Travel control device, travel control method, and storage medium

Abstract

The present application provides a travel control device, a travel control method, and a storage medium, which more appropriately display a lane change and a route guidance. The travel control device includes a first display section that displays a surrounding situation of a vehicle and guidance information of a route, and a display control section that controls information displayed on the first display section. When the first display section is displaying the surrounding situation, in a case where the vehicle approaches a route guidance start point, which is a point at which the guidance of the route starts, the display control section interrupts the first display section from displaying the surrounding situation, and causes the first display section to display the guidance information. In a case where a predetermined time or a predetermined distance elapses from the first display section displaying the guidance information, and the vehicle does not reach the route guidance start point, the display control section suppresses the first display section from displaying the guidance information, and causes the first display section to display the surrounding situation again.

Description

Technical Field

[0001] This invention relates to a driving control device, a driving control method, and a storage medium. Background Technology

[0002] In recent years, there has been increasing activity in providing access to sustainable transportation systems that also cater to vulnerable groups among traffic participants. To achieve this goal, research and development is underway to further improve traffic safety and convenience through advancements related to autonomous driving technologies. For example, techniques are known to involve changing the display position in conjunction with lane change control, or changing the display size and layout according to the priority of lane change control (see, for example, Patent Documents 1-2).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2023-003663

[0006] Patent Document 2: International Publication No. 2021 / 140917 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] However, in the existing technology, there is still sufficient room for improvement in the display methods for lane changing and route guidance.

[0009] This invention addresses the aforementioned issues by providing a more appropriate display of lane changes and route guidance. Furthermore, it contributes to the development of sustainable transportation systems.

[0010] Solution for solving the problem

[0011] The driving control device, driving control method and storage medium of the present invention adopt the following structure.

[0012] (1) A first aspect of the present invention is a driving control device, wherein the driving control device comprises: a first display unit that displays the surrounding conditions of the vehicle and guidance information, the guidance information being information for guiding the occupants of the vehicle along a path; and a display control unit that controls the information displayed on the first display unit. When the first display unit is displaying the surrounding conditions, if the vehicle approaches the path guidance start point, i.e., the path guidance point, the display control unit interrupts the first display unit from displaying the surrounding conditions and instead displays the guidance information. If a predetermined time or a predetermined distance has elapsed since the first display unit began displaying the guidance information and the vehicle has not reached the path guidance point, the display control unit suppresses the first display unit from displaying the guidance information and restarts the first display unit from displaying the surrounding conditions.

[0013] (2) The second aspect of the present invention is based on the first aspect, wherein the display control unit suppresses the first display unit from displaying the guidance information by making the first display unit display the guidance information in a manner smaller than the surrounding environment.

[0014] (3) In the third embodiment of the present invention, based on the first embodiment, the driving control device further includes a second display unit that is different from the first display unit, and the display control unit suppresses the first display unit from displaying the guidance information by displaying the guidance information on the second display unit.

[0015] (4) The fourth aspect of the present invention is based on the third aspect, wherein the display control unit, when causing the second display unit to display the guidance information, does not cause the first display unit to display the guidance information.

[0016] (5) In the fifth embodiment of the present invention, based on the third embodiment, the driving control device further includes a lane change control unit, which performs lane change by controlling the steering of the vehicle, and the display control unit causes the second display unit to display the direction of the lane change performed by the lane change control unit, and the display control unit causes the second display unit to display the guidance information for guiding the vehicle in the same direction as the direction.

[0017] (6) In the sixth embodiment of the present invention, based on the first embodiment, the driving control device further comprises: a first input interface operated by the occupant; a second input interface operated by the occupant and different from the first input interface; and a lane change control unit that performs lane changes by controlling the steering of the vehicle. The display control unit outputs a lane change suggestion for the occupant via the first display unit. During the period from the time the guidance information is displayed on the first display unit until the vehicle reaches the path guidance location, if the occupant's operation for agreeing to the suggestion, i.e., an agreement operation, is input to the first input interface, or if the operation for instructing the lane change, i.e., a lane change instruction operation, is input to the second input interface, the lane change control unit performs the lane change in the direction of the guided path.

[0018] (7) The seventh embodiment of the present invention is based on the third embodiment, wherein when viewed from the perspective of the occupant, the second display unit is arranged to the right or left of the first display unit.

[0019] (8) The eighth aspect of the present invention is a driving control method that uses a computer mounted on a vehicle. The vehicle has a first display unit that displays the surrounding conditions of the vehicle and guidance information for guiding the occupants of the vehicle. The driving control method includes the following processes: controlling the information displayed on the first display unit; when the first display unit is displaying the surrounding conditions, if the vehicle approaches the starting point of the path guidance location, i.e., the path guidance location, interrupting the display of the surrounding conditions on the first display unit and instead displaying the guidance information on the first display unit; and if a predetermined time or a predetermined distance has elapsed since the first display unit began displaying the guidance information and the vehicle has not reached the path guidance location, suppressing the display of the guidance information on the first display unit and restarting the display of the surrounding conditions on the first display unit.

[0020] (9) A ninth aspect of the present invention is a storage medium storing a program for execution by a computer mounted in a vehicle, the vehicle having a first display unit that displays the surrounding conditions of the vehicle and guidance information for guiding the occupants of the vehicle, wherein the program includes the following processing: controlling the information displayed on the first display unit; when the first display unit is displaying the surrounding conditions, if the vehicle approaches the starting point of the path guidance, i.e., the path guidance location, interrupting the display of the surrounding conditions on the first display unit and instead displaying the guidance information on the first display unit; and if a predetermined time or a predetermined distance has elapsed since the first display unit began displaying the guidance information and the vehicle has not reached the path guidance location, suppressing the display of the guidance information on the first display unit and restarting the display of the surrounding conditions on the first display unit.

[0021] Invention Effects

[0022] Based on the above scheme, lane changes and route guidance can be displayed more appropriately. Attached Figure Description

[0023] Figure 1 This is a structural diagram of vehicle system 1 utilizing the driving control device of the embodiment.

[0024] Figure 2 This is a schematic diagram showing the interior of vehicle M.

[0025] Figure 3 This is a functional structure diagram of the first control unit 120, the second control unit 160, the third control unit 170, and the storage unit 190.

[0026] Figure 4 This diagram illustrates a scenario where vehicle M changes lanes.

[0027] Figure 5 This diagram illustrates a scenario where vehicle M changes lanes.

[0028] Figure 6 This diagram illustrates a scenario where vehicle M changes lanes.

[0029] Figure 7 This is a diagram showing examples of strongly recommended items.

[0030] Figure 8 This is a diagram representing a classification example of scenarios where a strong recommendation is output.

[0031] Figure 9 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0032] Figure 10 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0033] Figure 11 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0034] Figure 12 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0035] Figure 13 This is a diagram illustrating an example of a scenario where a strong recommendation is output.

[0036] Figure 14 This is a diagram illustrating an example of a scenario where weak recommendations are output.

[0037] Figure 15 This is a diagram showing examples of weak recommendations.

[0038] Figure 16 This is a diagram showing examples of displaying ALCR output and ALCR not output.

[0039] Figure 17 This is a diagram showing an example of the display of the IND and MID of the first display 32A.

[0040] Figure 18 This is a diagram showing an example of the display of the IND and MID of the first display 32A.

[0041] Figure 19 This is a diagram showing an example of the display of the IND and MID of the first display 32A.

[0042] Figure 20 This is a diagram showing an example of the display of the IND and MID of the first display 32A.

[0043] Figure 21 This is a flowchart illustrating an example of a series of processing flows performed by the automatic driving control device 100 according to an embodiment.

[0044] Explanation of reference numerals in the attached figures

[0045] 1…Vehicle system, 10…Camera, 12…Radar device, 14…Detector, 16…Object recognition device, 20…Communication device, 30…HMI, 32…Display device, 32A…First display, 32B…Second display, 34…Switch assembly, 34A…ALCR switch, 40…Vehicle sensor, 50…Navigation device, 60…MPU, 80…Driver controls, 85…Direction indicator stalk, 90…In-vehicle camera, 100…Automatic driving control device, 120 …First control unit, 130…Identification unit, 140…Action plan generation unit, 160…Second control unit, 162…First acquisition unit, 164…Speed ​​control unit, 166…Steering control unit, 170…Third control unit, 172…Second acquisition unit, 174…Mode control unit, 176…First determination unit, 178…Second determination unit, 180…Output control unit, 190…Storage unit, 200…Driving drive force output device, 210…Brake device, 220…Steering device. Detailed Implementation

[0046] Hereinafter, embodiments of the driving control device, driving control method, and storage medium of the present invention will be described with reference to the accompanying drawings. The vehicle control device of the embodiments is applied, for example, to an autonomous vehicle. Autonomous driving refers to controlling the driving of a vehicle by controlling one or both of its speed and steering. The driving control of the vehicle described above includes various driving controls such as ACC (Adaptive Cruise Control System), TJP (Traffic Jam Pilot), ALC (Auto Lane Changing), CMBS (Collision Mitigation Brake System), and LKAS (Lane Keeping Assistance System). Autonomous vehicles can also be controlled by manual driving by the occupant (driver). The following description pertains to the case where left-hand traffic regulations apply; however, in the case where right-hand traffic regulations apply, the left and right sides are reversed.

[0047] [Overall Structure]

[0048] Figure 1 This is a structural diagram of vehicle system 1 utilizing the driving control device of the embodiment. The vehicle equipped with vehicle system 1 (hereinafter referred to as the vehicle M) is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source includes an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine or electricity discharged from a secondary battery or fuel cell.

[0049] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, driving controls 80, a direction indicator stalk 85, an in-vehicle camera 90, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. It should be noted that... Figure 1 The structure shown is just one example; some parts of the structure can be omitted, and other structures can be added. The automatic driving control device 100 is an example of a "driving control device".

[0050] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 can be mounted anywhere on the vehicle M. When photographing the front of the vehicle M, camera 10 can be mounted on the upper part of the windshield, the back of the interior rearview mirror, etc. Similarly, when photographing the rear of the vehicle M, camera 10 can be mounted on the upper part of the rear windshield, etc. Furthermore, when photographing the right or left side of the vehicle M, camera 10 can be mounted on the body, the right or left side of the rearview mirror on the door, etc. Camera 10 can, for example, periodically and repeatedly photograph the perimeter of the vehicle M. Camera 10 can also be a stereo camera.

[0051] Radar device 12 radiates millimeter-wave and other radio waves to the periphery of the vehicle M, and detects at least the position (distance and orientation) of the object by detecting the radio waves reflected by the object (reflected waves). Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of an object using FM-CW (Frequency Modulated Continuous Wave) mode.

[0052] The LIDAR 14 illuminates the periphery of the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to the object based on the time from the emission of light to the reception of light. The illuminated light can be, for example, a pulsed laser. The LIDAR 14 is mounted at any location on the vehicle M.

[0053] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 to identify the object's position, type, speed, etc. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the camera 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0054] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark, hereinafter omitted), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via wireless base stations.

[0055] HMI 30 provides various information to the occupants of vehicle M and accepts their input operations. For example, HMI 30 includes a display device 32 and a switch assembly 34. The display device 32 includes, for example, a first display 32A and a second display 32B. The switch assembly 34 includes, for example, an ALCR (Active Lane Change Recommendation) switch 34A. HMI 30 may also include a speaker, a buzzer, a touch panel, a microphone, etc. The display device 32 (first display 32A and second display 32B) is an example of an "output interface." The switch assembly 34 (ALCR switch 34A) is an example of an "input interface."

[0056] Figure 2 This is a schematic diagram illustrating the interior of the vehicle M. For example, the first display 32A is located near the front of the driver's seat (the seat closest to the steering wheel) in the instrument panel IP, positioned so that the occupant can visually confirm it from the gap in the steering wheel or over the steering wheel.

[0057] The first display 32A is, for example, an LCD (Liquid Crystal Display) or an organic EL (ElectroLuminescence) display device. The first display 32A displays, in image form, information required for the vehicle M to operate manually or with driving assistance. Information required for the vehicle M to operate manually includes, for example, the vehicle M's speed, engine speed, remaining fuel, radiator temperature, distance traveled, remaining battery power, and other information. Information required for the vehicle M to operate with driving assistance includes, for example, the vehicle M's future trajectory (target trajectory described later), the presence or absence of lane changes and the lane to which the lane change is intended, identified lanes (markings), and information about other vehicles. Furthermore, the information required for the vehicle M to operate with driving assistance may include some or all of the information required for the vehicle M to operate manually.

[0058] The second display 32B is, for example, located near the center of the instrument panel IP. The second display 32B, like the first display 32A, is an LCD, OLED, or similar display device. The second display 32B displays, for example, the navigation results from the navigation device 50 in image form. The second display 32B can also display television programs, play DVDs, or display downloaded movies, etc.

[0059] Switch assembly 34 is mounted, for example, on the steering wheel. The ALCR switch 34A included in switch assembly 34 is a switch operated by the occupant to determine whether to agree to or deny an active lane change suggested by the automatic driving control unit 100. ALCR switch 34A may be a push-button switch operable only in one direction. Details of lane change suggestions will be described later. Operating ALCR switch 34A is an example of "agreeing to the operation." ALCR switch 34A is an example of a "first input interface."

[0060] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about the vertical axis, and an orientation sensor for detecting the direction of the vehicle M.

[0061] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a path determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory.

[0062] The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by the INS (Inertial Navigation System) utilizing the output of the vehicle sensor 40.

[0063] The navigation HMI 52 includes a display device, speakers, a touch panel, buttons, etc. Part or all of the navigation HMI 52 can also be integrated with the aforementioned HMI 30. For example, occupants can input the destination of vehicle M into the HMI 30 or, based on this, input the destination of vehicle M into the navigation HMI 52.

[0064] The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter also referred to as the map route) from the position of the vehicle M determined by the GNSS receiver 51 (or any position that is input) to the destination input by the occupants using the HM30 and navigation HMI52.

[0065] The first map information 54, for example, is information representing the shape of a road by indicating its route and the nodes connected by the route. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The paths on the map are output to the MPU 60.

[0066] The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain a path equivalent to the path on the map from the navigation server.

[0067] MPU 60 includes, for example, a lane recommendation unit 61 that stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple segments (e.g., every 100 [m] in the vehicle's direction of travel), refers to the second map information 62, and determines a recommended lane for each segment. The lane recommendation unit 61 makes a decision such as which lane to drive in from the left. If there are branching points in the path on the map, the lane recommendation unit 61 determines the recommended lane as one that allows the vehicle M to travel on a reasonable path to the branch destination.

[0068] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. Furthermore, the second map information 62 may include road information, traffic control information, residential information (address / postal code), facility information, telephone number information, etc. The second map information 62 can be updated in real time by communicating with other devices through the communication device 20.

[0069] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a gear lever, a steering wheel, a custom steering wheel, a joystick, and other control components. Sensors are installed on the driving control unit 80 to detect the amount of operation or whether operation has occurred, and the detection results are output to some or all of the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220.

[0070] For example, a sensor mounted on the steering wheel (hereinafter, the steering sensor) detects a small current (e.g., a change in electrostatic capacitance) generated by the contact between the occupant and the steering wheel. Additionally, the steering sensor can also detect the steering torque generated around the rotation axis (shaft) of the steering wheel. When the steering sensor detects current or steering torque, it outputs a signal indicating its detection result to the automatic driving control unit 100.

[0071] When the occupant operates the turn indicator stalk 85 (also called a lever or switch), the lights mounted at the front and rear of vehicle M are illuminated. Additionally, the turn indicator stalk 85 is operated to indicate lane changes to vehicle M. The operation of the turn indicator stalk 85 to indicate a lane change is also referred to as a one-touch function. Hereinafter, the operation of the turn indicator stalk 85 to indicate a lane change will be referred to as "lane change instruction operation." The turn indicator stalk 85 is an example of a "second input interface."

[0072] It should be noted that, in addition to operating the direction indicator lever 85, lane change instructions can also be given by inputting voice into the microphone, or by operating other switches or buttons.

[0073] The in-vehicle camera 90 is a camera that captures images of the interior of the vehicle M. The in-vehicle camera 90 is, for example, a digital camera utilizing solid-state imaging elements such as CCD or CMOS. When the in-vehicle camera 90 captures images of the interior of the vehicle M, it outputs the image data to the automatic driving control device 100.

[0074] The autonomous driving control device 100 includes, for example, a first control unit 120, a second control unit 160, a third control unit 170, and a storage unit 190. The first control unit 120, the second control unit 160, and the third control unit 170 are implemented by executing programs (software) using hardware processors such as CPUs (Central Processing Units) and GPUs (Graphics Processing Units). Some or all of these components can be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and SOCs (System-on-Chips), or through a combination of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the autonomous driving control device 100, or it can be stored in a removable storage medium such as a DVD or CD-ROM. The storage medium (non-transitory storage medium) is then installed into the HDD or flash memory of the autonomous driving control device 100 by assembling it into a drive unit.

[0075] The storage unit 190 is implemented using the various storage devices described above. The storage unit 190 may be implemented using, for example, an HDD, flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 190 stores, for example, programs (commands) that are read and executed by the processor.

[0076] Figure 3 This is a functional structure diagram of the first control unit 120, the second control unit 160, the third control unit 170, and the storage unit 190 in the first embodiment. The first control unit 120 includes, for example, an identification unit 130 and an action plan generation unit 140.

[0077] The first control unit 120, for example, implements AI (Artificial Intelligence)-based functions and functions based on pre-defined models in parallel. For example, the function of "identifying intersections" can be implemented by performing intersection identification based on deep learning and other methods in parallel, and identification based on pre-defined conditions (signals with pattern matching, road signs, etc.), assigning scores to both and comprehensively evaluating them. This ensures the reliability of autonomous driving.

[0078] The recognition unit 130 identifies the surrounding conditions or environment of the vehicle M. For example, the recognition unit 130 identifies objects existing around the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. Objects identified by the recognition unit 130 include, for example, bicycles, motorcycles, four-wheeled motor vehicles, pedestrians, road signs, road markings, dividing lines, utility poles, guardrails, and fallen objects. In addition, the recognition unit 130 identifies the position, speed, acceleration, and other states of the objects. The position of the object is identified, for example, as its position on a relative coordinate system with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin (i.e., its relative position relative to the vehicle M), and is used for control. The position of the object can be represented by a representative point such as the object's center of gravity or corner, or by the area it represents. The "state" of the object can also include the object's acceleration, jerk, or "action state" (e.g., whether it is changing lanes or intends to change lanes).

[0079] In addition, the identification unit 130 identifies, for example, the lane in which the vehicle M is traveling (hereinafter, the lane) and adjacent lanes. For example, the identification unit 130 identifies the lane, adjacent lanes, etc. by comparing the pattern of road markings (e.g., the arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings around the vehicle M identified from the image captured by the camera 10.

[0080] Furthermore, the recognition unit 130 is not limited to recognizing road markings; it can also identify lanes such as the current lane and adjacent lanes by recognizing driving road boundaries (road boundaries) including road markings, shoulders, curbs, median strips, and guardrails. In this recognition, the position of the vehicle M obtained from the navigation device 50 and INS-based processing results can also be considered. Additionally, the recognition unit 130 can recognize temporary stop lines, obstacles, red lights, toll booths, and other road features.

[0081] When identifying the lane, the identification unit 130 identifies the relative position and attitude of the vehicle M relative to the lane. For example, the identification unit 130 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the center of the lane, as the relative position and attitude of the vehicle M relative to the lane. Alternatively, the identification unit 130 may also identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the lane as the relative position of the vehicle M relative to the lane.

[0082] When the vehicle M is in autonomous driving mode along a path defined by the recommended lane, the action plan generation unit 140 determines the driving mode of the autonomous driving system. Hereinafter, the information defining the autonomous driving mode will be described as an "Event".

[0083] The events include, for example, constant speed driving events, following driving events, lane change events, branching events, merging events, and takeover events. A constant speed driving event is a driving mode in which vehicle M travels at a constant speed in the same lane. A following driving event is a driving mode in which vehicle M follows another vehicle (hereinafter referred to as the leading vehicle) that is within a specified distance (e.g., within 100 [m]) ahead of vehicle M in the same lane.

[0084] "Following" can be a driving mode that keeps the distance (relative distance) between the vehicle M and the preceding vehicle constant, or it can be a driving mode that, in addition to keeping the distance between the vehicle M and the preceding vehicle constant, keeps the vehicle M in the center of the lane.

[0085] Lane change event is a driving mode that causes vehicle M to change lanes from its current lane to an adjacent lane. Branching event is a driving mode that causes vehicle M to branch off at a road junction to the lane on the destination side. Merging event is a driving mode that causes vehicle M to merge back onto the main road at a merging point. Takeover event is a driving mode that terminates automatic driving and switches to manual driving.

[0086] Additionally, the event may include, for example, overtaking events and avoidance events. An overtaking event is a driving method in which the vehicle M temporarily changes lanes to an adjacent lane, overtakes a preceding vehicle in the adjacent lane, and then changes lanes back to its original lane. An avoidance event is a driving method in which the vehicle M brakes or steers to avoid an obstacle in front of it.

[0087] In addition, the action plan generation unit 140 can, for example, change an event that has been determined for the current interval to another event, or determine a new event for the current interval, based on the surrounding conditions identified by the identification unit 130 when the vehicle M is traveling.

[0088] For example, if the occupant operates the direction indicator stalk 85 to indicate a left turn, the action planning unit 140 determines a lane change event that causes the vehicle M to change lanes to the adjacent lane on the left when viewed from the vehicle M. Similarly, if the occupant operates the direction indicator stalk 85 to indicate a right turn, the action planning unit 140 determines a lane change event that causes the vehicle M to change lanes to the adjacent lane on the right when viewed from the vehicle M.

[0089] The action plan generation unit 140 generates a future target track that will cause the vehicle M to travel automatically (without driver intervention) according to the driving mode prescribed by the event, so that the vehicle M will, in principle, travel in the recommended lane determined by the recommended lane determination unit 61, and respond to the surrounding conditions while the vehicle M is traveling in the recommended lane. The target track includes, for example, position elements that determine the future position of the vehicle M and speed elements that determine the future speed of the vehicle M.

[0090] For example, the action plan generation unit 140 determines the location elements of the target track as multiple locations (track points) that the vehicle M should reach in sequence. Track points are locations that the vehicle M should reach at intervals of a predetermined travel distance (e.g., a few [m]). The predetermined travel distance can be calculated, for example, based on the distance traveled along the path.

[0091] Furthermore, the action plan generation unit 140 determines the target speed and target acceleration as the speed elements of the target trajectory at predetermined sampling intervals (e.g., a fraction of a second). Alternatively, the trajectory point can be the position that the vehicle M should reach at that sampling time at each predetermined sampling interval. In this case, the target speed and target acceleration are determined by the interval between the sampling time and the trajectory point. The action plan generation unit 140 outputs information representing the generated target trajectory to the second control unit 160.

[0092] The following is an example of a scenario in which vehicle M is traveling in a zone where a lane change event is planned, that is, a scenario in which vehicle M performs a lane change. Figures 4 to 6 This diagram illustrates a scenario where vehicle M changes lanes. In the diagram, LN1 represents the current lane, and LN2 represents the adjacent lane. Additionally, X represents the direction of road extension or the direction of travel of vehicle M, and Y represents the vehicle width direction orthogonal to X.

[0093] When the event in the current lane is a lane change event, the action plan generation unit 140 selects two other vehicles from among multiple other vehicles traveling in adjacent lane LN2, and sets the lane change target position TAs between the selected two other vehicles. The lane change target position TAs is the location of the target lane change destination, and is the relative position of vehicle M to other vehicles m2 and m3. In the example shown, other vehicles m2 and m3 are traveling in adjacent lanes; therefore, the action plan generation unit 140 sets the lane change target position TAs between other vehicles m2 and m3. It should be noted that if there is only one other vehicle in adjacent lane LN2, the action plan generation unit 140 can set the lane change target position TAs at any position in front of or behind that other vehicle. Furthermore, if there are no other vehicles in adjacent lane LN2, the action plan generation unit 140 can set the lane change target position TAs at any position in adjacent lane LN2. Hereinafter, other vehicles traveling immediately in front of the lane change target position TAs in the adjacent lane (m2 in the illustrated example) will be referred to as the forward reference vehicle mB, and other vehicles traveling immediately behind the lane change target position TAs in the adjacent lane (m3 in the illustrated example) will be referred to as the rear reference vehicle mC.

[0094] After setting the lane change target location TAs, the action plan generation unit 140 generates multiple candidate target tracks for the vehicle M to perform a lane change. Figure 5 In the example, assuming that other vehicles m1 (as the preceding vehicle mA), other vehicles m2 (as the preceding reference vehicle mB), and other vehicles m3 (as the following reference vehicle mC) are traveling at a predetermined speed model, the action plan generation unit 140 generates multiple candidate target tracks based on the speed models of these three vehicles and the speed of the current vehicle M, so that the current vehicle M and the preceding vehicle mA will exist at a lane change target position TAs between the preceding reference vehicle mB and the following reference vehicle mC at some future time without interference.

[0095] For example, the action plan generation unit 140 uses spline curves or other polynomial curves to smoothly connect the current position of the current vehicle M to the position of the preceding reference vehicle mB at a future time, the center of the lane to be changed, and the end point of the lane change. A predetermined number of track points K are arranged on this curve at equal or unequal intervals. At this time, the action plan generation unit 140 generates multiple candidate target tracks such that at least one track point K is arranged within the lane change target position TAs.

[0096] Then, the action plan generation unit 140 selects the optimal target track from the multiple candidate target tracks generated. The optimal target track is, for example, a track that predicts the yaw rate generated when the vehicle M travels on that target track will be less than a threshold, and the speed of the vehicle M will be within a specified speed range. The threshold for yaw rate is, for example, set to a yaw rate that will not cause overload to the occupants when changing lanes (acceleration in the vehicle width direction exceeds the threshold). Furthermore, the specified speed range is, for example, set to a speed range of 70 to 110 [km / h].

[0097] After setting the lane change target position TAs and generating a target track for the vehicle M to change lanes to the lane change target position TAs, the action plan generation unit 140 determines whether it is possible to change lanes to the lane change target position TAs (i.e., between the reference vehicle mB ahead and the reference vehicle mC behind).

[0098] For example, the action plan generation unit 140 determines that a lane change is permissible if it sets a prohibited area RA in the adjacent lane LN2 where no other vehicles are present, and if the collision time to collision (TTC) between the vehicle M and the reference vehicle mB ahead and the reference vehicle mC behind is greater than a threshold. It should be noted that this determination condition is an example of a lane change target position TAs set to the side of the vehicle M.

[0099] like Figure 6 As illustrated, the action plan generation unit 140 projects the vehicle M to lane LN2, the destination of the lane change, and sets a prohibited area RA with a certain margin of safety before and after it. The prohibited area RA is set to be an area extending from one end of lane LN2 in the lateral (Y direction) direction to the other end.

[0100] When there are no other vehicles within the prohibited area RA, the action plan generation unit 140 sets, for example, virtual extension lines FM and RM extending towards lane LN2 (the lane change destination) at the front and rear of the vehicle M. The action plan generation unit 140 calculates the collision margin time TTC(B) between extension line FM and the preceding reference vehicle mB, and the collision margin time TTC(C) between extension line RM and the following reference vehicle mC. The collision margin time TTC(B) is derived by dividing the distance between extension line FM and the preceding reference vehicle mB by the relative speed between the vehicle M and the preceding reference vehicle mB (or another vehicle m2 in the example). The collision margin time TTC(C) is derived by dividing the distance between extension line RM and the following reference vehicle mC (or another vehicle m3 in the example) by the relative speed between the vehicle M and the following reference vehicle mC. The action plan generation unit 140 determines that lane changing is permissible if both the collision margin time TTC(B) and the collision margin time TTC(C) are greater than the threshold Th(C). The thresholds Th(B) and Th(C) can be the same or different values.

[0101] If a lane change is deemed not possible, the action plan generation unit 140 selects two new other vehicles from among the multiple other vehicles traveling in the adjacent lane LN2, and sets a new lane change target position TAs between the two newly selected other vehicles. It should be noted that one of the newly selected other vehicles can also be one of the previously selected other vehicles.

[0102] The action plan generation unit 140 repeatedly sets the lane change target position TAs until it determines that a lane change can be performed. At this time, the action plan generation unit 140 can generate a target track for the vehicle M to wait in the current lane LN1, or generate a target track to decelerate or accelerate the vehicle M in order to move laterally in the current lane LN1 toward the lane change target position TAs.

[0103] If the action plan generation unit 140 determines that a lane change is possible, it outputs information indicating the generated target track to the second control unit 160.

[0104] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220, so that the vehicle M passes through the target track generated by the action plan generation unit 140 at a predetermined time.

[0105] The second control unit 160 includes, for example, a first acquisition unit 162, a speed control unit 164, and a steering control unit 166. The part that combines the action plan generation unit 140 and the second control unit 160 is an example of a "lane change control unit".

[0106] The first acquisition unit 162 acquires information about the target trajectory (trajectory point) from the action plan generation unit 140 and stores it in the memory of the storage unit 190.

[0107] The speed control unit 164 controls one or both of the driving force output device 200 and the braking device 210 based on the speed elements (such as target speed, target acceleration, etc.) contained in the target track stored in the memory.

[0108] The steering control unit 166 controls the steering device 220 based on the positional elements (such as curvature indicating the degree of curvature of the target track) contained in the target track stored in the memory.

[0109] The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs feedforward control corresponding to the curvature of the road ahead of the vehicle M and feedback control based on deviation from the target track.

[0110] The driving force output device 200 outputs driving force (torque) for vehicle movement to the drive wheels. The driving force output device 200 may include, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as a power ECU (Electronic Control Unit) that controls them. The power ECU controls the above-described structure according to information input from the second control unit 160 or from the driving operation unit 80.

[0111] The braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving control unit 80, outputting braking torque corresponding to the braking operation to each wheel. The braking device 210 may have a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving control unit 80 to the cylinder via a master hydraulic cylinder. It should be noted that the braking device 210 is not limited to the structure described above; it may also be an electronically controlled hydraulic braking device that controls the actuator according to information input from the second control unit 160 and transmits hydraulic pressure from the master hydraulic cylinder to the cylinder.

[0112] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driving control unit 80.

[0113] The third control unit 170 includes a second acquisition unit 172, a mode control unit 174, a first determination unit 176, a second determination unit 178, and an output control unit 180. The output control unit 180 is an example of a "display control unit".

[0114] The second acquisition unit 172 acquires, for example, the recognition result of the recognition unit 130, or the information input by the occupant to the HMI 30. The second acquisition unit 172 provides the acquired information to the mode control unit 174, the first determination unit 176, and the second determination unit 178.

[0115] The mode control unit 174 controls the driving mode of the vehicle M. The driving modes of the vehicle M include, for example, manual driving mode and automatic driving mode. Manual driving mode refers to a mode in which the speed and steering of the vehicle M are controlled based on the driving operations of the occupants.

[0116] An autonomous driving mode refers to a mode that automatically controls either the speed or steering of the vehicle M, or both, without relying on the driver's input. Autonomous driving modes include multiple modes such as First Autonomous Driving Mode, Second Autonomous Driving Mode, Third Autonomous Driving Mode, Fourth Autonomous Driving Mode, and Fifth Autonomous Driving Mode. These modes have different levels of automation. Furthermore, in some of these autonomous driving modes, there are corresponding obligations (also called tasks) regarding the occupant arrangement and control of the vehicle M at a certain level of automation.

[0117] The first automated driving mode is the lowest level of automation. In the first automated driving mode, driver assistance controls such as ACC and LKAS are implemented. During ACC operation, LKAS is restricted, and during LKAS operation, ACC is restricted. That is, in the first automated driving mode, steering control and speed control are processed sequentially. In the first automated driving mode, the occupants of vehicle M are assigned a first obligation and a second obligation. The first obligation is to monitor the surroundings of vehicle M (especially the area in front), and the second obligation is to operate the steering wheel. "Operation" can mean holding or touching the steering wheel.

[0118] The second autonomous driving mode is a higher level of automation than the first autonomous driving mode. In the second autonomous driving mode, multiple driver support controls such as ACC, LKAS, and ALC are implemented in conjunction. The level of obligation placed on the occupants in the second autonomous driving mode is the same as or lower than that in the first autonomous driving mode. For example, in the second autonomous driving mode, the first obligation is imposed on the occupants, and in principle, no second obligation is imposed. However, in the second autonomous driving mode, a second obligation may be imposed on the occupants at a later time, such as immediately before implementing a portion of driver support controls like ALC.

[0119] The third autonomous driving mode is a higher level of automation than the second autonomous driving mode. In the third autonomous driving mode, the speed and steering of the vehicle M are automatically controlled under certain conditions. These specific conditions include, for example, driving on roads with few obstacles and where the vehicle M can recognize its lane or its relative position to that lane. Such roads are, for example, highways. In the third autonomous driving mode, the level of obligation placed on the occupants is lower than in the second autonomous driving mode. For example, in the third autonomous driving mode, neither the first nor the second obligation is assigned to the occupants. It should be noted that in the third autonomous driving mode, there are sometimes driving operations required from the occupants in emergency situations.

[0120] The fourth autonomous driving mode is an autonomous driving mode with the same or higher level of automation as the third autonomous driving mode. In the fourth autonomous driving mode, the speed and steering of the vehicle M are automatically controlled under specific conditions. Similar to the third autonomous driving mode, the level of obligation placed on the occupants in the fourth autonomous driving mode is lower than in the second autonomous driving mode. For example, in the fourth autonomous driving mode, neither the first nor the second obligation is assigned to the occupants. Even in emergencies, the speed and steering of the vehicle M are automatically controlled without relying on the occupants' driving operations in the fourth autonomous driving mode.

[0121] The fifth autonomous driving mode is an autonomous driving mode with the same or higher level of automation as the fourth autonomous driving mode. In the fifth autonomous driving mode, the speed and steering of the vehicle M are automatically controlled regardless of specific conditions. Similar to the third and fourth autonomous driving modes, the degree of obligation placed on the occupants in the fifth autonomous driving mode is lower than in the second autonomous driving mode. For example, in the fifth autonomous driving mode, neither the first nor the second obligation is assigned to the occupants.

[0122] For example, when the vehicle M is in the second autonomous driving mode and certain conditions are met, the mode control unit 174 can switch the driving mode to an autonomous driving mode with a higher level of automation than the second autonomous driving mode (e.g., the third autonomous driving mode).

[0123] Additionally, for example, if the vehicle M, while in the third or fourth automatic driving mode, does not meet certain conditions, the mode control unit 174 can switch the driving mode to the second or first automatic driving mode. "Not meeting specific conditions" includes, for example, driving on roads with more obstacles than highways and complex surrounding conditions, or on roads where lane identification is impossible. Such roads are, for example, ordinary roads.

[0124] In addition, the mode control unit 174 can control the driving mode of the vehicle M based on the determination results of the first determination unit 176 and the second determination unit 178, which will be described later.

[0125] Additionally, the mode control unit 174 can also control the driving mode based on detection signals output from the driving operation unit 80. For example, in automatic driving mode, if the occupant operates the steering wheel, accelerator pedal, or brake pedal with an amount exceeding a threshold, the mode control unit 174 can switch the driving mode to manual driving mode.

[0126] In addition, the mode control unit 174 can also control the driving mode of the vehicle M based on input operations to the HMI30.

[0127] In the automated driving mode where the first duty is set, the first determination unit 176 analyzes the image generated by the in-vehicle camera 90 and detects the direction of the driver's seat occupant's gaze and facial orientation. Based on the detected gaze or facial orientation, the first determination unit 176 determines whether the driver's seat occupant is monitoring the surroundings of the vehicle M. That is, the first determination unit 176 determines whether the occupant is fulfilling the first duty. For example, if the occupant looks out of the vehicle through the windshield, the first determination unit 176 determines that the occupant is monitoring the surroundings of the vehicle M. That is, the first determination unit 176 determines that the occupant is fulfilling the first duty.

[0128] In the automated driving mode where the second obligation is set, the second determination unit 178 determines, based on the detection results of the steering sensor, whether the occupant is holding or touching the steering wheel. That is, the second determination unit 178 determines whether the occupant is fulfilling the second obligation. For example, if the current value or steering torque detected by the steering sensor is above a threshold, the second determination unit 178 determines that the occupant is holding or touching the steering wheel. In other words, the second determination unit 178 determines that the occupant is fulfilling the second obligation. Hereinafter, the situation where the occupant is fulfilling the second obligation, i.e., holding the steering wheel, will sometimes be referred to as "holding the steering wheel," and the situation where the occupant is not fulfilling the second obligation, i.e., not holding the steering wheel, will sometimes be referred to as "releasing the steering wheel."

[0129] The output control unit 180 outputs an active lane change recommendation (hereinafter referred to as ALCR) to the occupant via the display device 32 (at least one of the first display 32A and the second display 32B) and the speaker of the HMI 30.

[0130] Specifically, in the second, third, fourth, or fifth autonomous driving mode (i.e., in an autonomous driving mode capable of performing automatic lane changes), the output control unit 180 outputs ALCR when the action plan generation unit 140 determines that a lane change is necessary.

[0131] The Alternating Lane Change Response (ALCR) includes weak and strong recommendations. A weak recommendation is a suggestion that does not recommend lane changes to occupants but only informs them that lane change control is possible. A strong recommendation is a suggestion that strongly recommends lane changes to occupants. In other words, a strong recommendation is a suggestion that strongly recommends lane changes to occupants compared to a weak recommendation.

[0132] [Details about ALCR: Highly Recommended]

[0133] Figure 7 This diagram illustrates a strongly recommended display example. A strongly recommended display could, for example, be shown on the first display 32A. The first display 32A includes a MID (Multi-Information Display) and an IND (Instrument Navigation Display). The MID is an example of a "first display unit," and the IND is an example of a "second display unit."

[0134] The MID is positioned in the center of the screen of the first display 32A. The MID displays the surrounding conditions of the vehicle M for which a lane change is recommended. More specifically, the MID displays the vehicle M's future trajectory (target trajectory), the presence or absence of a lane change, the lane to the destination of the lane change, identified lanes (marking lines), and other vehicles as surrounding conditions. Furthermore, the MID displays information (hereinafter referred to as guidance information) used to guide occupants along the route determined by the navigation device 50 to the destination as a strong recommendation.

[0135] The IND is positioned offset from the center of the screen of the first display 32A (e.g., to the right and left of the MID). The IND displays the vehicle M's speed, engine speed, remaining fuel, radiator temperature, driving distance, remaining battery level, etc. Additionally, guidance information also displayed on the MID can be shown in the IND.

[0136] Figure 8 This is a diagram representing a classification example of scenarios where a strong recommendation is output. For example, if vehicle M is set to travel at a constant speed, a strong recommendation can be output in the following scenarios: when the speed of the vehicle in front is slow and cannot maintain the set speed of vehicle M; when a following vehicle is approaching; when the lane that vehicle M is traveling in disappears ahead of vehicle M in its direction of travel (i.e., the lanes are reduced); when vehicle M is approaching the target branch point, etc.

[0137] Figures 9 to 12 This is an example of an image that is output to MID as a strong recommendation in various scenarios. For example... Figure 9 Therefore, in situations where the set speed cannot be maintained, it is strongly recommended to display an image of the vehicle ahead and text indicating that the vehicle ahead is traveling slowly. Additionally, an icon I-1 indicating that lane changing is possible is displayed.

[0138] like Figure 10 In the event of a following vehicle approaching, as a strong recommendation, an image of the following vehicle will be displayed, along with text indicating that the following vehicle is approaching, and an icon I-1 indicating that a lane change is possible.

[0139] like Figure 11 Therefore, in the scenario where lanes are reduced, it is strongly recommended to display an image and text indicating that the lane in which vehicle M is currently traveling has disappeared in front of vehicle M's direction of travel, and to display an icon I-1 indicating that lane changing is possible.

[0140] like Figure 12 Therefore, in the scenario where vehicle M approaches the target branch point, it is strongly recommended to display an image and text indicating that there is a target branch point ahead of vehicle M in the direction of travel, and to display an icon I-1 indicating that lane changing is possible.

[0141] Figure 13 This diagram illustrates an example of a scenario where a strong recommendation is given. In scenario S1, the set speed cannot be maintained due to the slow speed of the preceding vehicle and the vehicle's (M) deceleration. In such scenario S1, the output... Figure 9 The illustrated strong recommendation. In scenario S2, vehicle M approaches the target branch point. In such scenario S2, the output is... Figure 12 The example of a strong recommendation.

[0142] When, for example, an occupant operates the ALCR switch 34A, corresponding to a strong recommendation, the output control unit 180 determines that the occupant has consented to the lane change. In this case, the output control unit 180 provides the determination result that the occupant has consented to the lane change to the action plan generation unit 140. Accordingly, the action plan generation unit 140 generates a target track for the vehicle M to perform a lane change, and the second control unit 160 controls the steering and speed of the vehicle M based on the target track. Thus, automatic lane change is performed in scenarios S1 and S2.

[0143] [ALCR Details: Weak Recommendation]

[0144] Figure 14 This diagram illustrates an example of a scenario where a weak recommendation is output. In scenarios S3-S5, there are no other vehicles around vehicle M, the number of lanes is not reduced, and there is no target branch point nearby. In such scenarios S3-S5, vehicle M can freely change lanes to other lanes; therefore, a weak recommendation is output.

[0145] For example, as in scenario S3, if vehicle M is in the leftmost lane LN1, a weak recommendation is to change lanes to the center lane LN2. As in scenario S4, if vehicle M is in the center lane LN2, a weak recommendation is to change lanes to the rightmost lane LN3 (the overtaking lane). As in scenario S5, if vehicle M is in the rightmost lane LN3, a weak recommendation is to change lanes to the center lane LN2.

[0146] When, for example, an occupant operates the ALCR switch 34A in accordance with a weak recommendation output, the output control unit 180 determines that the occupant has consented to the lane change. In this case, the output control unit 180 provides the determination result that the occupant has consented to the lane change to the action plan generation unit 140. Accordingly, the action plan generation unit 140 generates a target track for the vehicle M to perform a lane change, and the second control unit 160 controls the steering and speed of the vehicle M based on the target track. Thus, automatic lane change is performed in scenarios S3-S5.

[0147] As described above, in the second autonomous driving mode, a second obligation is sometimes assigned to the occupant before an automatic lane change is to be performed. In such cases, if the occupant fulfills the second obligation when a weak recommendation is output and the ALCR switch 34A is operated, that is, when the occupant is holding the vehicle, an automatic lane change is performed.

[0148] Figure 15 This is a diagram illustrating a weak recommendation. Weak recommendations can also be displayed on the first display 32A in the same way as strong recommendations. For example, in the IND of the first display 32A, icon I-2 indicating a lane change recommendation to the left lane and icon I-3 indicating a lane change recommendation to the right lane can be displayed as weak recommendations.

[0149] Figure 16 This is a diagram showing examples of display when ALCR is output and when ALCR is not output. X1 in the diagram is the location passed before reaching location X2 (described later), and is the location used to consider that the vehicle M has approached location X2 (hereinafter referred to as the first location).

[0150] X2 is a location that vehicle M can reach after traveling a specified time or distance from a primary location X1. It is a location passed before reaching the location X (described later) (hereinafter referred to as a secondary location).

[0151] X3 is a location further away from the secondary location X2, and is the starting point for path guidance towards the destination (hereinafter referred to as the path guidance location). As shown in the diagram, path guidance location X3 is typically a branch point where a lane change is required from the main road of the highway to a side road to reach the destination, but it is not limited to this. For example, path guidance location X3 can also be the location where the lane currently being traveled by vehicle M disappears ahead of vehicle M in its direction of travel. In the following explanation, the case where path guidance location X3 is a branch point will be illustrated as an example.

[0152] In the interval closer to point X1 than the initial location (the interval before reaching point X1), the output control unit 180 does not output ALCR. Specifically, the output control unit 180 as follows: Figure 17 That controls the information displayed on the first display 32A.

[0153] Figure 17This diagram illustrates an example of the display of IND and MID on the first display 32A. As shown, in the interval closer to the previous location X1, the output control unit 180 at least does not display weak or strong recommendations on the IND and MID of the first display 32A. At this time, the output control unit 180 causes the IND of the first display 32A to display the speed of the vehicle M, engine speed, remaining fuel, radiator temperature, driving distance, remaining battery level, etc., while the MID of the first display 32A displays the surrounding conditions of the vehicle M. That is, the output control unit 180 causes the MID to display the future trajectory (target trajectory) of the vehicle M, the presence or absence of lane changes, the lane to which the lane change destination is located, the identified lanes (dividing lines), other vehicles, etc., as the surrounding conditions.

[0154] return Figure 16 The output control unit 180 outputs ALCR within the interval from primary location X1 to secondary location X2. Specifically, the output control unit 180... Figure 18 That controls the information displayed on the first display 32A.

[0155] Figure 18 This diagram illustrates an example of the display of the IND and MID on the first display 32A. As shown, in the interval from the primary location X1 to the secondary location X2, the output control unit 180 causes the IND on the first display 32A to display an icon I-2 indicating a recommended lane change to the left lane as a weak recommendation. That is, the output control unit 180 causes the IND on the first display 32A to display an icon I-2 indicating the direction of the lane change to be performed at the path guidance location X3 as one of the guidance information, thereby guiding the vehicle M to the left lane.

[0156] In addition, the output control unit 180 interrupts the MID display of the first display 32A to show the surrounding conditions of the vehicle M, and displays guidance information for guiding the vehicle M to the branch road as a strong recommendation.

[0157] return Figure 16 The explanation is as follows. In the range farther than the secondary location X2, the output control unit 180 continues to output ALCR. Specifically, the output control unit 180 as follows: Figure 19 That controls the information displayed on the first display 32A.

[0158] Figure 19This diagram illustrates an example of the display of the IND and MID on the first display 32A. As shown, in the section farther than the secondary location X2, the output control unit 180 causes the IND on the first display 32A to display an icon I-2 indicating a recommended lane change to the left lane as a weak recommendation. That is, the output control unit 180 causes the IND on the first display 32A to display an icon I-2 indicating the direction of the lane change to be performed at the path guidance location X3 as one of the guidance information, thereby guiding the vehicle M to the left lane.

[0159] In addition, the output control unit 180 suppresses the MID display guidance information of the first display 32A and restarts it to display the surrounding conditions of the vehicle M.

[0160] The term "suppression" here can mean either not displaying guidance information or displaying guidance information in a manner smaller than the surrounding environment of the vehicle M. Alternatively, "suppression" can also mean not displaying guidance information on the MID (located in a position easily visible to the occupant) at the center of the first display 32A, but instead displaying guidance information on the IND (located in a position less visible to the occupant than the MID) located off-center from the center of the first display 32A.

[0161] In the range farther than the secondary location X2, for example, the output control unit 180 can be as follows: Figure 19 This causes the first display 32A to show the surrounding conditions of the vehicle M via the MID, and simultaneously displays guidance information (GI in the figure) in a smaller format than the surrounding conditions of the vehicle M. Thus, the occupants can visually confirm the surrounding conditions of the vehicle M via the MID, and further recognize the existence of route guidance.

[0162] Additionally, in the region farther than the secondary location X2, the output control unit 180 can also... Figure 20 That controls the information displayed on the first display 32A.

[0163] Figure 20 This diagram illustrates an example of the display of IND and MID on the first display 32A. As shown, in the area farther away than the secondary location X2, the output control unit 180 may not display guidance information on the MID of the first display 32A, but only display the surrounding conditions of the vehicle M. In this case, the output control unit 180 may display guidance information (GI in the diagram) on the IND of the first display 32A in a manner smaller than the surrounding conditions of the vehicle M. Thus, the occupant can identify the surrounding conditions of the vehicle M by visually confirming the MID, and can further identify the existence of path guidance by visually confirming the IND.

[0164] [Processing Flow]

[0165] The following uses flowcharts to illustrate a series of processing flows performed by the automatic driving control device 100 in the embodiment. Figure 21 This is a flowchart illustrating an example of a series of processing flows performed by the automated driving control device 100 according to an embodiment. The processing in this flowchart can, for example, be repeatedly executed at a predetermined cycle while driving on a highway where the path guidance location X3 exists.

[0166] First, the output control unit 180 causes the first display 32A to display the surrounding conditions of the vehicle M on the MID screen in the area closer to the previous location X1 (step S100). At this time, the output control unit 180 can cause the first display 32A to display the vehicle M's speed, engine speed, remaining fuel, radiator water temperature, driving distance, remaining battery level, etc. on the IND screen.

[0167] Next, the output control unit 180 determines whether the vehicle M has arrived at location X1 (step S102).

[0168] If the vehicle M fails to reach location X1, the output control unit 180 returns the processing to S100 and continues to display the surrounding conditions of the vehicle M on the MID of the first display 32A.

[0169] On the other hand, when the vehicle M arrives at location X1, the output control unit 180 interrupts the display of the surrounding conditions of the vehicle M on the first display 32A's MID and instead displays guidance information for guiding the vehicle M to the branch road (step S104).

[0170] Next, the output control unit 180 determines whether the vehicle M has reached the secondary location X2 (step S106).

[0171] If the vehicle M does not reach the secondary location X2, the output control unit 180 returns the processing to S104 and continues to display the guidance information on the MID of the first display 32A.

[0172] On the other hand, when the vehicle M arrives at the secondary location X2, the output control unit 180 suppresses the display of guidance information on the MID of the first display 32A and restarts the display of the surrounding conditions of the vehicle M (step S108).

[0173] As described above, if the occupant operates the ALCR switch 34A in the section from the temporary location X to the path guidance location X3 (i.e., the section where the ALCR is output), the ALCR is considered to have been agreed upon by the occupant. In this case, the action plan generation unit 140 generates a target track for the vehicle M to change lanes, and the second control unit 160 controls the steering and speed of the vehicle M based on the target track.

[0174] Furthermore, if the occupant operates the direction indicator lever 85 in the section from temporary location X to route guidance location X3, a lane change instruction operation is input. In this case, the action plan generation unit 140 also generates a target track for the vehicle M to perform a lane change, and the second control unit 160 controls the steering and speed of the vehicle M based on the target track. Thus, when the ALCR switch 34A and the direction indicator lever 85 are operated in the section from temporary location X to route guidance location X3 (i.e., the section where ALCR is output), an automatic lane change is performed.

[0175] According to the embodiment described above, the automatic driving control device 100 displays the surrounding conditions of the vehicle M on the MID (an example of a "first display unit") of the first display 32A until the vehicle M reaches a primary location X1. During the period from the arrival of the vehicle M at the primary location X1 until the arrival at the secondary location X2, the automatic driving control device 100 interrupts the display of the surrounding conditions of the vehicle M on the MID of the first display 32A and instead displays guidance information for guiding the vehicle M to a branch road. When the vehicle M reaches the secondary location X2, the automatic driving control device 100 suppresses the display of guidance information on the MID of the first display 32A and resumes displaying the surrounding conditions of the vehicle M on the MID of the first display 32A.

[0176] To suppress the display of guidance information, the automatic driving control device 100 may, for example, display the surrounding conditions of the vehicle M on the MID screen of the first display 32A, while simultaneously displaying guidance information in a smaller format than the surrounding conditions of the vehicle M. Alternatively, to suppress the display of guidance information, the automatic driving control device 100 may also prevent the MID screen of the first display 32A from displaying guidance information and instead only display the surrounding conditions of the vehicle M, while displaying the IND screen of the first display 32A in a smaller format than the surrounding conditions of the vehicle M.

[0177] By adopting this structure, lane changes and route guidance can be displayed more appropriately. For example, route guidance information up to the destination will not be continuously displayed, thus making it easier for occupants to identify the surrounding conditions of their vehicle M.

[0178] The above describes specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A driving control device, wherein, The driving control device includes: A first display unit shows the surrounding conditions of the vehicle and guidance information, which is information used to guide the occupants of the vehicle along a designated path; and The display control unit controls the information displayed on the first display unit. While the first display unit is displaying the surrounding conditions, if the vehicle approaches the starting point of the path guidance (i.e., the path guidance location), the display control unit interrupts the first display unit from displaying the surrounding conditions and instead displays the guidance information. If a predetermined time or distance has elapsed since the first display unit started displaying the guidance information and the vehicle has not reached the route guidance location, the display control unit suppresses the first display unit from displaying the guidance information and restarts the first display unit from displaying the surrounding conditions.

2. The driving control device according to claim 1, wherein, The display control unit suppresses the first display unit from displaying the guidance information by causing the first display unit to display the guidance information in a manner smaller than the surrounding environment.

3. The driving control device according to claim 1, wherein, The driving control device also includes a second display unit that is different from the first display unit. The display control unit suppresses the first display unit from displaying the guidance information by causing the second display unit to display the guidance information.

4. The driving control device according to claim 3, wherein, The display control unit prevents the first display unit from displaying the guidance information when the second display unit displays the guidance information.

5. The driving control device according to claim 3, wherein, The driving control device also includes a lane change control unit, which performs lane changes by controlling the steering of the vehicle. The display control unit causes the second display unit to display the direction of the lane change executed by the lane change control unit. The display control unit causes the second display unit to display the guidance information for guiding the vehicle in the same direction as the stated direction.

6. The driving control device according to claim 1, wherein, The driving control device also includes: The first input interface is operated by the occupant; A second input interface, operated by the occupant, and different from the first input interface; and The lane change control unit performs lane changes by controlling the steering of the vehicle. The display control unit outputs lane change suggestions for the occupant via the first display unit. During the period from when the guidance information is displayed on the first display unit until the vehicle arrives at the route guidance location, if the occupant's operation to agree to the suggestion, i.e., an agreement operation, is input to the first input interface, or if the operation to instruct the lane change, i.e., a lane change instruction operation, is input to the second input interface, the lane change control unit performs the lane change in the direction of the guided route.

7. The driving control device according to claim 3, wherein, When viewed from the occupant, the second display unit is positioned to the right or left of the first display unit.

8. A driving control method using a computer mounted in a vehicle, the vehicle having a first display unit that displays the surrounding conditions of the vehicle and guidance information for guiding the occupants of the vehicle, wherein... The driving control method includes the following processes: Control the information displayed on the first display unit; When the first display unit is displaying the surrounding conditions, if the vehicle approaches the location where the path guidance begins, i.e. the path guidance location, the display of the surrounding conditions on the first display unit is interrupted, and the first display unit displays the guidance information instead. as well as If a predetermined time or distance has elapsed since the first display unit started displaying the guidance information and the vehicle has not reached the route guidance location, the display of the guidance information on the first display unit is suppressed, and the display of the surrounding conditions on the first display unit is restarted.

9. A storage medium storing a program for execution by a computer mounted in a vehicle, the vehicle having a first display unit displaying the surrounding environment of the vehicle and guidance information for guiding occupants of the vehicle, i.e., guidance information, wherein... The procedure includes the following processing: Control the information displayed on the first display unit; When the first display unit is displaying the surrounding conditions, if the vehicle approaches the location where the path guidance begins, i.e. the path guidance location, the display of the surrounding conditions on the first display unit is interrupted, and the first display unit displays the guidance information instead. as well as If a predetermined time or distance has elapsed since the first display unit started displaying the guidance information and the vehicle has not reached the route guidance location, the display of the guidance information on the first display unit is suppressed, and the display of the surrounding conditions on the first display unit is restarted.

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