401 or step 402 = Yes), the processor terminates the program after executing steps 405 and 406. In step 405, the processor disallows the initiation of lane change control. In step 406, the processor reports to the driver via the HMI device 20 that the initiation of lane change control is not permitted.

[0131] Figure 5 This example demonstrates setting the lane change control restriction to be canceled during the execution of lane change control. It involves repeatedly triggering the restriction at specified time intervals from the start of lane change control execution until the lane change is substantially completed, i.e., until the vehicle's width center enters the destination lane. Figure 5 The program shown.

[0132] If start Figure 5The procedure shown first involves the processor determining, in step 501, whether the vehicle's current driving condition matches the "first condition". If it does not match the "first condition" (i.e., step 501 = no), the processor proceeds to step 502. In step 502, the processor determines whether the vehicle's current driving condition matches the "second condition".

[0133] If, at the current moment, the vehicle's driving condition matches either "Case 1" or "Case 2" (i.e., step 501 or step 502 = Yes), the processor temporarily terminates the program after executing steps 503 and 504. In step 503, the processor cancels lane change control and begins the vehicle control required for lane change cancellation. In step 504, the processor reports the cancellation of lane change to the driver via the HMI device 20. Conversely, if, at the current moment, the vehicle's driving condition does not match either "Case 1" or "Case 2" (i.e., step 502 = No), the processor skips steps 503 and 504 and temporarily terminates the program.

[0134] Figure 6 This example demonstrates setting the lane change control limit to cause lane change control to switch to standby mode. (Compared to...) Figure 4 Similarly, in autonomous driving, the system starts when the driver performs a lane-changing trigger operation. Figure 6 The program shown.

[0135] If start Figure 6 The program shown first proceeds to step 601, where the processor determines whether the vehicle's current driving condition matches the "first condition". If it does not match the "first condition" (i.e., step 601 = no), the processor proceeds to step 602. In step 602, the processor determines whether the vehicle's current driving condition matches the "second condition".

[0136] If the vehicle's current driving condition matches the "first situation" (i.e., step 601 = Yes), the processor terminates the program after executing steps 603 and 604. In step 603, the processor disallows lane change control. In step 604, the processor reports to the driver via the HMI device 20 that lane change control is not permitted.

[0137] If, at the current moment, the vehicle's driving condition matches the "second situation" (i.e., step 602 = Yes), the processor terminates the program after executing steps 605 and 606. In step 605, the processor transfers lane change control to standby mode. In step 606, the processor reports to the driver via the HMI device 20 that lane change control has been transferred to standby mode. Conversely, if, at the current moment, the vehicle's driving condition does not match either the "first situation" or the "second situation" (i.e., step 602 = No), the processor skips steps 603 to 606 and temporarily terminates the program.

[0138] Furthermore, in the example where the lane change control limitation is set to transfer lane change control to a standby state, it can also be applied to situations during the execution of lane change control. In this case, Figure 5 The process diagram shown Figure 6 The process is changed as shown. That is, if the determination result in step 502 is "yes", the processes in steps 503 and 504 are replaced, and the processes in steps 605 and 606 are executed.

[0139] Furthermore, when a lane change request is made based on a pre-set driving path for the vehicle, the lane change should be executed as early as possible, even if it matches "Case 1" or "Case 2". Therefore, in this case, the vehicle system 10 can maintain automatic driving while allowing lane change control. Alternatively, in this case, the vehicle system 10 can also suggest to the driver that the driver switch from automatic driving without the obligation to monitor surroundings to a driving automation level with the obligation to monitor surroundings.

[0140] Figure 7 This refers to an example where, even if the vehicle's driving conditions match those of "Situation 1" or "Situation 2," a lane change request is made based on a pre-set driving path for the vehicle, and lane change control is allowed while maintaining automatic driving. That is, Figure 7 The flowchart is to Figure 4 The flowchart was modified in part. Figure 7 In Chinese, "LC" is short for "Lane Change".

[0141] If start Figure 7 The procedure shown begins with step 701, where the processor determines whether the vehicle's current driving condition matches the "first condition". If it does not match the "first condition" (i.e., step 701 = no), the processor proceeds to step 702. In step 702, the processor determines whether the vehicle's current driving condition matches the "second condition".

[0142] If, at the current moment, the vehicle's driving condition does not match either "Case 1" or "Case 2" (i.e., step 702 = No), the processor executes step 703. In step 703, the processor enables lane change control. That is, in this case, lane change control is not restricted (i.e., not allowed, canceled, or in standby mode).

[0143] If, at the current moment, the vehicle's driving condition matches either "Case 1" or "Case 2" (i.e., step 701 or step 702 = Yes), the processor executes step 704. In step 704, the processor determines whether to request a lane change based on a pre-set driving path for the vehicle.

[0144] If a lane change request is made (i.e., step 704 = Yes), the processor executes the processing in step 703. At this time, the processor preferably sends a report via the HMI device 20 urging the driver to monitor the surroundings. Conversely, if a lane change request is not made (i.e., step 704 = No), the processor executes the processing in steps 705 and 706. In step 705, the processor restricts lane change control. In step 706, the processor reports the restriction of lane change control to the driver via the HMI device 20.

[0145] Figure 8 This refers to an example where, given that the vehicle's driving conditions match those of "Scenario 1" and "Scenario 2," and a lane change is requested based on a pre-set driving path for the vehicle, the driver is advised to switch from automated driving to SAE Level 2. That is, Figure 8 The flowchart is to Figure 7 The flowchart was modified from step 703 to step 803. In step 803, the processor suggests to the driver that the driver switch from automatic driving to SAE Level 2.

[0146] (Second Implementation)

[0147] The second embodiment will now be described. Furthermore, in the following description of the second embodiment, the parts that differ from the first embodiment described above will be primarily explained. Additionally, in both the first and second embodiments, the same or identical reference numerals are used to denote identical or equivalent parts. Therefore, in the following description of the second embodiment, regarding constituent elements having the same reference numerals as in the first embodiment, the description in the first embodiment can be appropriately referenced unless there is a technical contradiction or specific additional explanation.

[0148] The structure of the vehicle-mounted system 10 in this embodiment is the same as that in the first embodiment described above. That is, the vehicle-mounted system 10 in this embodiment has... Figures 1-3The structure shown is as described. However, the operation mode and corresponding functional structure of this embodiment are slightly different from those of the first embodiment described above.

[0149] In autonomous driving, the driver does not need to monitor the surroundings. However, in overtaking control, two lane changes are performed within a short period. Furthermore, the lane-changing behavior varies depending on the surrounding vehicles. Therefore, because two changes in vehicle behavior occur within a short period in overtaking control, occupants, including the driver, may feel uneasy.

[0150] Therefore, in this embodiment, in autonomous driving without the obligation to monitor surroundings, when the driver performs the trigger operation for overtaking control (i.e., executes the start instruction operation), a report urging the driver to monitor surroundings is executed during lane changes in overtaking control. According to this embodiment, in lane changes where the vehicle behavior changes most significantly during overtaking control, a report urging surroundings monitoring is implemented, thereby prompting occupants, including the driver, to prepare for vehicle behavior and providing them with a sense of security.

[0151] Furthermore, in overtaking control based on the vehicle system 10, the distance or time required from the start point to the completion point of overtaking control varies depending on the presence of other vehicles around the vehicle and the vehicle's speed. Therefore, because the completion point of overtaking becomes farther away or the required time becomes longer, it is possible that the overtaking will not be completed before the transition zone where the driving automation level changes, necessitating the termination of automatic driving control midway. Alternatively, at merging points and curves, compared to normal straight roads, there is a higher probability of increased surrounding vehicles, lane changes by surrounding vehicles, and more swaying of surrounding vehicles. If automatic overtaking control based on the vehicle system 10 is implemented under such unspecified high-risk conditions, lane changes during overtaking may not be executed smoothly.

[0152] Therefore, in this embodiment, in order to solve the above-mentioned problems, overtaking control is restricted under certain conditions. The "certain conditions" referred to here are any of the following situations.

[0153] • When the location of the second lane change is within a specified distance or time from the transition area where the driving automation level changes. Here, "second lane change location" is the predetermined location where the second lane change will be performed. "Second lane change" refers to a lane change performed after the vehicle has changed lanes from its current lane (i.e., the lane in which it is traveling) to an adjacent lane (i.e., the lane to which it is changing its destination) for overtaking before the start of overtaking control, and then returns to its current lane from that destination lane. It can also be referred to as a second lane change for overtaking.

[0154] • When there is a merging point or a curve in the lane change destination area of ​​the second lane change location.

[0155] Specifically, for example, in this embodiment, when the vehicle's driving condition is in a "specific scenario" that matches the "prescribed situation," the initiation of overtaking control and / or the cancellation of temporarily initiated overtaking control are not permitted. According to this embodiment, by stably implementing lane changes in overtaking control, the convenience of vehicles capable of automatic overtaking control based on the onboard system 10 is improved.

[0156] Furthermore, if the destination lane in the first lane change from the lane used for overtaking is a lane that only corresponds to the driving automation level with a duty to monitor surroundings (e.g., an overtaking lane), then in order to perform the overtaking maneuver, it is necessary to interrupt or terminate the autonomous driving system and perform a driver replacement. Therefore, in such cases, even if the onboard system 10 specifically provides an overtaking suggestion, and the autonomous driving system cannot continue based on the suggestion, the convenience for the driver actually decreases.

[0157] Therefore, in this embodiment, the destination of the first lane change for overtaking, i.e., the adjacent lane, is a lane that can perform autonomous driving without the obligation to monitor surroundings, as a condition, and overtaking suggestions are given to the driver in autonomous driving without the obligation to monitor surroundings. As a result, the convenience of vehicles that can perform automatic overtaking control based on the vehicle system 10 is improved.

[0158] Furthermore, compared to the first lane change in overtaking control, the second lane change, which returns to the lane before the overtaking began, is safer. Therefore, in this embodiment, the report urging the driver to monitor the surroundings during the first lane change in overtaking control is given more strongly than the report urging the driver to monitor the surroundings during the second lane change. This allows the driver's attention to be drawn in an appropriate manner corresponding to the driving situation of overtaking control.

[0159] Figure 9 as well as Figure 10 This is a flowchart corresponding to this embodiment. Figure 9 The flowchart shown corresponds to the processing related to overtaking suggestions. Figure 10 The flowchart shown corresponds to the process when the driver approves the overtaking suggestion and initiates overtaking control. The processing in this embodiment is also the same as in the first technical solution described above, implemented by one or more processors and one or more memories.

[0160] In autonomous driving, when it is neither lane change control nor overtaking control, and when the vehicle is not within a specified distance or time from the transfer area used for driver replacement, the vehicle repeatedly starts at specified time intervals. Figure 9The program shown. If started... Figure 9 The program shown first determines, in step 901, whether the current lane is a driving lane.

[0161] For example, there might be a situation where the vehicle is currently traveling on a side road (or approach road) branching off from the main lane at a junction where multiple autonomous driving lanes intersect. In this case, although the vehicle is in autonomous driving mode, it is not actually traveling in the driving lane. Furthermore, in this situation, even assuming there is a slow-moving vehicle ahead, overtaking should not be suggested. Therefore, in this case (i.e., step 901 = No), the processor skips all processing after step 902 and temporarily terminates the program.

[0162] If the current lane is a driving lane (i.e., step 901 = Yes), the processor proceeds to step 902. In step 902, the processor determines whether there is a preceding vehicle within a specified distance from the current vehicle in the current lane. If there is no preceding vehicle (i.e., step 902 = No), the current vehicle is not in an overtaking scenario. Therefore, in this case, the processor skips all processing after step 903 and temporarily terminates the program.

[0163] If there is a preceding vehicle in the same lane at a predetermined distance from the vehicle (i.e., step 902 = Yes), the processor proceeds to step 903. In step 903, the processor determines whether the vehicle is destined to overtake the preceding vehicle.

[0164] If the preceding vehicle is not traveling at a relatively low speed relative to the current vehicle, and the current vehicle is in a position to maintain a safe distance from the preceding vehicle, then the scenario is not one where the current vehicle catches up with the preceding vehicle. Therefore, in this case (i.e., step 903 = No), the processor skips all processing after step 904 and temporarily terminates the program.

[0165] If the vehicle is destined to overtake the preceding vehicle (i.e., step 903 = Yes), the vehicle is currently in an overtaking scenario. Therefore, in this case, the processor proceeds to step 904. In step 904, the processor determines whether the destination of the lane change from this lane in the case of overtaking the preceding vehicle is the driving lane.

[0166] If the destination lane is changed to the driving lane (i.e., step 904 = Yes), the processor terminates the program after executing step 905. In step 905, the processor provides an overtaking suggestion to the driver. If the driver approves the overtaking suggestion, the processor begins overtaking control while maintaining automatic driving.

[0167] In contrast, if the destination lane is changed to the overtaking lane (i.e., step 904 = No), the processor terminates the procedure after executing step 906. In step 906, the processor, for the driver, suggests a transfer to SAE Level 2 and implements automatic overtaking control after the transfer.

[0168] Figure 10 This indicates the processing following step 905. First, in step 1001, the processor executes a report on the first lane change initiated from the lane before overtaking.

[0169] Next, in step 1002, the processor executes a report urging the driver to monitor the surroundings during a lane change. The report in step 1002 is delivered strongly; that is, it is output at a relatively high volume and displayed in a prominent manner.

[0170] Next, in step 1003, the processor determines whether the first lane change is complete. The processor repeats step 1003 until the first lane change is complete (i.e., step 1003 = no). If the first lane change is complete, the processor proceeds to step 1004.

[0171] In step 1004, the processor determines whether the overtaking of the preceding vehicle has been completed. Specifically, the processor determines whether the distance between the current vehicle and the other vehicle has been established to a level sufficient to allow for a second lane change to return the current vehicle to its original lane before overtaking. The processor repeats step 1004 until the overtaking is complete (i.e., step 1004 = No). If the overtaking is complete, the processor proceeds to steps 1005-1007.

[0172] In step 1005, the processor executes a report initiating the second lane change. In step 1006, the processor executes a report urging the driver to monitor the surroundings during the lane change. The report in step 1006 is weaker than the report in step 1002. In step 1007, the processor determines whether the second lane change is complete. The processor continues processing from step 1007 to step 1008 until the second lane change is complete (i.e., step 1007 = No).

[0173] In step 1008, the processor determines whether the vehicle's driving condition matches the "specific scenario". If the vehicle's driving condition does not match the "specific scenario" (i.e., step 1008 = No), the processor returns to step 1007. If the second lane change is completed while the vehicle's driving condition does not match the "specific scenario" (i.e., step 1007 = Yes), the processor terminates overtaking control.

[0174] Conversely, if the vehicle's driving conditions match the "specific scenario" (i.e., step 1008 = Yes), the processor terminates overtaking control after executing steps 1009 and 1010. In step 1009, the processor cancels overtaking control and begins the vehicle control required for the cancellation of overtaking control. In step 1010, the processor reports the cancellation of overtaking control to the driver.

[0175] (Modified Example)

[0176] This disclosure is not limited to the embodiments described above. Therefore, appropriate modifications can be made to the embodiments described above. Hereinafter, representative modifications will be described. In the following description of the modifications, the differences from the embodiments described above will be mainly explained. Furthermore, in the embodiments and modifications described above, the same or equivalent parts are labeled with the same reference numerals. Therefore, in the following description of the modifications, regarding constituent elements having the same reference numerals as in the embodiments described above, the descriptions in the embodiments described above can be appropriately referenced unless there is a technical contradiction or special additional explanation.

[0177] This disclosure is not limited to any specific device structure shown in the above embodiments. That is, for example, the vehicle equipped with the vehicle system 10 is not limited to a four-wheeled car. Specifically, the vehicle can be a three-wheeled car, or a six-wheeled or eight-wheeled car such as a truck. The type of vehicle can be a conventional car with only an internal combustion engine, or an electric car or fuel cell vehicle without an internal combustion engine, or a so-called hybrid vehicle. The shape and structure of the vehicle body are not limited to a box shape, i.e., a roughly rectangular shape when viewed from above. There are no particular limitations on the purpose of the vehicle, the position of the steering wheel 211 or driver's seat, the number of occupants, etc.

[0178] In the above embodiments, the vehicle system 10 is configured to perform automated driving, corresponding to SAE Level 3, under conditions such as driving within a legally permitted speed range on a designated automated driving road. However, this disclosure is not limited to this method. That is, this disclosure can also be well applied to other types of automated driving.

[0179] In the above embodiments, the vehicle system 10 is configured to perform vehicle control actions corresponding to SAE levels 1 to 3. Specifically, the vehicle system 10 can selectively perform any one of SAE level 2 hands-free driving, SAE level 2 hands-free driving, and SAE level 3 automatic driving as a driving automation level of SAE level 2 or higher. However, this disclosure is not limited to this approach. That is, for example, this disclosure can also be well applied to situations where vehicle control actions corresponding to SAE levels 1 to 5 can be performed. Furthermore, the level or category of driving automation in this disclosure is not limited to the level or category specified by "SAE J3016".

[0180] Specifically, the "automatic driving" in the above embodiments refers to levels 3 to 5 in SAE J3016, where the driving automation system is responsible for performing all dynamic driving tasks. Therefore, the definition of "automatic driving" in the above embodiments naturally includes situations where the driver is not required to monitor the surrounding environment. However, this disclosure is not limited to this approach.

[0181] That is, for example, based on the definition of "autonomous driving," not only can "autonomous driving without the obligation to monitor the surroundings" be conceptualized, but "autonomous driving with the obligation to monitor the surroundings" can also be conceptualized. Specifically, for example, the hands-free driving and hands-free driving in the above embodiments can also be interpreted as "autonomous driving with the obligation to monitor the surroundings." In this case, "autonomous driving" also includes the concept of "partial autonomous driving," which also includes dynamic driving tasks performed by the driver, such as fulfilling the obligation to monitor the surroundings. "Partial autonomous driving" can be evaluated as being substantially synonymous with "advanced driver assistance."

[0182] As described above, the types and conditions of automated driving (e.g., applicable roads, speed zones, lane changing permissions, etc.) can be appropriately considered in accordance with national road traffic regulations. Therefore, this disclosure can be implemented to specifications suitable for the road traffic regulations of various countries.

[0183] In addition to CAN (an internationally registered trademark), other communication standards that constitute the vehicle system 10 may also be used, such as FlexRay (an internationally registered trademark). Furthermore, the communication standard constituting the vehicle system 10 is not limited to one. For example, the vehicle system 10 may also have sub-network lines based on communication standards such as LIN. LIN is an abbreviation for Local Interconnect Network.

[0184] The vehicle status sensor 11, the external status sensor 12, and the surrounding monitoring sensor 13 are not limited to the examples described above. For instance, the surrounding monitoring sensor 13 may also include a sonar, i.e., an ultrasonic sensor. Alternatively, the surrounding monitoring sensor 13 may include two or more of the following: millimeter-wave radar sensor, submillimeter-wave radar sensor, lidar sensor, and ultrasonic sensor. There is no particular limitation on the number of each type of sensor.

[0185] The locator 14 is not limited to the example described above. For example, the locator 14 may not be a structure that integrates a gyroscope sensor and an accelerometer sensor. Specifically, the inertial acquisition unit 142 may also function as a vehicle state sensor 11, receiving output signals from an external angular velocity sensor and an accelerometer sensor disposed on the locator 14.

[0186] The communication module 15 can be omitted. That is, traffic information can be obtained by the navigation device 16. Alternatively, the navigation device 16 may also have a structure that includes the locator 14 and the communication module 15.

[0187] The navigation device 16 can also be connected to the HMI control device 27 via a secondary communication line different from the vehicle communication line 10A to enable information communication.

[0188] The navigation device 16 may also have a dedicated navigation screen display, different from that of the HMI device 20. Alternatively, the navigation device 16 may be configured as part of the HMI device 20. Specifically, for example, the navigation device 16 may also be integrated with the CID device 23.

[0189] The driver status detection unit 17 can also be connected to the HMI control unit 27 via a secondary communication line different from the vehicle communication line 10A to enable information communication.

[0190] The driver state detection unit 17 is not limited to a structure that detects the driver's gaze or facial orientation through image recognition. That is, for example, the driver state detection unit 17 may also have a structure that detects the driver's seating posture and steering wheel grip state through a type of sensor different from an image sensor.

[0191] The HMI device 20 is not limited to having a structure that includes an instrument panel 22, a CID device 23, and a HUD device 24. That is, for example, the HMI device 20 may also not have a CID device 23 and / or a HUD device 24.

[0192] Instrument 221 and instrument display 222 can be implemented using a single display device. In this case, instrument 221 can be configured as a liquid crystal display (LCD) or an organic EL display, i.e., the display areas at the left and right ends of a single display device. That is, instrument 221 can be implemented by displaying images of bezels, pointers, scales, etc., corresponding to gauges such as tachometers, speedometers, and thermometers. Furthermore, instrument display 222 can be configured as a display area other than instrument 221 within the display device.

[0193] Input device 232 may also replace the touch panel superimposed on CID display 231, or have a pointer device operated by the driver's hand, etc. Input device 232 may also have a voice input device that detects the driver's voice.

[0194] In the above embodiments, the driving control device 18 and the HMI control device 27 have a structure that serves as a so-called vehicle-mounted microcomputer equipped with a CPU or the like. However, this disclosure is not limited to this structure.

[0195] For example, all or part of the driving control device 18 may also be a structure with digital circuitry, such as an ASIC or FPGA, configured to perform the aforementioned actions. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field Programmable Gate Array. That is, in the driving control device 18, the on-board microcomputer section and the digital circuitry section can coexist. The same applies to the HMI control device 27.

[0196] The program of this disclosure, which is capable of performing various actions, steps, or processes as described in the above embodiments, can be downloaded or upgraded via V2X communication based on the communication module 15, etc. V2X is an abbreviation for Vehicle to X. Alternatively, the program can be downloaded or upgraded via terminal equipment installed in vehicle manufacturing plants, repair shops, dealerships, etc. The storage destination of the program can also be a memory card, optical disc, disk, etc.

[0197] Thus, the aforementioned functional structures and methods can also be implemented by a dedicated computer, which is provided by comprising a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the aforementioned functional structures and methods can also be implemented by a dedicated computer, which is provided by comprising a processor composed of one or more dedicated hardware logic circuits. Alternatively, the aforementioned functional structures and methods can also be implemented by one or more dedicated computers, which are constructed by combining a processor and memory programmed to perform one or more functions with a processor composed of one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions executed by the computer on a non-transitional tangible recording medium readable by the computer. That is, the aforementioned functional structures and methods can be manifested as a computer program including steps for implementing the functional structure and method, or a non-transitional tangible storage medium storing the program.

[0198] This disclosure is not limited to the specific operational examples shown in the above embodiments. For example, this disclosure is not limited to a configuration implemented by multiple processors and multiple memories. That is, this disclosure can also be implemented by a single processor and a single memory. Specifically, for example, the processing of this disclosure can be configured to be entirely performed by the driving control device 18. In other words, the processing for executing various reports can be configured to be based on the processing of the report information generation unit 1809.

[0199] Terms like "acquire," "calculate," "infer," "detect," "inspect," and "determine" can be appropriately interchanged within the scope of technical inconsistency. Similarly, "detect," "inspect," or "extract" can also be appropriately interchanged within the scope of technical inconsistency. Likewise, "within the specified value" and "less than the specified value" can be appropriately interchanged.

[0200] The elements constituting the above embodiments are not necessarily essential, except where they are specifically stated to be necessary or where they are explicitly considered necessary in principle. Furthermore, when referring to numerical values ​​such as the number, quantity, or range of constituent elements, this disclosure is not limited to those specific values, except where they are specifically stated to be necessary or where they are explicitly limited to specific values ​​in principle. Similarly, when referring to the shape, orientation, or positional relationship of constituent elements, this disclosure is not limited to those shapes, orientations, or positional relationships, except where they are specifically stated to be necessary or where they are limited to specific shapes, orientations, or positional relationships in principle.

[0201] The variations are not limited to the examples described above. For instance, multiple embodiments can be combined with each other as long as they are not technically contradictory. Furthermore, multiple variations can be combined with each other as long as they are not technically contradictory. Moreover, all or part of the above embodiments and all or part of the variations can be combined with each other as long as they are not technically contradictory.

Claims

1. A control device configured to perform lane change control in an autonomous vehicle, the lane change control being a driving control for lane changes and including at least automatic steering control, wherein, The control device includes: processor; as well as The memory, as a non-transitional tangible storage medium, stores data and program commands used by the processor. The processor is configured as follows: By executing the program commands stored in the memory, in a first case, even when the driver initiates a lane change instruction in automated driving without a surrounding monitoring obligation, the lane change control is restricted, wherein the first case is within a specified distance or within a specified time from the transition area where the driving automation level decreases from automated driving without a surrounding monitoring obligation to automated driving with a surrounding monitoring obligation.

2. The control device according to claim 1, wherein, Restricting lane change control means disallowing lane change control.

3. The control device according to claim 1 or 2, wherein, Restricting the lane change control means canceling the lane change control that has been temporarily implemented.

4. The control device according to claim 1 or 2, wherein, Limiting the lane change control refers to transferring to the standby state of the lane change control.

5. The control device according to claim 1 or 2, wherein, The processor is also configured to report to the driver that the lane change control is restricted.

6. The control device according to claim 1, wherein, The processor is further configured to restrict lane change control even when the driver initiates a lane change instruction in autonomous driving without a surrounding monitoring obligation, in a second case where there is a merging point or a curve in the lane change destination area.

7. The control device according to claim 6, wherein, The processor is further configured to: In the event of a lane change request based on a pre-set driving path for the vehicle, Lane change control is permitted even in the first or second scenario. or In either the first or second scenario, it is recommended that the driver switch from an automated driving system without a surrounding monitoring obligation to a driving automation level that is capable of performing the lane change control and has a surrounding monitoring obligation.

8. A control device configured to perform overtaking control in an autonomous vehicle, the overtaking control being a driving control for overtaking and including at least automatic steering control, wherein, The control device includes: More than one processor; and One or more memories serve as non-transitional tangible storage media, storing data and program commands used by the processor. The processor is configured as follows: By executing the program commands stored in the memory, the overtaking control is restricted when the location of the second lane change is within a specified distance or time from the transition area where the driving automation level decreases from automatic driving without surrounding monitoring obligations to automatic driving with surrounding monitoring obligations. The location of the second lane change is a predetermined location where the second lane change is performed. The second lane change is used to return to the vehicle's current lane after the vehicle has changed lanes to an adjacent lane for overtaking before the overtaking control began.

9. The control device according to claim 8, wherein, The processor is further configured to restrict the overtaking control if there is a merging point or a curve in the lane change destination area at the re-lane change location.

10. The control device according to claim 8, wherein, The processor is further configured to: provide overtaking suggestions to the driver in autonomous driving without surrounding monitoring obligations, taking as a condition that the destination of the first lane change for overtaking, i.e., the adjacent lane, is a lane capable of autonomous driving without surrounding monitoring obligations.

11. The control device according to claim 8, wherein, The processor is further configured to report a stronger notification to the driver to monitor the surroundings during the first lane change in the overtaking control compared to a notification to the driver to monitor the surroundings during the second lane change.

12. A control device configured for a vehicle capable of automatic driving and performing overtaking control, the overtaking control being a driving control for overtaking and including at least automatic steering control, wherein, The control device includes: More than one processor; and One or more memories serve as non-transitional tangible storage media, storing data and program commands used by the processor. The processor is configured as follows: By executing the program commands stored in the memory, in the case of the driver giving the start instruction to perform the overtaking control in autonomous driving without the obligation to monitor the surroundings, a report urging the driver to monitor the surroundings is executed when changing lanes in the overtaking control.

13. The control device according to claim 12, wherein, The processor is further configured to: provide overtaking suggestions to the driver in autonomous driving without surrounding monitoring obligations, taking as a condition that the destination of the first lane change for overtaking, i.e., the adjacent lane, is a lane capable of autonomous driving without surrounding monitoring obligations.

14. The control device according to claim 12, wherein, The processor is further configured to report a stronger notification to the driver to monitor the surroundings during the first lane change in the overtaking control compared to a notification to the driver to monitor the surroundings during the second lane change.

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