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 reduce the sense of discomfort brought to a passenger when performing a lane change. The travel control device includes: an output interface; an input interface; a suggestion unit that outputs a suggestion for a passenger of a vehicle to change lanes via the output interface; and a lane change control unit that performs the lane change when an operation of the passenger to agree with the suggestion, i.e., an agreement operation, is input to the input interface. The suggestion unit outputs the suggestion regardless of whether there is a space on a neighboring lane in which the lane change can be performed, when there is a neighboring lane next to a lane in which the vehicle exists.

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, there are known technologies that suggest that occupants of a vehicle overtake a preceding vehicle when there is space for lane changing in adjacent lanes (e.g., see Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: International Publication No. 2020 / 230304 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] Depending on the scenario in which a lane change is suggested, there may be situations where the available space for a lane change is included in the suggested conditions, and vice versa. Therefore, the probability of executing a lane change even when the occupants agree to the suggestion can sometimes vary, potentially causing discomfort to the occupants.

[0008] This invention addresses the aforementioned problems by reducing passenger discomfort during lane changes. Furthermore, it contributes to the development of sustainable transportation systems.

[0009] Solution for solving the problem

[0010] The driving control device, driving control method and storage medium of the present invention adopt the following structure.

[0011] (1) A first aspect of the present invention is a driving control device, wherein the driving control device comprises: an output interface that outputs information; an input interface that is operated by a vehicle occupant; a suggestion unit that outputs a lane change suggestion for the occupant via the output interface; and a lane change control unit that performs the lane change when the occupant's operation for agreeing to the suggestion, i.e., an agreement operation, is input to the input interface, and outputs the suggestion when there is an adjacent lane next to the lane in which the vehicle is located, regardless of whether there is space in the adjacent lane to perform the lane change.

[0012] (2) The second aspect of the present invention is based on the first aspect. After the consent operation is input to the input interface, the lane change control unit searches for the space in the adjacent lane. If the space exists in the adjacent lane, as the lane change, it starts lateral movement control to move the vehicle laterally. The lateral direction is another direction that intersects the direction of the lane extension, i.e., longitudinal direction.

[0013] (3) The third aspect of the present invention is based on the second aspect. Even when the adjacent lane exists without the occurrence of the recommended lane change event, the suggestion unit outputs a first suggestion to the occupant to suggest that the lane change can be performed. When the event occurs, the suggestion unit outputs a second suggestion to the occupant to recommend the lane change. Regardless of whether there is space in the adjacent lane, the suggestion unit outputs either the first suggestion or the second suggestion.

[0014] (4) The fourth aspect of the present invention, based on the second aspect, in the event of an event that recommends the lane change, the suggestion unit outputs a second suggestion to recommend the lane change to the occupant, and the suggestion unit outputs the second suggestion regardless of whether there is space in the adjacent lane.

[0015] (5) The fifth aspect of the present invention, based on the fourth aspect, occurs when the vehicle catches up with the preceding vehicle and when the vehicle approaches the path guidance location.

[0016] (6) The sixth aspect of the present invention is a driving control method that uses a computer mounted on a vehicle. The vehicle has an output interface for outputting information and an input interface operated by the occupants of the vehicle. The driving control method includes the following processes: outputting a lane change suggestion for the occupants via the output interface; performing the lane change when the occupants' operation for agreeing to the suggestion, i.e., an agreement operation, is input to the input interface; and outputting the suggestion regardless of whether there is space in the adjacent lane where the vehicle is located to perform the lane change, if there is an adjacent lane next to the lane where the vehicle is located.

[0017] (7) A seventh aspect of the present invention is a storage medium storing a program for execution by a computer mounted in a vehicle, the vehicle having an output interface for outputting information and an input interface operated by the occupants of the vehicle, wherein the program includes the following processes: outputting a lane change suggestion for the occupants via the output interface; performing the lane change when an operation by the occupants to agree to the suggestion, i.e., an agreement operation, is input to the input interface; and outputting the suggestion regardless of whether there is space in the adjacent lane for the lane in which the vehicle is located, if there is an adjacent lane next to the lane in which the vehicle is located.

[0018] Invention Effects

[0019] The above solution can reduce the discomfort experienced by passengers when changing lanes. Attached Figure Description

[0020] Figure 1 This is a structural diagram of vehicle system 1 utilizing the driving control device of the embodiment.

[0021] Figure 2 This is a schematic diagram showing the interior of vehicle M.

[0022] 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.

[0023] Figure 4 This diagram illustrates a scenario where vehicle M changes lanes.

[0024] Figure 5 This diagram illustrates a scenario where vehicle M changes lanes.

[0025] Figure 6 This diagram illustrates a scenario where vehicle M changes lanes.

[0026] Figure 7 This is a diagram showing examples of strongly recommended displays.

[0027] Figure 8 This is a diagram representing a classification example of scenarios where a strong recommendation is output.

[0028] Figure 9 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0029] Figure 10 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0030] Figure 11This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0031] Figure 12 This is a diagram representing an example of an image that is strongly recommended and output to the MID in various scenarios.

[0032] Figure 13 This is a diagram illustrating an example of a scenario where a strong recommendation is output.

[0033] Figure 14 This is a diagram illustrating an example of a scenario where weak recommendations are output.

[0034] Figure 15 This is a diagram showing examples of weak recommendations.

[0035] Figure 16 This is a diagram illustrating an example of driving control of the vehicle M and the display on the first display 32A during a branch event.

[0036] Figure 17 This is an example of the screen displayed on the first display 32A when the vehicle M arrives at the suggested starting location X1 in the starting state.

[0037] Figure 18 This is an example of the screen displayed on the first display 32A when the occupant has consented to the lane change.

[0038] Figure 19 This is an example of the screen of the first display 32A when it is held in the hand.

[0039] Figure 20 This diagram illustrates an example of the driving control of the vehicle M and the display on the first display 32A during an overtaking incident.

[0040] 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.

[0041] Explanation of reference numerals in the attached figures

[0042] 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, 12… 0…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…Suggestion unit, 190…Storage unit, 200…Driving drive force output device, 210…Braking device, 220…Steering device. Detailed Implementation

[0043] 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.

[0044] [Overall Structure]

[0045] 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.

[0046] 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".

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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."

[0053] 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.

[0054] 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.

[0055] 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.

[0056] The switch assembly 34 is mounted, for example, on the steering wheel. The ALCR switch 34A included in the switch assembly 34 is operated by the occupant to switch the driving mode of the vehicle M to the second automatic driving mode, described later. In the second automatic driving mode, ALC is executed in addition to ACC and LKAS. That is, the ALCR switch 34A is operated to switch from a state where ALC cannot be executed to a state where ALC can be executed. Hereinafter, the state where ALC cannot be executed will be referred to as the non-starting state, and the state where ALC can be executed will be referred to as the starting state.

[0057] Furthermore, in order to decide whether to accept or reject the active ALC suggested by the automatic driving control unit 100 while the vehicle is in motion, the occupant operates the ALCR switch 34A. The ALCR switch 34A may be a push-button switch that can only be operated in one direction. Details of the lane change suggestion will be described later. Operating the ALCR switch 34A is an example of "accepting the operation".

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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. Furthermore, 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 the 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."

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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).

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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".

[0081] 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.

[0082] "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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] As mentioned above, recommended lane change events are represented by lane change events, but are not limited to this. Recommended lane change events also include, for example, overtaking events planned based on vehicle M catching up with the preceding vehicle, and branching events planned based on vehicle M approaching a branching point.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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 6This 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.

[0092] When the event in the current section is a lane change event, the action plan generation unit 140 selects two other vehicles from multiple other vehicles traveling in adjacent lane LN2 and sets the lane change target position TAs between the two selected other vehicles.

[0093] The lane change target position TAs is the location of the destination for the lane change, and it 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. The lane change target position TAs is an example of "space where lane changes can be performed".

[0094] It should be noted that when there is only one other vehicle in the 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, when there are no other vehicles in the adjacent lane LN2, the action plan generation unit 140 can set the lane change target position TAs at any position in the adjacent lane LN2. Hereinafter, the other vehicle 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 the other vehicle 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.

[0095] 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, the action plan generation unit 140 assumes that other vehicles m1, which is the leading vehicle mA, other vehicles m2, which is the reference vehicle mB ahead, and other vehicles m3, which is the reference vehicle mC behind, are traveling at a predetermined speed model. Based on the speed models of these three vehicles and the speed of the vehicle M, multiple candidate target tracks are generated so that the vehicle M and the leading vehicle mA will exist at a lane change target position TAs between the reference vehicle mB ahead and the reference vehicle mC behind at some future time without interference.

[0096] 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.

[0097] 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].

[0098] 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).

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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".

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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 a suggestion unit 180.

[0115] 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.

[0116] 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 according to the driving operations of the occupants.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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).

[0124] 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.

[0125] 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.

[0126] 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.

[0127] In addition, the mode control unit 174 can also control the driving mode of the vehicle M based on input operations to the HMI30.

[0128] 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.

[0129] In the automated driving mode where the second obligation is assigned, 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."

[0130] The recommendation 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.

[0131] Specifically, the suggestion unit 180 outputs ALCR when the action plan generation unit 140 determines that a lane change is required in the second, third, fourth, or fifth autonomous driving mode (i.e., in an autonomous driving mode capable of performing automatic lane change).

[0132] The ALCR includes weak recommendations and strong recommendations. A weak recommendation is a suggestion that does not recommend lane changes to occupants but only informs them that a lane change is permissible. A strong recommendation is a suggestion that 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. A weak recommendation is an example of a "first recommendation," and a strong recommendation is an example of a "second recommendation."

[0133] [Details about ALCR: Highly Recommended]

[0134] 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), an IND (Instrument Navigation Display), and an SDD (Symbol Driver Display). The first display 32A is an example of an "output interface."

[0135] 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.

[0136] 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.

[0137] For example, the SDD is configured above the MID. Within the SDD, driving-related information is displayed using symbols (marks) and icons, or via messages.

[0138] Figure 8This is a diagram representing a classification 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 preceding vehicle is slow and cannot maintain the set speed of vehicle M (i.e., overtaking event), when the following vehicle approaches, when the lane that vehicle M is traveling in disappears ahead of vehicle M in its direction of travel (i.e., lane reduction event), when vehicle M approaches the target branch point (i.e., branch event), etc.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] In addition, the aforementioned icon I-1 can also be displayed in place of MID, or, in addition to being displayed in MID, in IND or SDD.

[0144] Figure 13 This diagram illustrates an example of a scenario where a strong recommendation is to be output. In scenario S1, the vehicle cannot maintain the set speed because the preceding vehicle is slow and the current vehicle (M) decelerates. In this scenario S1, a planned overtaking event is generated, and the output... Figure 9 The illustrated strong recommendation. In scenario S2, vehicle M approaches the target branch point. In this scenario S2, plan the branching event and output... Figure 12 The example shows a strong recommendation.

[0145] When, in response to a strong recommendation, the occupant operates the ALCR switch 34A, the recommendation unit 180 determines that the occupant has consented to the lane change. In this case, the recommendation unit 180 provides the determination result that the occupant has consented to the lane change to the action plan generation unit 140.

[0146] Correspondingly, the action plan generation unit 140 searches for lane change target locations TAs in adjacent lanes. When a lane change target location TAs is found, the action plan generation unit 140 determines whether a lane change can be performed to that lane change target location TAs.

[0147] The action plan generation unit 140 continuously searches for the lane change target position TAs until it determines that a lane change is feasible. At this point, 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 that decelerates or accelerates the vehicle M to move laterally towards the lane change target position TAs in the current lane LN1. In other words, the action plan generation unit 140 adjusts the speed of the vehicle M to a speed suitable for lane changing.

[0148] When the action plan generation unit 140 is able to set the lane change target position TAs to an adjacent lane, it generates a target track for the vehicle M to change lanes to the lane change target position TAs.

[0149] The second control unit 160 controls at least the steering and speed of the vehicle M based on the target trajectory generated by the action plan generation unit 140. Specifically, the second control unit 160 controls at least the steering and speed of the vehicle M in a manner that causes the vehicle M to move laterally, as an automatic lane change. Lateral movement is any direction that intersects the direction extending from the lane, i.e., the longitudinal direction (typically a direction orthogonal to the longitudinal direction). Thus, automatic lane change is performed in scenarios S1 and S2. Hereinafter, this control that causes the vehicle M to move laterally will be specifically referred to as "lateral movement control".

[0150] [ALCR Details: Weak Recommendation]

[0151] 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 lanes are not reduced, and there are no target branch points nearby. That is, there are no recommended lane change events such as planned lane change events, overtaking events, or branching events. In such scenarios S3-S5, vehicle M can freely change lanes to other lanes; therefore, a weak recommendation is output.

[0152] 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.

[0153] When, for example, an occupant operates the ALCR switch 34A in response to a weak recommendation, the recommendation unit 180 determines that the occupant has consented to the lane change. In this case, the recommendation unit 180 provides the determination result that the occupant has consented to the lane change to the action plan generation unit 140.

[0154] Correspondingly, the action plan generation unit 140 searches for lane change target locations TAs in adjacent lanes. When a lane change target location TAs is found, the action plan generation unit 140 determines whether a lane change can be performed to that lane change target location TAs.

[0155] The action plan generation unit 140 continuously searches for the lane change target position TAs until it determines that a lane change is feasible. At this time, the action plan generation unit 140 can generate a target track for the vehicle M to wait in its current lane, or generate a target track that decelerates or accelerates the vehicle M to move laterally toward the lane change target position TAs in its current lane. That is, the action plan generation unit 140 adjusts the speed of the vehicle M to a speed suitable for lane changing.

[0156] When the action plan generation unit 140 is able to set the lane change target position TAs to an adjacent lane, it generates a target track for the vehicle M to change lanes to the lane change target position TAs.

[0157] The second control unit 160 controls at least the steering and speed of the vehicle M based on the target trajectory generated by the action plan generation unit 140. Specifically, the second control unit 160 performs lateral movement control. Thus, automatic lane changing is performed in scenarios S3-S5.

[0158] 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.

[0159] Figure 15This 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.

[0160] Furthermore, in the IND, icons I-4, I-5, etc., can be displayed before ALCR is displayed, i.e., in the first automated driving mode where automatic lane change is not performed. Icon I-4 is used to prompt the occupant to operate the ALCR switch 34A in the first automated driving mode. That is, icon I-4 is used to prompt the occupant to transition to the activated state where ALC can be performed. Icon I-5 is used to instruct the occupant to hold the switch. As mentioned above, sometimes a second obligation (holding the switch) is assigned to the occupant before performing automatic lane change in the second automated driving mode, and icon I-5 is displayed to instruct the occupant to fulfill this second obligation (holding the switch).

[0161] [Branch Event]

[0162] Figure 16 This diagram illustrates an example of driving control of vehicle M and the display on the first display 32A during a branching event. In the diagram, X1 is the suggested start point, X2 is the pre-adjustment start point, X3 is the suggested start limit point, X4 is the lane change start point, X5 is the suggested end point, X6 is the abandonment point, X7 is the lane change end point, X8 is the branch start point, and X9 is the branch end point.

[0163] It is recommended that the starting point X1 be the location where the ALCR output is determined, and set it closer to the branch starting point X8.

[0164] The speed adjustment start point X2 is the location where the speed of the vehicle M is determined to be suitable for lane change as suggested by ALCR. It is set at a position farther than the suggested start point X1 and closer to the branch start point X8.

[0165] The recommended starting point X3 is the extreme point where the ALCR output begins. It is set further away from the recommended starting point X1 and closer to the branch starting point X8.

[0166] Lane change start point X4 is the suggested lane change start point for ALCR, set further away from the previous speed adjustment start point X2 and closer to the branch start point X8.

[0167] The suggested end point X5 is the location determined to end the ALCR output, and it is set at a position that is farther away than the suggested start point X1 and closer to the branch start point X8.

[0168] Location X6 is the location where the lane change was canceled (abandoned) by the automatic driving control device 100.

[0169] Lane change end point X7 is the recommended lane change end point for ALCR.

[0170] Branch start point X8 is the location where the lane begins to branch on the highway. In this embodiment, the following situation is described: there is a destination ahead of branch road LN4, and vehicle M changes lanes to branch road LN4 on the highway. Branch start point X8 is an example of a "path guidance point".

[0171] The branch end point X9 is the location where the lane branch ends on the highway. It should be noted that the positions of X1 to X9 mentioned above can be appropriately changed within the range that does not affect lane change control. For example, it is suggested that the end point X5 can also be located closer to the starting point X2 of the previous speed adjustment.

[0172] For example, during the period until the vehicle M reaches the suggested starting point X1, the occupant operates the ALCR switch 34A to switch from a non-starting state to a starting state. That is, from the first automatic driving mode to the second automatic driving mode. When the vehicle M reaches the suggested starting point X1 in the starting state, the suggestion unit 180 starts the output of ALCR (weak recommendation and strong recommendation).

[0173] For example, when the vehicle M arrives at the suggested starting location X1 while in the starting state, the suggestion unit 180 causes the IND display of the first display 32A to show a weak recommendation, and causes the MID display of the first display 32A to show a strong recommendation.

[0174] Figure 17 This diagram shows an example of the screen displayed on the first display 32A when the vehicle M arrives at the suggested starting point X1 while in the running state. When the vehicle M arrives at the suggested starting point X1 while in the running state, the first display 32A displays a weak recommendation in the IND section by showing an icon I-2 indicating a lane change to the left lane, and displays an icon and message in the MID and SDD sections to guide the vehicle M to branch road LN4 from the branch starting point X8.

[0175] During the period from when the vehicle M exceeds the recommended start point X1 until it reaches the recommended end point X5, the recommendation unit 180 causes the IND display to show the icon I-4 for prompting the occupant to operate the ALCR switch 34A. When the vehicle M reaches the recommended end point X5, the recommendation unit 180 ends the output of ALCR (weak recommendation and strong recommendation).

[0176] For example, during the period from when vehicle M passes the suggested start point X1 until it reaches the suggested end point X5, the occupant operates the ALCR switch 34A. That is, the occupant agrees to the lane change suggested as ALCR.

[0177] In this case, the recommendation unit 180 causes the first display 32A to display an icon or message requiring the occupant to perform a second obligation (holding).

[0178] Figure 18 This is an example of the screen displayed on the first display 32A when the occupant has consented to the lane change. When the occupant consents to the lane change, as shown in the figure, an icon representing a hand gesture and a message can be displayed in the MID.

[0179] In addition, the action plan generation unit 140 searches for lane change target locations (TAs) in adjacent lanes. When a lane change target location (TA) is found, the action plan generation unit 140 determines whether a lane change can be performed to that lane change target location (TA).

[0180] The action plan generation unit 140 continuously searches for lane change target positions TAs until it determines that a lane change is feasible. During the search for lane change target positions TAs, the action plan generation unit 140 can generate a target track for the vehicle M to wait in lane LN2, or generate a target track to decelerate or accelerate the vehicle M to move laterally towards the lane change target positions TAs in lane LN2. In other words, the action plan generation unit 140 generates a target track for adjusting the speed of the vehicle M to a speed suitable for lane changing.

[0181] Figure 19 This diagram shows an example of the screen displayed on the first display 32A when the driver is holding the steering wheel. When the driver is holding the steering wheel after agreeing to a lane change (in the hand-held position), as shown in the diagram, the MID displays an icon and a message indicating that the lane change agreed to by the driver has been accepted by the automatic driving control unit 100. It should be noted that the driver can cancel the agreement by operating the ALCR switch 34A again after the lane change agreement has been accepted.

[0182] Suppose that after the speed of vehicle M is adjusted until vehicle M reaches the lane change start point X4, a lane change target position TAs is found where a lane change can be performed. In this case, the action plan generation unit 140 generates a target track for vehicle M to perform a lane change to the lane change target position TAs.

[0183] The second control unit 160 controls at least the steering and speed of the vehicle M based on the target trajectory generated by the action plan generation unit 140. Specifically, the second control unit 160 performs lateral movement control. As a result, the vehicle M changes lanes from lane LN2 to lane LN1.

[0184] [The Overtaking Incident]

[0185] Figure 20 This diagram illustrates an example of the driving control of the vehicle M and the display on the first display 32A during an overtaking event.

[0186] In the case of an overtaking event, when the vehicle M arrives at the suggested starting point X1 while in the starting state, the suggestion unit 180 can, in the same manner as in a branch event, display a weak recommendation on the IND screen of the first display 32A and a strong recommendation on the MID screen of the first display 32A.

[0187] When the vehicle M exceeds the suggested starting point X1, the suggestion unit 180 causes the IND to display icon I-4 to prompt the occupant to operate the ALCR switch 34A, or displays a strong recommendation to suggest a lane change from lane LN1 to lane LN2.

[0188] For example, suppose that after vehicle M has passed the suggested starting point X1, the occupant operates the ALCR switch 34A. That is, suppose the occupant agrees to the lane change suggested by ALCR.

[0189] In this case, the recommendation unit 180 causes the first display 32A to display an icon or message requiring the occupant to perform a second obligation (holding).

[0190] When the occupants agree to ALCR, the action plan generation unit 140 searches for lane change target locations TAs in lane LN2. When a lane change target location TAs is found, the action plan generation unit 140 determines whether a lane change can be performed to that lane change target location TAs.

[0191] The action plan generation unit 140 continuously searches for lane change target positions TAs until it determines that a lane change is feasible. During the search for lane change target positions TAs, the action plan generation unit 140 can generate a target track for the vehicle M to wait in lane LN2, or generate a target track to decelerate or accelerate the vehicle M to move laterally towards the lane change target positions TAs in lane LN2. In other words, the action plan generation unit 140 generates a target track for adjusting the speed of the vehicle M to a speed suitable for lane changing.

[0192] Suppose that after the speed of vehicle M is adjusted, a lane-changing target location TAs is found where a lane change can be performed. In this case, the action plan generation unit 140 generates a target track for vehicle M to change lanes to the lane-changing target location TAs.

[0193] The second control unit 160 controls at least the steering and speed of the vehicle M based on the target trajectory generated by the action plan generation unit 140. Specifically, the second control unit 160 performs lateral movement control. As a result, the vehicle M changes lanes from lane LN1 to lane LN2.

[0194] When vehicle M overtakes a preceding vehicle in lane LN2, a second suggested starting point X1 is set. Upon reaching the second suggested starting point X1, the suggestion unit 180 causes the IND display of the first display 32A to show an icon I-4 prompting the occupant to operate the ALCR switch 34A, or to show a strong recommendation to change lanes from lane LN2 to lane LN1.

[0195] For example, suppose that after vehicle M has passed the second suggested starting point X1, the occupant operates the ALCR switch 34A. That is, suppose the occupant agrees to the lane change suggested by ALCR.

[0196] In this case, the recommendation unit 180 causes the first display 32A to display an icon or message requiring the occupant to perform a second obligation (holding).

[0197] When the occupants agree to ALCR, the action plan generation unit 140 searches for lane change target locations TAs in lane LN1. When a lane change target location TAs is found, the action plan generation unit 140 determines whether a lane change can be performed to that lane change target location TAs.

[0198] The action plan generation unit 140 continuously searches for lane change target positions TAs until it determines that a lane change is feasible. During the search for lane change target positions TAs, the action plan generation unit 140 can generate a target track for the vehicle M to wait in lane LN2, or generate a target track to decelerate or accelerate the vehicle M to move laterally towards the lane change target positions TAs in lane LN2. In other words, the action plan generation unit 140 generates a target track for adjusting the speed of the vehicle M to a speed suitable for lane changing.

[0199] Suppose that after the speed of vehicle M is adjusted, a lane-changing target location TAs is found where a lane change can be performed. In this case, the action plan generation unit 140 generates a target track for vehicle M to change lanes to the lane-changing target location TAs.

[0200] The second control unit 160 controls at least the steering and speed of the vehicle M based on the target trajectory generated by the action plan generation unit 140. Specifically, the second control unit 160 performs lateral movement control. As a result, the vehicle M changes lanes from lane LN2 to lane LN1.

[0201] [Processing Flow]

[0202] 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 shown in this flowchart can, for example, be repeatedly executed at predetermined intervals while driving on a highway.

[0203] First, when the vehicle M arrives at the suggested starting point X1, the suggestion unit 180 outputs ALCR (step S100).

[0204] Next, the suggestion unit 180 determines whether the ALCR switch 34A has been operated (step S102). That is, the suggestion unit 180 determines whether an operation was performed after the ALCR was output.

[0205] If an agreement operation exists after the ALCR is output, the action plan generation unit 140 searches for lane change target locations TAs in adjacent lanes (step S104).

[0206] When a lane change target position TAs exists in an adjacent lane, the action plan generation unit 140 generates a target track for the vehicle M to change lanes towards the lane change target position TAs. The second control unit 160 performs lateral movement control based on the target track generated by the action plan generation unit 140. Thus, a lane change is performed (step S108). The processing of this flowchart ends here.

[0207] According to the embodiment described above, the automatic driving control device 100 outputs ALCR via the first display 32A (an example of an "output interface"). At this time, if an adjacent lane exists next to the current lane, the automatic driving control device 100 outputs ALCR regardless of whether there is a lane change target position TAs (an example of a "space capable of lane change") in the adjacent lane. After outputting ALCR, the automatic driving control device 100 executes the lane change suggested by ALCR if an agreement operation is input to the ALCR switch 34A (an example of an "input interface").

[0208] By outputting ALCR regardless of whether there is a lane change target position TAs in the adjacent lane (before determining whether a lane change to the adjacent lane is possible), the occupants can decide whether to agree to ALCR based on their understanding that the vehicle M is driving in an environment where a lane change is recommended. As a result, occupant discomfort during lane changes can be reduced.

[0209] (Other implementation methods)

[0210] The following describes other implementation methods. In the above implementation, the case where a second obligation is assigned to the occupant before an automatic lane change is performed in the second autonomous driving mode was described, but this is not a limitation. For example, it is also possible that no second obligation is assigned to the occupant when an automatic lane change is performed in the second autonomous driving mode. In this case, if consent is obtained from the occupant after the ALCR is output, the lane change is performed without hands on the vehicle.

[0211] 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: Output interface, and its output information; The input interface is operated by the vehicle's occupants. The suggestion unit outputs lane change suggestions for the occupant via the output interface; as well as The lane change control unit executes the lane change when an action by the occupant agreeing to the suggestion, i.e., an agreement action, is input into the input interface. If there is an adjacent lane next to the lane where the vehicle is located, the suggestion unit outputs the suggestion regardless of whether there is space in the adjacent lane to make the lane change.

2. The driving control device according to claim 1, wherein, After the consent operation is input to the input interface, the lane change control unit searches for space in the adjacent lane. If space exists in the adjacent lane, it initiates lateral movement control to move the vehicle laterally as a lane change. Lateral movement is another direction that intersects the direction of the lane extension, i.e., longitudinal direction.

3. The driving control device according to claim 2, wherein, Even if the adjacent lane exists without the recommended lane change event occurring, the suggestion unit outputs a first suggestion to the occupant that the lane change can be performed. In the event of the aforementioned incident, the recommendation unit outputs a second recommendation to the occupant regarding the lane change. Regardless of whether there is space in the adjacent lane, the suggestion unit outputs either the first suggestion or the second suggestion.

4. The driving control device according to claim 2, wherein, In the event that an event occurs requiring the lane change, the suggestion unit outputs a second suggestion to recommend the lane change to the occupant. Regardless of whether there is space in the adjacent lane, the suggestion unit outputs the second suggestion.

5. The driving control device according to claim 4, wherein, The event occurs when the vehicle catches up with at least the preceding vehicle and when the vehicle approaches the path guidance point.

6. A driving control method using a computer mounted on a vehicle, the vehicle having an output interface for outputting information and an input interface operated by the occupants of the vehicle, wherein... The driving control method includes the following processes: The output interface provides a lane change suggestion for the occupant. The lane change is performed when the occupant's consent action, i.e., the consent action, is input into the input interface. as well as If there is an adjacent lane next to the lane where the vehicle is located, the suggestion is output regardless of whether there is space in the adjacent lane to make the lane change.

7. A storage medium storing a program for execution by a computer mounted in a vehicle, the vehicle having an output interface for outputting information and an input interface operated by occupants of the vehicle, wherein... The program includes the following processes: The output interface provides a lane change suggestion for the occupant. The lane change is performed when the occupant's consent action, i.e., the consent action, is input into the input interface. as well as If there is an adjacent lane next to the lane where the vehicle is located, the suggestion is output regardless of whether there is space in the adjacent lane to make the lane change.

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