NOTIFICATION CONTROL DEVICE AND NOTIFICATION CONTROL METHOD

Abstract

A processor provided in an ECU for automated driving determines, based on map data and other information, whether a host vehicle has entered a gate area, which is a section where gates are present. The processor (31) displays a look-at-the-road prompt image based on the vehicle entering the gate area under automated driving control. The look-at-the-road prompt image is an image that prompts a driver to monitor surrounding traffic conditions. The processor (31) may omit displaying the look-at-the-road prompt image when no other vehicles are present around the host vehicle.

Description

CROSS-REFERENCE TO RELATED REGISTRATION

[0001] This application is based on Japanese patent application No. 2022-197268, which was filed on December 9, 2022, and incorporates the content of the aforementioned application in its entirety by reference. TECHNICAL AREA

[0002] The present disclosure relates to a technology for controlling a notification to a driver when he passes a toll gate on a toll road while driving automatically. STATE OF THE ART

[0003] Patent document 1 discloses a vehicle control device that passes through toll gates using automated driving. The vehicle control device is capable of changing the gate through which the vehicle passes, depending on whether or not a toll payment card is installed in the vehicle. STATE OF THE TECHNOLOGY PATENT LITERATURE

[0004] Patent Document 1: JP 6692935 B2 OVERVIEW OF THE INVENTION

[0005] Near the gate, vehicle paths are more likely to intersect, increasing the risk of collisions compared to driving on a straight road.

[0006] The present disclosure was made based on the considerations or viewpoints mentioned above, and one of its objectives is to provide a notification control device and notification control method capable of reducing the possibility of contact with another vehicle when driving near a gate during automated driving.

[0007] A notification control device disclosed herein is a notification control device for use in a vehicle configured to perform automated driving control. The notification control device includes a control device configured to obtain data indicating whether the vehicle is operating under automated driving control. The control device is configured to obtain information about a gate point, which is a point where multiple gates are located on a toll road. The control device is configured to determine whether the vehicle has entered a gate area defined with respect to the gate point.The control device is configured to execute a notification to prompt a driver to check an ambient traffic condition based on the vehicle entering the gate area under automated driving control.

[0008] A notification control method disclosed herein is a notification control method executed by a processor included in a vehicle configured to operate automated driving control. The method obtains data indicating whether the vehicle is operating under automated driving control. Information about a gate point, which is a point where multiple gates are located on a toll road, is obtained. It is determined whether the vehicle has entered a gate area defined with respect to the gate point. A notification is executed to prompt a driver to check an ambient traffic condition based on the vehicle entering the gate area under automated driving control.

[0009] According to the device / method described above, not only the automated driving system but also the driver can check the surrounding traffic conditions near the gate. Therefore, even if another vehicle approaches the vehicle excessively closely, the probability of the driver operating the vehicle correctly can be increased. Consequently, the risk of contact with other vehicles can be reduced. Additionally, the reference numerals in parentheses described in the claims simply indicate the correspondence with the specific means described in the embodiments, which is an example of the present disclosure. That is to say, the technical scope of the present invention is not necessarily limited thereto. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram illustrating a configuration of an automated driving system. Fig. Figure 2 is a functional block diagram illustrating an ECU for automated driving. Fig. Figure 3 is a diagram illustrating a process for determining a target goal. Fig. Figure 4 is a flowchart illustrating an operation of the ECU for automated driving when passing through a gate. Fig. Figure 5 is a diagram illustrating an example of a pictogram image displayed as a look-at-the-street prompt. Fig. Figure 6 is a diagram illustrating an example of a goal guidance diagram. Fig. Figure 7 is a diagram illustrating another example of a goal guidance image. Fig. Figure 8 is a flowchart illustrating an example of an operation of a notification control unit based on the presence or absence of a surrounding vehicle. Fig. Figure 9 is a flowchart illustrating another example of the operation of the notification control unit based on the presence or absence of a surrounding vehicle. Fig. Figure 10 is a flowchart illustrating an example of the operation of the notification control unit according to a target gate billing procedure. Fig. Figure 11 is a flowchart illustrating an example of the operation of the notification control unit according to an ECU operating mode for automated driving when entering a gate area. Fig. Figure 12 is a flowchart illustrating an example of the operation of the notification control unit according to whether a route change should be implemented in the gate area. Fig. Figure 13 is a flowchart illustrating a case in which the display content of the gate guidance image is changed according to the ECU's automated driving operating mode when entering the gate area. Fig. Figure 14 is a diagram illustrating an example of a goal passage symbol. Fig. Figure 15 is a diagram illustrating a case in which the display content of the gate guidance image is changed depending on whether the vehicle is following a preceding vehicle when entering the gate area. Fig. Figure 16 is a diagram illustrating an example of a goal image without a trace. Fig. Figure 17 is a diagram illustrating an example of a controller in an operating mode. Fig. Figure 18 is a diagram illustrating another example of a controller in an operational mode. Fig. Figure 19 is a diagram illustrating another example of a controller in an operating mode. EXECUTIONAL FORMS FOR IMPLEMENTING THE INVENTION Introduction

[0010] An embodiment of the present disclosure is described below with reference to the drawings. The present disclosure is not limited to the following embodiments, and various modifications may be made without deviating from the scope of the core described below. The various additions and modifications described below may be implemented in suitable combinations, provided no technical contradictions arise. The same reference numerals are used for components with the same function, and their descriptions may be omitted. In addition, if reference is made to only one part of the configuration, the explanation previously provided may be applied to the other parts.

[0011] Fig. Figure 1 is a diagram showing an example of a schematic configuration of a system (Sys) for automated driving according to the present disclosure. Hereinafter, a vehicle on which the system (Sys) for automated driving is mounted is also described as an ego vehicle. In the present disclosure, the term "ego vehicle lane" refers to a lane in which the ego vehicle travels from among the multiple lanes provided on the road. The ego vehicle lane may also be referred to as an ego lane. An adjacent lane refers to a lane located next to the ego vehicle lane.

[0012] In the present disclosure, a preceding vehicle refers to a vehicle traveling in the same lane as the vehicle in question and is the closest vehicle to the vehicle in question among those present in front of the vehicle in question. A following vehicle refers to another vehicle traveling behind the vehicle in the same lane as the vehicle in question. A preceding vehicle includes not only the vehicle traveling in front of the vehicle in the same lane, but also other vehicles traveling in front of the vehicle in one or more adjacent lanes. Similarly, a following vehicle includes not only the following vehicle, but also vehicles traveling diagonally behind the vehicle in question.

[0013] In this disclosure, the term "driver" refers to a person sitting in a driver's seat, that is, a driver's seat occupant, regardless of whether they are actually driving. For example, in this disclosure, the term "driver" may refer to a person who is to receive the authority and responsibility for the vehicle operation from the automated driving system (Sys) upon termination of automated driving. The term "driver" in this disclosure may be replaced by "driver's seat occupant." The vehicle itself may be a remotely operated vehicle controlled by an operator located outside the vehicle. The person who assumes the driving operation from the automated driving system (Sys) may be an operator located outside the vehicle.Here, the term "operator" refers to a person who has the authority to remotely control the vehicle from outside the vehicle. The operator is also included in the concept of the driver.

[0014] The automated driving system (Sys) provides a so-called automated driving function that enables the vehicle to drive autonomously along a predetermined route. The degree of automation of driving operations (hereinafter referred to as the automation level) can have several levels, as defined by the Society of Automotive Engineers (SAE International). Automation levels can be classified into six levels, for example, from level 0 to level 5.

[0015] Level 0 corresponds to fully manual driving, with the system performing no steering. Level 1 is a level at which the system assists with either steering or acceleration / deceleration. Level 1 includes cases where only adaptive cruise control (ACC) is performed. Level 2 refers to the level at which the system performs both speed adjustment through accelerator and brake operations and lateral control through steering wheel operations (i.e., steering). At Level 2, although driver monitoring of the surroundings (so-called "looking-at-the-road" or "eyes-up") is required, the system essentially enables the vehicle to drive autonomously. In this disclosure, an equivalent Level 2 control is also referred to as automated driving control with environmental monitoring duties, Level 2 automated driving control, or semi-automated driving control.

[0016] Level 3 refers to the stage where the system performs all driving tasks within the Operational Design Domain (ODD), while in emergencies, control authority is transferred from the system to the driver. The ODD defines the conditions under which automated driving can be performed. Level 4 is the stage where the system performs all driving tasks except in specific situations, such as predetermined roads or extreme environments, where it cannot operate. Level 5 is the stage where the system performs all driving tasks in all environments.

[0017] Automation levels 3 to 5 are those levels at which driver monitoring of the environment is not required; in other words, these levels correspond to automated driving. Therefore, in this disclosure, a vehicle control system that corresponds to level 3 or higher is also referred to as automated driving control without the requirement for environmental monitoring.

[0018] The following automated driving system (Sys) can be appropriately modified and implemented to comply with the regulations and customs of the region in which it is used, as well as the characteristics and equipment of the installed vehicle. Unless otherwise specified, the term "system" refers to the automated driving system (Sys) as used below. Overall configuration of the automated driving system

[0019] The Sys system for automated driving includes, for example, various configurations, such as in Fig. Figure 1 shows the system. This means that the automated driving system (Sys) includes an environmental monitoring sensor 11, a vehicle condition sensor 12, a position sensor 13, a map storage unit 14, a radio communication device 15, an occupant condition sensor 16, a body ECU 17, an external display device 18, and a drive actuator 19. Additionally, the automated driving system includes an in-vehicle HMI 20 and an ECU 30 for automated driving. It should be noted that ECU stands for electronic control unit, which is an electronic control device. HMI stands for human-machine interface.

[0020] The ECU 30 for automated driving is connected to each of the aforementioned devices / sensors, such as the environmental monitoring sensor 11, via an in-vehicle network (IvN) that enables two-way communication. The IvN is a communication network located within the vehicle. Standards for the IvN can include various specifications, such as Controller Area Network (hereinafter referred to as CAN: registered trademark) and Ethernet (registered trademark). Additionally, some of the devices / sensors can be directly connected to the ECU 30 for automated driving via dedicated signal lines. The connection configurations between the devices can be modified as needed.

[0021] The environmental monitoring sensor 11 is a sensor that detects objects present within its detection range. The environmental monitoring sensor 11 can be understood as an autonomous sensor that detects the surroundings of the vehicle. The environmental monitoring sensor can be described as an object detection sensor. The automated driving system (Sys) can be equipped with several environmental monitoring sensors 11. For example, the automated driving system (Sys) includes a camera 111 and a millimeter-wave radar 112 as environmental monitoring sensors 11.

[0022] Camera 111 is a so-called front camera, positioned to capture images of the area in front of the vehicle with a predetermined field of view. Camera 111 is located at a specific point, such as the upper edge of the inside of the windshield, the front grille, or the roof. Camera 111 may include a camera ECU in addition to a camera body that generates individual images. The camera body includes at least an image sensor and a lens. The camera ECU includes a processor and memory. The processor could be, for example, a CPU (central processing unit) or a GPU (graphics processing unit). The camera ECU is an ECU that detects a predetermined target object by performing recognition processing on the individual images. The camera ECU detects and identifies objects registered as detection targets, for example, by using a classifier to which deep learning has been applied.Additionally, the camera ECU calculates the relative position coordinates of the detected object in relation to the vehicle itself, based on the position information (e.g., pixel coordinates) of the detected object within the single image.

[0023] The detection targets of Camera 111 include pedestrians and other moving objects, such as other vehicles. Camera 111 also detects static objects, such as road edges, road markings, and structures installed along the roadside. Road markings include lane lines indicating lane divisions, pedestrian crossings, stop lines, guide lines, safety zones, and regulating arrows. Structures installed along the roadside include road signs, guardrails, curbs, utility poles, and traffic signals. Camera 111 can also detect the illumination status of lighting devices, such as warning lights and turn signals (commonly known as indicators) of the vehicle in front.

[0024] The automated driving system (Sys) can be equipped with multiple cameras 111. For example, in addition to the front camera, the automated driving system can be equipped with a side camera for capturing images of the sides of the vehicle and a rear camera for capturing images of the rear of the vehicle. The function of detecting target objects by analyzing camera images can be provided by other ECUs, such as the automated driving ECU 30. The functional arrangement within the automated driving system (Sys) can be modified as needed. The camera 111 outputs data regarding detected objects to the vehicle's internal network (IvN). The automated driving ECU 30 refers to the data transmitted by the vehicle's internal network (IvN) as needed.

[0025] The millimeter-wave radar 112 is a device that transmits probe waves, such as millimeter waves or quasi-millimeter waves, in a predetermined direction and analyzes the received data from the reflected waves that return after being reflected by objects, thereby determining the relative position and speed of objects with respect to the vehicle. The automated driving system Sys can be equipped with multiple millimeter-wave radars 112. These multiple millimeter-wave radars 112 include a front millimeter-wave radar and a rear millimeter-wave radar. The front millimeter-wave radar is a millimeter-wave radar 112 that transmits probe waves toward the front of the vehicle and is installed, for example, in the front grille or front bumper.The rear millimeter-wave radar is a 112 mm-wave radar that transmits probe waves towards the rear of the vehicle and is installed, for example, in the rear bumper. Each 112 mm-wave radar generates data indicating the relative position and speed of detected objects and outputs this detection result to the ECU 30 for automated driving or other relevant systems. The detection targets of the 112 mm-wave radar can include other vehicles, pedestrians, manholes (iron plates), and three-dimensional structures that can be used, for example, as reference points.

[0026] The environmental monitoring sensors 11 can include not only the camera 111 and the millimeter-wave radar 112, but also LiDAR, sonar, and other similar sensors. LiDAR stands for light detection and distance measurement, or laser image detection and distance measurement. LiDAR is a device that emits laser light to generate three-dimensional point cloud data, indicating the positions of reflection points in each detection direction. LiDAR is also known as laser radar. The automated driving system Sys can also be equipped with multiple LiDARs and sonar devices. The combination of environmental monitoring sensors 11 provided in the automated driving system Sys can be modified as needed. The detection results from each environmental monitoring sensor 11 are entered into the automated driving ECU 30.

[0027] The vehicle condition sensor 12 is a sensor that acquires information regarding the condition of the vehicle. The vehicle condition sensor 12 includes a speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, and an accelerator pedal sensor. The speed sensor detects the vehicle's speed. The steering angle sensor detects the steering angle. The acceleration sensor detects the longitudinal acceleration and the lateral acceleration of the vehicle. The yaw rate sensor detects the vehicle's angular velocity. The accelerator pedal sensor detects the amount / force applied to the accelerator pedal. The brake pedal sensor detects the amount / force applied to the brake pedal.The vehicle condition sensor 12 outputs data indicating the current value (i.e., the measurement result) of the physical state variable to be measured to the vehicle's internal network IvN. The types of sensors used by the Sys system for automated driving as the vehicle condition sensor 12 can be appropriately designed as needed.

[0028] The position transmitter 13 is a device that calculates and outputs the position coordinates of the self-driving vehicle using navigation signals transmitted by positioning satellites that comprise the GNSS (Global Navigation Satellite System). The position transmitter 13 includes, for example, a GNSS receiver and inertial sensors. The position transmitter 13 combines the navigation signals received by the GNSS receiver, measurement results from the inertial sensors, and vehicle speed information transmitted through the vehicle's internal network IvN to sequentially calculate the position and direction of travel of the self-driving vehicle. In this disclosure, the data specifying the position coordinates of the self-driving vehicle, calculated by the position transmitter 13, are referred to as self-driving vehicle position data. The position transmitter 13 outputs the self-driving vehicle position data to the ECU 30 for automated driving.

[0029] The map storage unit 14 is a storage device that stores map data. The map data held by the map storage unit 14 can be so-called HD map data (high-resolution map data). The map data stored in the map storage unit 14 includes the three-dimensional shape of roads, the positions of road markings, such as lane lines, and the positions of traffic signs, all with the accuracy required for automated driving and other applications. The map data includes gate point data for each gate point. A gate point is a location on a toll road where a gate for toll collection is installed. The terms gate point / gate in this disclosure can be interpreted as toll booth.

[0030] The gate point data is data that specifies the structure and other properties of the gate point. Multiple gates can be installed side-by-side at a single gate point, spanning the width of the road. The gate point data includes a representative location coordinate, the number of installed gates, the detailed position of each gate, and data regarding the billing procedure for each gate. The number of installed gates can be considered the number of lanes. Each gate provides a single lane (passage). The representative location coordinate is a coordinate that roughly indicates the position of the gate point. For example, the representative location coordinate could be the coordinate of a gate (hereafter referred to as a representative gate) located in the center, at the right end, or at the left end of several gates arranged side by side.

[0031] In this revelation, a section of road within a predetermined distance before and after the gate point, represented by the representative location coordinate, is referred to as a gate area. The gate area may be a section before and after the gate where no lane markings are provided (hereafter referred to as a lane-free section). The gate area may be a section where the road width is widened relative to the road connected to the gate area. The gate area may be subdivided into a pre-gate area and a post-gate area. The pre-gate area refers to a region within the gate area that is on the entrance side of the gate (in other words, a near side). The post-gate area refers to a region within the gate area that is on the exit side of the gate (in other words, a far side).If there is a branch point after the gate, processor 31 can identify an area up to the branch point as the post-gate area.

[0032] The detailed position data for each gate can be coordinate data such as latitude and longitude. The precise position of each gate can be expressed by a number, with the rightmost or leftmost gate designated as number one. The billing procedure data specifies the method of calculating (paying) road tolls. Billing procedures can be classified as manual or automatic. Manual billing involves the driver paying the toll by handing cash or a credit card to the gate operator, or by inserting it into a payment machine installed at the gate.The automatic toll collection system involves a radio communication device installed in the vehicle (commonly known as an onboard unit) communicating with radio communication equipment installed at the toll gate (commonly known as a roadside unit) to process the payment according to the vehicle type and the section of road traveled. In Japan, the manual toll collection system may be referred to as "General," while the automatic toll collection system may be referred to as "ETC (registered trademark)." ETC stands for Electronic Toll Collection.

[0033] The map data stored in the map storage unit 14 can be updated with data received by the radio communication device 15 from a map server or similar source. The map storage unit 14 can be a storage device that temporarily holds map data received by the radio communication device 15 from a map server until the data's validity period expires. The map data held by the map storage unit 14 can be navigation map data, provided it includes waypoint data.

[0034] The Radio Communication Device 15 is a device that enables the vehicle to conduct radio communication with external devices. These external devices can include a server, a traffic information center, a roadside device, and some or all other vehicles. The Radio Communication Device 15 is configured to enable cellular communication. Cellular communication refers to radio communication that conforms to standards such as LTE (Long Term Evolution), 4G, or 5G. The Radio Communication Device 15 can also be configured to implement cellular V2X (PC5 / SideLink / Uu).

[0035] Additionally, the radio communication device 15 is configured to enable short-range communication. In this disclosure, short-range communication refers to radio communication with a communication range limited to a few hundred meters. The short-range communication methods used may include DSRC (Dedicated Short Range Communications) compliant with IEEE 802.11p, Wi-Fi (registered trademark), or Bluetooth (registered trademark) Low Energy. The short-range communication method may also be the aforementioned cellular V2X. The radio communication device 15 may be configured to perform toll payment data communication with a roadside unit installed at the gate as it passes through the gate. For example, the radio communication device 15 may be an onboard unit compatible with ETC 2.0.

[0036] The radio communication device 15 can receive information about the gate point from an external device. For example, the radio communication device 15 can receive information such as the location of gate points, passable gates, and blocked gates from a server or center. The radio communication device 15 can receive vehicle information from surrounding vehicles via vehicle-to-vehicle communication. The vehicle information can include speed, current location, turn signal status, acceleration, trajectory, and other data. The surrounding vehicles mentioned here refer to vehicles that are within the range of vehicle-to-vehicle communication.

[0037] The occupant state sensor 16 is a sensor that detects the driver's condition. The occupant state sensor 16 can, for example, be a driver status monitor (hereinafter referred to as DSM). The DSM is a sensor that detects the driver's facial orientation, gaze direction, eyelid opening, and other factors based on the driver's facial image. The DSM, as the occupant state sensor 16, is positioned on the instrument panel, the upper edge of the windshield, or similar locations so that its optical axis is aligned with the driver's seat headrest, enabling it to capture images of the driver's face. The DSM, as the occupant state sensor 16, transmits driver status data, indicating the driver's facial orientation, gaze direction, eyelid opening, and other factors, to the ECU 30 for automated driving.The occupant condition sensor 16 can also be a pulse sensor, a thermal camera, or a similar device.

[0038] The body-integrated ECU 17 is an ECU that integrally controls the body-integrated vehicle devices installed in the vehicle. These body-integrated devices include, for example, lighting systems, horns, and door locking motors. Lighting systems include headlights, warning lights, turn signals, backlights, and welcome lights. The body-integrated vehicle devices may also include the external display device 18.

[0039] The external display device 18 is a projector that projects images onto the rear window. The external display device 18 can display images for communication with drivers of other vehicles based on input signals from the automated driving ECU 30. For example, the external display device 18 can show images indicating the direction of travel of the vehicle in question or images requesting right-of-way (in other words, permission to merge) to the vehicle behind in the adjacent lane. The external display device 18 is installed in a position where the projection light strikes the rear window, such as on the ceiling of the vehicle interior (for example, near the top of the window frame).

[0040] The external display device 18 can also project onto the side windows or the road surface around the vehicle. The external display device 18 can be provided on the side mirrors to project images onto the road surface near the vehicle. The headlights or taillights can be configured to operate as the external display device 18. The external display device 18 can be a liquid crystal display or a similar device arranged so that the display surface faces the side or rear of the vehicle.

[0041] The vehicle's HMI 20 is a group of interfaces for exchanging information between an occupant and the automated driving system. The vehicle's HMI 20 includes a display 21 and a speaker 22 as notification devices for transmitting information to the driver. Additionally, the vehicle's HMI 20 includes an input device 23 as an input interface for accepting operations from the occupant.

[0042] The automated driving system (Sys) includes, as display 21, one or more head-up displays (HUDs), instrument displays, and central displays. The HUD is a device that projects image light onto a predetermined area of ​​the windshield, displaying a virtual image that can be perceived by the driver. The instrument display is a display located on the instrument panel directly in front of the driver's seat. The central display is a display located in the central part of the instrument panel, spanning the width of the vehicle. The instrument display and the central display can be implemented using a liquid crystal display or an organic light-emitting diode (OLED) display. Display 21 shows images according to signals input from the automated driving ECU 30.The speaker 22 is a device that emits sound in accordance with signals input by the ECU 30 for automated driving. The term "sound" in this disclosure includes notification sounds, voice, music, and the like.

[0043] The automated driving system (Sys) can also include other notification devices, such as a vibrator or backlighting. Backlighting is a lighting device implemented using multiple LEDs (light-emitting diodes) with adjustable emission colors and intensity. Backlighting is provided in the instrument panel, steering wheel, A-pillars, and similar locations. The A-pillar is the pillar located next to the windshield. The A-pillar can also be referred to as the front pillar.

[0044] The input device 23 is a device for receiving driver operating instructions for the automated driving system. The input device 23 can be a steering wheel switch located on the spoke part of the steering wheel, an operating lever located on the steering column, a touch panel superimposed on the central display, and the like. The automated driving system can include several types of devices as input device 23.

[0045] The input device 23 outputs an operational signal, which is an electrical signal corresponding to the driver's operation, to the automated driving ECU 30. This operational signal contains information specifying the content of the driver's operation. The automated driving system receives instructions for changing the operating mode via the input device 23. These instructions also include instructions for starting and ending automated driving. The automated driving system can be configured to receive various driver instructions via voice recognition. Voice input devices, such as a microphone, can also be integrated into the input device 23. Furthermore, an HCU (Historical Media Interface Control Unit) can be located between the vehicle's internal HMI 20 and the automated driving ECU 30.The HCU is a device that integrally controls the information output (in other words, notifications) to the driver.

[0046] The automated driving ECU 30 is an ECU that performs some or all of the driving operations in place of the driver by controlling the driving actuator 19 based on data from the environmental monitoring sensors 11 and other inputs. The automated driving ECU 30 is also referred to as an automatic operation device. The driving actuator 19 includes, for example, a brake actuator, an electronic throttle, and a steering actuator. The steering actuator includes an EPS (electric power steering) motor. Other ECUs, such as a steering ECU for steering control, a power unit control ECU for acceleration and deceleration control, and a brake ECU, may be located between the automated driving ECU 30 and the driving actuator 19.

[0047] The ECU 30 for automated driving is implemented using a computer equipped with a processor 31, a memory 32, a storage device 33, a communication interface 34, and a bus or other connections to link these components. The memory 32 is a rewritable volatile storage medium. For example, the memory 32 is RAM (Random Access Memory). The memory 33 is, for example, a rewritable non-volatile storage medium, such as flash memory. The memory 33 stores a vehicle control program that is executed by the processor 31. The vehicle control program includes a notification control program for controlling notifications to the driver regarding gate passage. The execution of the notification control program by the processor 31 corresponds to the execution of a notification control procedure.

[0048] The ECU 30 for automated driving is equipped with several operating modes with varying levels of automation. Each operating mode differs in the scope of driving tasks handled by the driver—in other words, the extent of driving tasks in which the system intervenes. The operating mode can alternatively be referred to as the driving mode. As an example, the ECU 30 for automated driving is configured to switch between several operating modes, including at least a fully manual mode, a Level 2 mode, and a Level 3 mode.

[0049] Fully manual mode is an operating mode in which the driver performs all driving tasks. Fully manual mode corresponds to a mode in which the ECU 30 for automated driving does not perform any significant vehicle control. Fully manual mode can also be a mode in which the operation of the ECU 30 for automated driving is stopped (so-called stop mode). In fully manual mode, the ECU 30 for automated driving can (in other words, potentially) continue background processing of the driving environment as preparatory processing for switching to Stage 2 or Stage 3 mode.

[0050] The Level 2 mode is an operating mode in which automated driving control with environmental monitoring is performed; in other words, vehicle control equivalent to Level 2 automation. The Level 2 mode can be described as a semi-automated driving mode or an automated driving mode with road-facing capabilities. The Level 2 mode can be further subdivided into a hands-on Level 2 mode and a hands-free Level 2 mode. In this embodiment, the hands-on Level 2 mode of the ECU 30 for automated driving is a mode that requires the driver to hold the steering wheel. The hands-free Level 2 mode is an operating mode that does not require the driver to hold the steering wheel; in other words, it is an operating mode that enables hands-free driving. In this disclosure, "hands-on" and "hands-on" refer to holding the steering wheel.Hands-free driving refers to the process of removing one's hands from the steering wheel. Looking at the road refers to monitoring the area outside the vehicle in terms of its direction of travel (primarily forward). Looking away from the road refers to looking away from the area outside the vehicle in terms of its direction of travel.

[0051] The Level 3 mode is an operating mode that performs automated driving control without the requirement for environmental monitoring, equivalent to Level 3 vehicle control. The ECU 30 for automated driving may be capable of implementing automated driving control equivalent to Level 4 or higher. The Level 3 mode can be referred to as an automated driving mode or an automated driving mode with a view of the road. The ECU 30 for automated driving may be equipped with multiple processors 31. The processor that performs Level 3 or higher automated driving control may be provided separately from the processor that performs Level 2 or lower vehicle control.

[0052] The ECU 30 for automated driving automatically performs steering, acceleration, and deceleration (in other words, braking) of the self-driving vehicle, ensuring that the vehicle travels along the planned route to the destination specified by the driver while in automated driving mode. The ECU 30 can continue automated driving by selecting routes to continue driving or circling within the ODD range, even when no destination is specified.

[0053] The ODD can include conditions such as (a) the road being a motorway or a dedicated road for automobiles equipped with a median strip and guardrails, (b) rainfall below a specified threshold, and (c) the presence of traffic congestion. Here, "dedicated road for automobiles" refers to roads where pedestrians and bicycles are prohibited, including, for example, toll roads such as motorways. Additionally, "traffic congestion" refers to a condition where the vehicle speed is below a congestion threshold (for example, approximately 30 km / h) and other vehicles are present within a specified distance (for example, 20 meters) in front of and behind the vehicle.Furthermore, the ODD can also include conditions such as (d) all or a specified number of environmental monitoring sensors 11 functioning correctly, and (e) the absence of parked vehicles on the road. The conditions for determining whether automated driving is possible or not, in other words, the detailed conditions that define the ODD, can be modified as needed.

[0054] Additionally, the ECU 30 performs control functions for autonomous driving of the vehicle, even while operating in Level 2 mode. In other words, it performs the perception of the driving environment, trajectory planning, and feedback to the control system. Feedback to the control system includes speed adjustments through acceleration and deceleration, as well as steering control. Unless otherwise specified, any mention of automated driving below may be replaced by Level 2 equivalent semi-automated driving.

[0055] In automated driving mode, the ECU 30 allows the driver to participate in secondary tasks. These secondary tasks, permitted in Level 3 automated driving, may be limited to activities such as reading or using a smartphone, allowing the driver to quickly resume control of the vehicle if necessary. Automated driving mode can be terminated due to, among other things, steering / pedal operations by the driver (known as override), system limitations, or exiting the ODD (On-Board Diagnostics). ECU configuration for automated driving

[0056] The ECU 30 for automated driving includes functional units, as in Fig. Figure 2 shows the features implemented by running the automated driving program. In other words, the automated driving ECU 30 comprises an information acquisition unit F1, an environment sensing unit F2, a mode control unit F3, a planning unit F4, a vehicle control unit F5, and a notification control unit F6.

[0057] The information acquisition unit F1 acquires various types of information necessary for implementing vehicle control functions, such as automated driving and driver assistance. The information acquisition unit F1 obtains measurement data (i.e., acquisition results) from the various environmental monitoring sensors 11, including the camera 111. This measurement data includes information about objects present around the vehicle, such as moving objects, landmarks, and obstacles. The data for each detected object can include its position, speed of movement, and type or size.

[0058] The measurement data regarding landmarks can include data on the detection results of lane lines and road edges. Lane line data can include not only position data but also line type data. The line type can be represented as either a solid line or a dashed line. The measurement data can also include data indicating the detection status of lane lines, such as whether the lane lines are detected, and the detection status of road edges, such as whether the road edges are detected.

[0059] Additionally, the information acquisition unit F1 obtains data indicating the vehicle status from the vehicle status sensor 12, such as the vehicle's speed, acceleration, yaw rate, and external lighting. Furthermore, the information acquisition unit F1 obtains the vehicle's position data from the position transmitter 13. The information acquisition unit F1 obtains the environmental map information by referencing the map storage unit 14.

[0060] The information acquisition unit F1 obtains data transmitted by external devices using the radio communication device 15. For example, the information acquisition unit F1 can obtain vehicle information transmitted by the forward vehicle via vehicle-to-vehicle communication. Additionally, the information acquisition unit F1 obtains dynamic map data for the road segments that the vehicle is scheduled to traverse within a predetermined time, in cooperation with the radio communication device 15. This dynamic map data includes traffic congestion information, information about merging vehicles, and other relevant data.

[0061] The information acquisition unit F1 also obtains information about driver operations related to the automated driving system Sys based on signals from the input device 23. For example, the information acquisition unit F1 receives instruction signals regarding the start and end of automated driving from the input device 23. Additionally, the information acquisition unit F1 obtains data regarding the operational status of the automated driving system Sys from various devices and software modules. For example, the information acquisition unit F1 also obtains data such as the operational status (on / off) of the ACC function and whether a vehicle ahead is detected. Furthermore, the information acquisition unit F1 manages the operational status of various components, such as whether the environmental monitoring sensors 11 are functioning correctly.The information acquisition unit F1 obtains driver status data, such as the degree of eye opening and the direction of the line of sight, from the occupant status sensor 16.

[0062] The various data, acquired sequentially by the information acquisition unit F1, are stored in a temporary storage medium, such as memory 32, and are used by components like the environment sensing unit F2 and the mode control unit F3. Additionally, the different types of information can be categorized and stored in memory 32 according to their respective types. Furthermore, the different types of information can be sorted and stored so that, for example, the most recent data is at the beginning. Data that has exceeded a certain time period since its acquisition can be discarded.In the present disclosure, "acquisition" also includes the generation, acquisition, and determination performed by the ECU 30 for automated driving based on calculations performed by the ECU 30 for automated driving using data input from other devices or sensors. This is because the functional configuration within the system can be modified as needed.

[0063] The environmental sensing unit F2 detects the vehicle's driving environment based on various data acquired by the information acquisition unit F1. The environmental sensing unit F2 can detect the vehicle's driving environment through sensor fusion processing, which integrates the acquisition results from several environmental monitoring sensors 11, such as the camera 111 and the millimeter-wave radar 112, with predetermined weightings.

[0064] The driving environment includes the road curvature, the number of lanes, the vehicle lane number, the weather, the road surface conditions, the traffic volume, and the remaining distance to the gate point. The vehicle lane number is a number that indicates the position of the vehicle lane on the road, determined with reference to the left edge of the road. The vehicle lane number directly or indirectly indicates the number of lanes to the left of the vehicle lane. Of course, the vehicle lane number can also be expressed with respect to the right edge of the road. The vehicle lane number can be identified using the distance from the edge of the road to the vehicle, the number of lane lines detected to the left and right, and some or all of the map data. The vehicle lane number can be identified from the map data and the vehicle position data.The vehicle's lane number can be identified by camera 111 or position sensor 13. Weather and road conditions can be identified by combining the detection results from camera 111 with weather information obtained by the information acquisition unit F1. In addition to the detection results from camera 111, the road structure can be identified using map data or the trajectory information of the vehicle ahead.

[0065] The environmental sensing unit F2 obtains information regarding the road structure within a predetermined distance in front of the vehicle based on at least one of the output signals from the environmental monitoring sensors 11, the received signals from external devices, and map data. The road structure includes the position of waypoints, the position of junctions, the number of lane markings, the road width, and so on. The environmental sensing unit F2 obtains the remaining distance to the waypoints as detailed information regarding the waypoints. The remaining distance to the waypoints can be obtained based on map data or identified based on data from guide signs detected by the camera 111.The F2 environmental sensing unit can also identify the remaining distance to the gate points based on behavioral or measurement data received from the vehicle ahead. The F2 environmental sensing unit can determine the number of gates and the payment method for each gate from the card data or the driving trajectory of the vehicle ahead. The F2 environmental sensing unit can consider gates requiring a stop as gates for manual payment and gates that the vehicle ahead passes through without stopping as gates for automatic payment. Within the F2 environmental sensing unit, a functional unit configured to obtain information regarding gate points corresponds to a gate recognition unit F21.

[0066] The driving environment includes the position, type, and speed of objects present around the vehicle. The environment detection unit F2 detects the positions and behavior of surrounding vehicles based on various data acquired by the information acquisition unit F1. The software / hardware module responsible for processing the detection of surrounding vehicles corresponds to an environment vehicle detection unit F22. As the environment vehicle detection unit F22, the environment detection unit F2 can calculate the collision risk for each detected vehicle. The collision risk can be represented, for example, by TTC (Time-To-Collision) or MTC (Margin-To-Collision). For example, the environment detection unit F2 calculates the TTC (Time-To-Collision) for each vehicle.TTC and MTC are parameters where lower values ​​indicate a higher collision risk. Additionally, the F2 environmental sensing unit obtains external environmental information related to the ODD and driver status data.

[0067] The mode control unit F3 controls the automated driving operating mode of the ECU 30 based on various types of information obtained by the information acquisition unit F1. Switching between operating modes is performed based on operating signals input from the input device 23. For example, if the driving environment meets the ODD (Optical Driving Data) and an instruction signal to start automated driving is input from the input device 23, the mode control unit F3 switches the operating mode from fully manual mode or Stage 2 mode to automated driving mode. Additionally, during automated driving mode, if the driving environment, as detected by the environment detection unit F2, is expected to no longer meet the ODD, the mode control unit F3 can decide to switch to fully manual mode and notify the planning unit F4 accordingly.

[0068] Furthermore, if an override operation by the driver is detected during automated driving mode or Level 2 mode, the mode control unit F3 switches to fully manual mode. An override operation refers to the occupant's use of driving controls such as the steering wheel, brake pedal, and accelerator pedal. If the automated driving ECU 30 detects that an override operation was performed by the driver, it immediately transfers driving authority to the driver and notifies them that the mode has switched to manual driving, either through audio output or other means. The operating mode to which the vehicle transitions at the end of automated driving mode may be Level 2 mode.

[0069] Planning unit F4 is configured to schedule the control content for Level 2 or higher automated driving. Planning unit F4 can be activated when the operating mode is either Level 3 or Level 2. While in Level 3 or Level 2 mode, planning unit F4 generates a driving schedule for automated driving based on the environmental perception results obtained by the environment sensing unit F2. This driving schedule can also be referred to as a control schedule. Planning unit F4 is a configuration that generates a driving schedule for the vehicle. The driving schedule includes the vehicle's position at any given time, the target speed, the steering angle, and other parameters. This means the driving schedule can include scheduling information for acceleration and deceleration to adjust the speed along the calculated route, as well as scheduling information for the steering input.

[0070] For example, the planning unit F4 performs route search processing as a medium- to long-term driving plan and determines the planned route from the current vehicle position to the destination. If no destination is specified, the planning unit F4 can select a route on which automated driving can continue as the planned route. The planned route includes data about the roads to be driven within a predetermined time (for example, 10 minutes).

[0071] The planning unit F4 generates a short-term driving plan according to the medium- to long-term driving plan, such as a lane-changing plan, a center-of-lane driving plan, a plan to follow a vehicle ahead, and an obstacle avoidance plan. For example, the planning unit F4 can generate a short-term driving plan that follows the center of the detected vehicle lane or a route that follows the behavior or trajectory of the detected vehicle ahead. The driving plan generated by the planning unit F4 is entered into the vehicle control unit F5.

[0072] Planning unit F4 performs gate passage planning as a function related to passing through gate points. This planning includes defining the target gate, generating the trajectory to the target gate, and generating the trajectory after passing through the gate. The target gate is the gate through which the vehicle will pass from among the multiple gates available at that gate point. The procedure for defining the target gate will be described separately later.

[0073] In addition to planning vehicle operations, planning unit F4 also formulates a plan for passenger notification processing using notification devices, such as display 21. For example, planning unit F4 schedules the timing for executing pre-notifications / requests to the driver, such as behavior pre-notifications, mode change notifications, look-at-the-road request, hands-on-the-wheel request, and take-over request (TOR) pre-notifications. Behavior pre-notification is the processing used to inform the driver of expected vehicle behavior, such as lane changes, overtaking, and deceleration. Mode change notification is the processing used to inform the driver that the operating mode is being changed or is scheduled to be changed.

[0074] The "look at the road" prompt is the processing to instruct the driver to proactively monitor the surroundings during Level 3 mode. The "hands on the wheel" prompt is the processing to ask the driver to lightly grip the steering wheel during Level 3 mode or Hands-free Level 2 mode. The TOR pre-notification is the processing to inform the driver that the likelihood of a takeover request (TOR) is increasing. The TOR is the processing to instruct the driver to take over the driving operation, in other words, to end automated driving.

[0075] Various notifications, including pre-notifications and prompts, involve displaying a pictogram image on display 21 that corresponds to their content. The different notifications may include some or all of the following: output of a notification sound, output of a voice message, flashing of a backlight, and / or vibration of a vibrator, depending on their importance and urgency. The scheduling unit F4 generates notification scheduling data, specifying the notification content and the time at which the notification is to be issued, and sends this data to the notification control unit F6.

[0076] The vehicle control unit F5 generates control commands based on the control plan formulated by the planning unit F4 and outputs them sequentially to the driving actuators 19. Additionally, the vehicle control unit F5 also controls the lighting status of the turn signals, headlights, warning lights, etc., based on the plans of the planning unit F4 and the external environment, according to the timetable and external conditions.

[0077] The vehicle control unit F5 includes an ACC system F51 as a subsystem for controlling the following vehicle. The ACC system F51 executes the following vehicle control based on the plan generated by the planning unit F4. In other words, the ACC system F51 controls the vehicle speed to maintain a constant distance / time gap to the vehicle ahead within the set speed range when the vehicle ahead is detected. Additionally, the ACC system F51 adjusts the speed to be maintained at the set speed if the vehicle ahead is not detected or if the speed of the vehicle ahead exceeds the set speed.The ACC system F51 provides data to the notification control unit F6 indicating the detection status of the vehicle ahead and the implementation status of the control for tracking the vehicle ahead. The ACC system F51 can also be referred to as a control unit for tracking a vehicle ahead.

[0078] The software / hardware modules, including the mode control unit F3, the planning unit F4, and the vehicle control unit F5, correspond to a unit Fn for automated driving. The information acquisition unit F1 and the environment perception unit F2 can also be included in the unit Fn for automated driving.

[0079] The notification control unit F6 is a subsystem for providing notifications / suggestions to the driver using notification devices such as the display 21 and the speaker 22. Various notifications / suggestions can be implemented by displaying images on the display 21 or playing voice messages from the speaker 22. The notification control unit F6 executes various notifications based on the scheduling of the planning unit F4.

[0080] The notification control unit F6 also obtains data regarding the relative position of the vehicle with respect to the gate point as a detection result from the environment detection unit F2. For example, the notification control unit F6 obtains information such as whether the vehicle has entered the gate area, the remaining distance to the target gate, whether the target gate has been passed, and whether the vehicle has left the gate area. Additionally, the notification control unit F6 also obtains the positions of surrounding vehicles, the operational status of the control for tracking a preceding vehicle, the detection status of the preceding vehicle, and the current operating mode. The processor 31 of the notification control unit F6 performs gate proximity response processing when passing through a gate. The gate proximity response processing is described separately later.

[0081] In this embodiment, the F6 notification control unit is configured to selectively assume two levels of notification modes for notifications, such as look-at-the-road prompts: a conspicuous mode and a subtle mode. The subtle mode refers to a mode in which stimuli, such as light and sound, are reduced compared to the conspicuous mode. The subtle mode refers to a notification mode designed not to inconvenience the occupants. Notification in the subtle mode refers to a notification that primarily involves image display, without vibration for the driver, with the output volume of the notification sound set to a predetermined level or lower. Setting the output volume to a predetermined level or lower means that no sound is emitted at all.The subtle mode can also be described as an inconspicuous mode.

[0082] A notification in conspicuous mode refers to a notification designed to ensure the driver clearly recognizes its content. Conspicuous mode notifications may include the output of voice messages or sound effects at a volume level above a predetermined threshold. Conspicuous mode notifications may also include the application of vibrations to the driver. Conspicuous mode corresponds to the output of stimuli with sufficient intensity to capture the driver's attention. Setting the target gate

[0083] The procedure for determining the target gate is described here with reference to Fig. 3 described. The in Fig. The road shown in point 3 is equipped with four gates at one gate point and has a structure that branches into a first road Rt1 and a second road Rt2 behind the gate point.

[0084] As in Fig. As shown in Figure 3, if multiple gates are installed at the gate point, processor 31, which functions as the planning unit F4, designates one gate corresponding to a post-gate road as the destination gate from among the multiple gates. The post-gate road is a road on which the vehicle is scheduled to travel after passing through the gate point. The gate corresponding to the post-gate road refers to a gate located directly before the post-gate road; in other words, a gate that allows entry into the post-gate road by continuing straight ahead after passing through the gate. The gate corresponding to the post-gate road can be understood as a gate that leads to the post-gate road.From the opposite perspective, a road corresponding to a particular gate can be understood as a road that is located directly behind the gate, a road that is closest to the gate, or a road that continues from the gate along a roadside that is closest to the gate.

[0085] In the Fig. In the three examples shown, the first gate Gt1 and the second gate Gt2 correspond to the first street Rt1. Additionally, the third gate Gt3 and the fourth gate Gt4 correspond to the second street Rt2.

[0086] Processor 31 can designate a gate closest to an extension line of the current own vehicle lane as the destination gate if there are multiple gates corresponding to the post-gate road. For example, if the second road Rt2 is the post-gate road for the own vehicle and the current own vehicle lane is the first lane, Processor 31 will designate the third gate Gt3 as the destination gate. This is because the third gate Gt3 is closer to the own vehicle lane than the fourth gate Gt4. "Hv" in Fig. 3 denotes the code that specifies the vehicle's own position. Processor 31 sets the target gate in such a way that the amount of lateral movement after passing through the gate is minimized.

[0087] Of course, if the third gate, Gt3, meets a specific non-use condition, processor 31 can designate the fourth gate, Gt4, as the destination gate instead of the third, Gt3. The non-use condition is met, for example, if the gate is blocked, if the payment method is manual, or if the third gate, Gt3, is more congested than the fourth, Gt4. The destination gate selection algorithm can be modified as needed.

[0088] Processor 31 can select the destination gate from those capable of automatic payment. Furthermore, if the vehicle is unable to perform automatic payment processing, Processor 31 can select the destination gate from those suitable for manual payment. The inability to perform automatic payment processing refers to situations such as when the card for automatic payment is not inserted into a designated onboard device. If there is only one gate through which the vehicle can pass, considering payment methods or other factors, Processor 31 can designate this gate as the destination gate.

[0089] If only one gate is available due to closures or other restrictions, processor 31 can designate this gate as the destination gate. If no destination is specified, processor 31 can designate the gate located on the extension line of the vehicle's lane as the destination gate. Furthermore, if no destination is specified, processor 31 can designate a road capable of maintaining Level 3 mode as the post-gate road and then designate a gate corresponding to that post-gate road as the destination gate. If there is no gate through which the vehicle can pass while maintaining automated driving, the notification control unit F6 can execute the TOR (Traffic Outage).

[0090] Once the destination gate is determined, processor 31 generates a pre-gate trajectory and a post-gate trajectory based on the destination gate's position, the vehicle's current position, and the position of a planned lane on the post-gate road. The pre-gate trajectory leads to the destination gate's entrance. The post-gate trajectory leads from the destination gate's exit to the post-gate road's entrance. The pre-gate trajectory may include a route change (such as a lane change) to reach the destination gate. Fig. 3 The dashed line, indicated by “Tr1”, conceptually represents the pre-gate trajectory, while the dashed line, indicated by “Tr2”, conceptually represents the post-gate trajectory.

[0091] When the vehicle is positioned at the front (entry side) of the gate, it is difficult to detect objects located behind the gate. If the target gate is set such that the lateral movement after passing through the gate is greater than the lateral movement before passing through the gate, the control difficulty increases after passing through the gate. This is because there may be obstacles that were not detected before passing through the gate. In other words, the probability of overlooking surrounding vehicles is lower before passing through the gate than after passing through it. By setting the target gate so that the lateral movement before passing through the gate is greater than or equal to the lateral movement after passing through the gate, safety can be improved.This configuration corresponds to a function that sets the target gate in such a way that the amount of lateral movement after passing through the gate is minimized.

[0092] The target gate and trajectory data near the gate, which is determined by processor 31, functioning as the planning unit F4, can be referenced not only by the vehicle control unit F5, but also by the notification control unit F6. Gate proximity response processing

[0093] Here, the gate proximity response processing performed by the notification control unit F6 is described with reference to the information in Fig. The flowchart shown in section 4 illustrates this. Fig. The flowchart shown in Figure 4 can be executed periodically while in Stage 3 mode. For example, the one shown in Fig. The flowchart shown in section 4 depicts steps S101 to S110.

[0094] Step S101 is a step in which the notification control unit F6 obtains data indicating the relative position of the vehicle with respect to the gate point. The processing in step S101 is also performed periodically after step S103. Step S101 may also include a step to obtain the current operating mode of ECU 30 for automated driving, as well as a step to obtain data indicating a planned driving trajectory generated by the planning unit F4. Step S101 can be understood as a step in which the notification control unit F6 obtains the necessary data to execute various notifications.

[0095] Step S102 is a step that determines whether the vehicle has entered the gate area. As mentioned above, the gate area can be a road segment located within a specific distance from the gate point. The distance considered the gate area can be 100 meters, 250 meters, 400 meters, or the like. In the configuration where the segment within a specific distance from the gate point is defined as the gate area, step S102 can be understood as a step that determines whether the remaining distance to the gate point has become less than or equal to a predetermined value. Criteria for determining the remaining distance to the gate point can include outputs from the environmental monitoring sensors 11, data received from external devices, and map data, as mentioned above. Additionally, in another embodiment, the gate area can be a lane-free section.In the configuration where the gate area is considered a lane-free section near the gate, the F6 notification control unit can determine that the vehicle has entered the gate area based on the fact that camera 111 no longer detects lane markings. Additionally, the gate area can be a region where the road width widens near the gate point. Whether the vehicle has entered the gate area can be determined using the vehicle's position on the map. Various methods can be used to determine entry into the gate area.

[0096] If the vehicle has entered the gate area (S102 YES), processor 31 executes the subsequent sequence starting with step S103. Conversely, if the vehicle has not entered the gate area (S102 NO), this sequence is terminated. Once terminated, the sequence can be executed again after a predetermined idle time has elapsed from the termination point. This idle time can be set to, for example, 500 milliseconds, 1 second, 2 seconds, or a similar value.

[0097] Step S103 is a step in which a look-at-the-road prompt is executed. Step S103 corresponds to a step in which the system prompts the driver to check the surroundings based on the fact that the vehicle has entered the gate area. Implementing the look-at-the-road prompt makes it easier for the driver to take over driving operations. The look-at-the-road prompt involves displaying a look-at-the-road symbol Im1, as shown in Fig. 5 illustrates this at a predetermined position on display 21. The look-at-the-road symbol Im1 is a symbolic image / pictogram simulating the driver looking ahead. The look-at-the-road prompt can be accompanied by a predetermined notification sound or the activation of a backlight.

[0098] The notification control unit F6 of the present embodiment implements the look-at-the-road prompt in subtle mode in the pre-gate area. The subtle look-at-the-road prompt can, for example, include displaying the look-at-the-road symbol Im1 in green or yellow. The subtle look-at-the-road prompt can also include displaying the look-at-the-road symbol Im1 of a predetermined size in the corner of the display 21. The display of the look-at-the-road symbol Im1, prompting the driver to look at the road, can continue until the front of the target gate is reached.

[0099] Starting with the execution of step S103, the notification control unit F6 executes step S104, which displays a gate guidance image Im2 on display 21. The gate guidance image Im2 is an image depicting the street structure near the gate. It can also be understood as a map of the area near the gate. The gate guidance image may include an image indicating the trajectory of the vehicle near the gate.

[0100] For example, in Fig. As shown in Figure 6, the gate guidance image Im2 includes image elements such as a vehicle image E1, a pre-gate trajectory image E21, a post-gate trajectory image E22, and a gate image E3. The vehicle image E1 is an image element that represents the position of the vehicle. The pre-gate trajectory image E21 is an image element that represents the trajectory from the current position to the target gate. The post-gate trajectory image E22 is an image element that represents the vehicle's trajectory after it has passed through the target gate. The gate image E3 is an image that indicates the position of the target gate. The gate image E3 can include not only the image of the target gate but also images of other gates. The gate image E3 can be an image of multiple gates installed at the gate point. In goal image E3, the target goal can be displayed in a way that differs from the other goals. For example, goals other than the target goal can be grayed out.The finish line can feature effects or decorations, such as flashing lights. This configuration makes it easier for the driver to identify the finish line's position.

[0101] The pre-goal trajectory image E21 and the post-goal trajectory image E22 are represented, for example, by arrows. The pre-goal trajectory image E21 and the post-goal trajectory image E22 can be bands, belts, or lines representing the trajectory. The pre-goal trajectory image E21 and the post-goal trajectory image E22 can be connected. The pre-goal trajectory image E21 and the post-goal trajectory image E22 are collectively referred to as trajectory image E2. If trajectory image E2 overlaps with goal image E3, the visibility of the target goal may be impaired. Therefore, trajectory image E2 is preferably interrupted before the goal so that it does not overlap with goal image E3. As in the goal guidance image Im2 in Fig. As illustrated in Figure 6, the driver can more easily confirm the target gate by viewing the trajectory image E2, which is subdivided into the pre-gate trajectory image E21 and the post-gate trajectory image E22.

[0102] Additionally, according to the configuration in which the gate guidance image Im2 includes both the pre-gate trajectory image E21 and the post-gate trajectory image E22, the driver can more easily perceive the overall behavior of the vehicle as it passes through the gate. The gate area is a region where the difficulty of control is higher compared to a straight road. By visualizing the ECU 30's automated driving plan in the gate area, the driver can assess the validity and feasibility of the plan. If the driver judges that the ECU 30's automated driving plan is reckless, the driver can override it without waiting for a prompt from the system.

[0103] The post-gate trajectory image E22 is an optional element in the gate guidance image Im2. The gate guidance image Im2 can be an image showing the behavior up to the point before entering the gate, as in Fig. 7 illustrated. As in Fig. As illustrated in Figure 6, the driver can be notified before the vehicle moves after passing through the gate, depending on the configuration that additionally displays the road shape of the post-gate road or post-gate trajectory. The direction / objects the driver should pay attention to may differ depending on the trajectory after passing through the gate, for example, whether the vehicle travels straight, diagonally right, or diagonally left. According to the configuration that displays the gate guidance image Im2, which includes the post-gate trajectory image E22, it becomes easier for the driver to pay attention to the appropriate direction.

[0104] The gate guidance image Im2 does not have to be a bird's-eye view of the road. It can also be a three-dimensional image from the driver's perspective. Additionally, it can be an image viewed from a virtual vantage point positioned above the vehicle, looking towards the target gate. Furthermore, it can be displayed on a head-up display, so that it overlaps with the real-world scenery in front of the vehicle. The notification control unit F6 can overlay the pre-gate trajectory image E21 and an image indicating the target gate onto the foreground scenery as the gate guidance image Im2. The display of the gate guidance image Im2 can continue until the vehicle passes through the gate or leaves the gate area.

[0105] Step S105 is a step to determine whether the gate has been passed. Whether the gate has been passed can be determined based on the vehicle's position data on the map, the detection results from the environmental monitoring sensors 11, and the communication status with external devices. If the vehicle has passed through the gate (S105 YES), the notification control unit F6 changes the display mode of the road-facing icon Im1 to the conspicuous mode in step S106. For example, the notification control unit F6 changes the color of the road-facing icon Im1 to a highlight color, such as red or orange. Highlighting the road-facing icon Im1 can be achieved by flashing, increasing the display size, or changing the display position.

[0106] Step S106 corresponds to a step of re-notifying the driver with the look-at-the-road prompt. Additionally, step S106 can be understood as a step of implementing the look-at-the-road prompt in a more conspicuous manner compared to before passing through the gate. After passing through the gate, the trajectories of vehicles are more likely to intersect compared to before passing through the gate. Consequently, the probability of other vehicles approaching the vehicle excessively closely increases. By re-issuing the look-at-the-road prompt after passing through the gate, the likelihood that the driver performs a look-at-the-road check can be increased. As a result, the possibility of contact with other vehicles in the post-gate area can be further reduced.

[0107] Furthermore, the look-at-the-street prompt in conspicuous mode can be accompanied by a notification sound, the display of a text message prompting the user to look at the street, or vibration. The display of the look-at-the-street icon Im1 can continue until the gate is exited. The notification control unit F6 executes step S107 when it executes / starts the look-at-the-street prompt in conspicuous mode.

[0108] Step S107 is a step to determine whether the vehicle has left the gate area. Similar to step S102, this determination can also be performed based on different types of data. If the vehicle has left the gate area (S107 YES), the notification control unit F6 ends the look-at-the-road prompt (S108). Ending the look-at-the-road prompt corresponds, for example, to the removal of the look-at-the-road symbol Im1 from the display.

[0109] The foregoing description refers to, but is not limited to, an embodiment in which the look-at-the-road prompt is implemented while the vehicle is driving in the gate area. The look-at-the-road prompt in the gate area can be omitted. Conversely, the notification control unit F6 can implement the look-at-the-road prompt in the gate area, while omitting the look-at-the-road prompt after passing through the gate. The notification control unit F6 can terminate the look-at-the-road prompt at the moment of passing through or entering the gate.

[0110] Additionally, it is also an optional control for changing the intensity of the look-at-the-road prompt before and after passing through the gate. The F6 notification control unit can implement the look-at-the-road prompt in the same way after passing through the gate as before.

[0111] As long as the ECU 30 is in Level 3 automated driving mode (i.e., in automated driving mode), the driver's look-at-the-road prompt is optional and not mandatory. Even during automated driving, safety is expected to be further enhanced by the F6 notification control unit prompting the driver to look at the road as an optional precaution. Additionally, even when in Level 3 mode, implementing the look-at-the-road prompt when the vehicle approaches a gate can smooth the transition from Level 3 mode to the hands-on-the-wheel Level 2 mode. Additional conditions for implementing the "look-at-the-road" requirement

[0112] The F6 notification control unit can configure whether the look-at-the-road prompt should be implemented based on the presence of surrounding vehicles, as described in Fig. 8 shown while the vehicle is in automated driving mode within the gate area. Step S201, which is in Fig. Figure 8 shows a step in determining whether a surrounding vehicle is present. The surrounding vehicle here refers to another vehicle located within a predetermined distance (for example, 100 meters) of the vehicle in question. Additionally, the surrounding vehicle can be restricted to another vehicle whose TTC (Time To Collide), calculated by the environmental detection unit F2 or similar, is less than a predetermined value (for example, 5 seconds). The presence of surrounding vehicles can be determined based on the detection results of the environmental detection unit F2 and, consequently, on the acquisition results of the environmental monitoring sensors 11 or data received from external devices.

[0113] The notification control unit F6 executes a look-at-the-road prompt at step S202 if a surrounding vehicle is present (S201 YES). Conversely, the notification control unit F6 decides to omit or postpone the look-at-the-road prompt at step S203 if no surrounding vehicle is present (S201 NO). The in Fig. The flowchart shown in section 8 can be executed periodically while driving in level 3 mode in the gate area until the look-at-the-road prompt is executed.

[0114] Additionally, as in Fig. As shown in Figure 9, the F6 notification control unit changes the notification mode (intensity) of the look-at-the-road prompt depending on the presence or absence of a surrounding vehicle. For example, if a surrounding vehicle is present (S211 YES), the F6 notification control unit executes the look-at-the-road prompt in conspicuous mode (S212). On the other hand, if no surrounding vehicle is present (S211 NO), the F6 notification control unit executes the look-at-the-road prompt in subtle mode (S213).

[0115] According to the tax examples in Fig. 8 and Fig. As shown in Figure 9, it is possible to increase safety while reducing the risk of causing annoyance to the driver.

[0116] The determination processing at step S201 can be replaced by processing to determine if there is another vehicle with a collision risk above a predetermined value. The F6 notification control unit can be configured to issue the look-at-the-road prompt if there is another vehicle with a collision risk above a predetermined value while driving in the gate area, and to omit the look-at-the-road prompt if there is no such vehicle. The determination processing at step S201 can be replaced by processing to determine if there is a vehicle ahead. The determination processing at step S201 can be replaced by processing to determine if there is another vehicle diagonally in front of the vehicle, in other words, whether there is another vehicle that might cut in front of the vehicle.

[0117] The determination processing in step S211 can also be replaced by a determination processing regarding whether there is another vehicle with a collision risk above a predetermined value, whether there is a vehicle ahead, or whether there is another vehicle diagonally in front of the own vehicle. The look-at-the-road prompt condition, which is a condition for executing the look-at-the-road prompt, can include the aforementioned subconditions in addition to driving in the gate area. The aforementioned subconditions relate to the presence of a surrounding vehicle, the presence of another vehicle with a collision risk above a predetermined value, the presence of a vehicle ahead, or the presence of another vehicle that might cut in front of the own vehicle.

[0118] The strong prompt condition, which triggers the look-at-the-road prompt in conspicuous mode, can similarly include any of the aforementioned sub-conditions in addition to driving within the gate area. Conversely, the F6 notification control unit can be configured to execute the look-at-the-road prompt in a more subtle manner than usual when the subtle prompt condition, which triggers the look-at-the-road prompt in subtle mode, is met. The subtle prompt condition can be any of the following: the absence of a surrounding vehicle, the absence of another vehicle with a collision risk above a predetermined level, the absence of a vehicle ahead, or the absence of another vehicle that might cut in front of the vehicle.

[0119] Additionally, the F6 notification control unit can change whether the look-at-the-road request is to be executed according to the target gate's billing procedure, as described in Fig. 10 shown. Step S301, which is in Fig. Figure 10 shows a step in determining whether the destination gate corresponds to a manual billing procedure. The billing procedure to which the destination gate corresponds can be identified based on map data, the behavior of the vehicle ahead, or data received from a roadside unit. If the destination gate corresponds to a manual billing procedure, the F6 notification control unit executes the look-at-the-road prompt (S302). On the other hand, if the destination gate does not correspond to a manual billing procedure—in other words, if the destination gate can only execute an automatic billing procedure—the F6 notification control unit omits the look-at-the-road prompt (S303).

[0120] At gates operating under a manual billing procedure, there is a possibility that the vehicle ahead may decelerate or stop abruptly in front of the gate. To address this possibility when the vehicle is scheduled to pass through a gate operating under a manual billing procedure, it facilitates the driver's advance "look at the road" prompt, enabling them to execute evasive maneuvers such as braking based on the behavior of the vehicle ahead.

[0121] The content of steps S302 to S303 can be replaced by steps S212 to S213. In other words, the notification control unit F6 can be configured to execute the look-at-the-street prompt in a more subtle way when the target gate does not correspond to a manual billing procedure than when it does.

[0122] The F6 notification control unit can toggle whether the "look at the road" prompt is executed based on whether the operating mode while driving through the gate area is hands-free capability mode. Hands-free capability mode is an operating mode in which the vehicle essentially drives automatically, allowing the driver to use hands-free controls. Hands-free capability mode includes Level 3 mode and Hands-free Level 2 mode.

[0123] Fig. Figure 11 illustrates an example of the operation of the notification control unit F6 based on the aforementioned technical concept. That is, in step S401, the notification control unit F6 determines whether the current operating mode (hereinafter referred to as the current mode) is the hands-free capability mode while driving through the gate area. Step S401 can be executed periodically while driving through the gate area. Step S401 can also be executed only upon the occurrence of predetermined events, such as entering the gate area, passing through the gate, or detecting a surrounding vehicle.

[0124] The F6 notification control unit implements the look-at-the-road prompt (step S402) while driving through the gate area if the current mode is hands-free capability mode (S401 YES). Conversely, the F6 notification control unit omits the look-at-the-road prompt if the current mode is not hands-free capability mode while driving through the gate area (S401 NO). An operating mode other than hands-free capability mode may alternatively be referred to as a hands-free prohibition mode or a hands-on-the-wheel required mode. The hands-on-the-wheel level 2 mode is equivalent to the hands-free prohibition mode.

[0125] Since the hands-free mode is originally an operating mode that requires the driver to keep their eyes on the road, and since the current mode is hands-free mode, a "look at the road" prompt would be an unnecessary notification to the driver. Therefore, if the current mode is hands-free mode, omitting the "look at the road" prompt may reduce the risk of causing inconvenience to the driver.

[0126] Additionally, the driver should generally keep their eyes on the road in the hands-on-the-wheel Level 2 mode. However, in hands-free Level 2 mode, the driver's level of involvement in driving operations is lower compared to hands-on-the-wheel Level 2 mode. Therefore, the driver's attention is more likely to be distracted in hands-free Level 2 mode compared to hands-on-the-wheel Level 2 mode. Reintroducing the "look at the road" instruction in hands-free Level 2 mode can be expected to refocus the driver's attention.

[0127] Additionally, steps S402 to S403 can be replaced by steps S212 to S213. In other words, the F6 notification control unit can be configured to implement the look-at-the-road prompt in a more subtle way when the current mode is hands-free prohibition mode, compared to when the current mode is hands-free capability mode.

[0128] The F6 notification control unit can switch whether to issue a look-at-the-road prompt, depending on whether a route change is planned after passing through the gate, as in Fig. Figure 12 shows that if a route change is planned after passing through the gate (S501 YES), the F6 notification control unit implements the look-at-the-road prompt (S502). Conversely, if no plan for a route change after passing through the gate has been generated (S501 NO), the F6 notification control unit omits the look-at-the-road prompt.

[0129] Here, a route change means a lateral movement. A route change includes not only changing lanes but also driving diagonally relative to the direction of travel in a laneless section. Changing lanes after passing through the gate involves changing lanes within the area immediately following the gate.

[0130] As previously mentioned, vehicle trajectories are more likely to intersect in the post-gate area compared to the pre-gate area, thus increasing the need for environmental monitoring. Conversely, if a route change after passing through the gate is not planned, the need for environmental monitoring may decrease. According to the configuration described above, it is possible to increase safety while reducing the likelihood of causing inconvenience to the driver.

[0131] Additionally, steps S502 to S503 can also be replaced by steps S212 to S213. In other words, the F6 notification control unit can be configured to implement the look-at-the-road prompt in a more subtle way when no route change is planned after passing through the gate, compared to when a route change is planned. Furthermore, the F6 notification control unit can toggle the implementation of the look-at-the-road prompt depending on whether a route change is planned in the pre-gate area. Step S501 can be a step that determines whether a lane change is planned in the pre-gate area.

[0132] The F6 notification control unit can toggle the implementation of the "look at the road" prompt depending on whether there is a side road beyond the gate. The F6 notification control unit can implement the "look at the road" prompt if there is a side road beyond the gate, while omitting the implementation if there is no side road beyond the gate. The case where there is a side road beyond the gate refers to a fork or intersection within a predetermined distance beyond the gate (for example, within 100 meters). If there is no side road near the gate, the paths of the vehicles are less likely to intersect compared to when there is a side road near the gate.According to the configuration described above, unnecessary look-at-the-road prompts can be reduced.

[0133] The F6 notification control unit can toggle whether to issue the "look at the road" prompt, depending on whether the road width behind the gate narrows. The F6 notification control unit can issue the "look at the road" prompt if the road width behind the gate narrows, while omitting the prompt if the road width behind the gate does not. The case where the road width behind the gate narrows corresponds to a situation where the number of lanes on the road beyond the gate is less than the number of gates. When the number of lanes decreases after passing through the gate, merging / breaking is likely to occur, and the behavior of other vehicles can become more complex.According to the configuration described above, it is possible to reduce unnecessary "look at the road" prompts while minimizing the risk of abnormal proximity to or contact with other vehicles immediately after passing through the gate. The road structure beyond the gate, such as the presence of side roads or a reduction in road width, can be identified based on map data and the trajectory data of the vehicle in front. Display control of gate guidance images

[0134] The F6 notification control unit can change the display mode of the gate guidance image Im2, depending on whether the operating mode when entering the gate area is hands-free capability mode or not. For example, as shown in Fig. Figure 13 shows that if the operating mode when entering the goal area is hands-free capability mode (S601 YES), the notification control unit F6 displays a goal guidance image Im2 with the target goal section highlighted (S602). Conversely, if the operating mode when entering the goal area is not hands-free capability mode (S601 NO), the notification control unit F6 displays a normal goal guidance image Im2.

[0135] The goal guidance image Im2, where the target goal section is highlighted, refers to an image in which the target goal section is, for example, flashing or enclosed in a single frame. The normal goal guidance image Im2 is a goal guidance image Im2 without the decorations / processing applied for the hands-free capability mode.

[0136] In hands-free capability mode, because steering is entrusted to the system, the driver may be less attentive to the gate the vehicle is about to pass through, compared to when using a hands-on steering mode. In hands-free capability mode, even if the system selects a different gate than the target gate than the driver might consider optimal, the driver is less likely to notice. Consequently, in hands-free capability mode, there is a possibility of overriding or other intervention occurring just before passing through the gate. To address such issues, the driver can more easily identify the target gate position, even in hands-free capability mode, according to the configuration described above.

[0137] The notification control unit F6 can display a gate passage symbol Im3 on the display 21 instead of or together with the gate guidance image Im2 when the hands-free capability mode is assumed starting from entering the gate area. Fig. 14 is an example of the gate passage symbol Im3.

[0138] The gate passage symbol Im3, for example, includes a vehicle image E4, a lane line image E5, and a gate image E6. The vehicle image E4 is an image element that represents the vehicle. The lane line image E5 is an image element that indicates the lane lines. The gate image E6 is an image element that represents the gate. The gate image E6 is an optional element and can be omitted.

[0139] The notification control unit F6 displays a gate passage symbol Im3, representing the lane markings E5 in green or white, on display 21 when the lane markings or the edge of the upcoming gate can be detected by camera 111 or a similar device. According to this configuration, the driver can know that their vehicle can pass through the gate or that the system has correctly detected the passage position within the gate, based on the display status of the gate passage symbol Im3.

[0140] On the other hand, the notification control unit F6 can display a gate passage symbol Im3, representing the lane markings E5 in gray or as a dashed line, on display 21 if the lane markings or the edge of the upcoming gate cannot be detected by camera 111 or a similar device. The notification control unit F6 can also display a gate passage symbol Im3 with a question mark added near the lane markings E5 if the lane markings or the edge of the upcoming gate cannot be detected by camera 111 or a similar device. According to these configurations, the driver can know that the system has not yet detected the passage position within the gate, based on the display status of the gate passage symbol Im3. Therefore, the gate passage symbol Im3 is an image that indicates whether or not the lane markings associated with the gate are being detected.The gate passage symbol Im3 corresponds to a passage image.

[0141] The notification control unit F6 can be configured to highlight / emphasize the lane marking E5 based on the fact that the vehicle is positioned in front of the target gate. The notification control unit F6 can be configured to gray out the lane marking E5 if the vehicle is not positioned in front of the target gate.

[0142] Additionally, the notification control unit F6 can change the display mode of the gate guidance image Im2, depending on whether the vehicle is following a vehicle ahead when entering the gate area. For example, as shown in Fig. As shown in Figure 15, if the vehicle is following a preceding vehicle when entering the gate area (S701 YES), the notification control unit F6 displays a trajectory-free gate guidance image Im2a (S702). Conversely, if the vehicle is not following a preceding vehicle when entering the gate area (S701 NO), the notification control unit F6 displays a normal gate guidance image Im2 (S703).

[0143] The trajectory-less goal guidance image Im2a is a goal guidance image that does not include the trajectory image E2, as in Fig. 16 shown. The normal gate guidance image Im2 is an image that includes image elements indicating the trajectory of the own vehicle, as in Fig. 6 and Fig. Figure 7 illustrates the normal gate guidance image Im2, which can be described as a gate guidance image containing a trajectory or a trajectory guidance image.

[0144] In this context, the state of the vehicle following a vehicle ahead refers to a situation where the control function for following a vehicle ahead is activated and the vehicle ahead is actually detected. When the vehicle is following a vehicle ahead, the need to notify or communicate the vehicle's trajectory to the driver is less than when it is not following a vehicle ahead. By omitting the presentation of information of little use to the driver, the risk of causing the driver inconvenience can be reduced. Conversely, when not following a vehicle ahead, displaying the vehicle's planned trajectory can provide the driver with a sense of security.

[0145] The description of entering the aforementioned gate area can be understood as the point in time at which the remaining distance to the gate falls below a predetermined value. Additionally, the point in time after driving a predetermined distance from the point of entry into the gate area, or other scenarios involving driving in the area in front of the gate, can also be included as part of the gate area entry process. Determining the entrance to the gate area using a map

[0146] Map data can include node data and route data. Node data refers to data about multiple feature points (nodes) on roads. For example, nodes are defined at locations where roads intersect, join, or diverge; at points where the number of lanes increases or decreases; and at gateway points. Route data refers to data about road segments (routes) that connect the nodes. Route data includes information such as a route ID, which is a unique number that identifies the route; a route length, which indicates the length of the route; a route direction; route shape information; node coordinates or node numbers of the route's start and end points; and road attributes.The node data includes information such as a node ID, which is a unique number for each node, the position coordinates of the nodes, the names, types, and route IDs of the routes connected to the nodes.

[0147] Such node data can also include node map data, which specifies the road plan within the area with respect to the nodes. The node map data corresponds to partial map data within a certain range based on the nodes.

[0148] If the map data stored in the map storage unit 14 includes the node map data as described above, the processor 31 can perform various operations from step S103 onwards, based on the own vehicle entering an area specified by the node map data associated with the gate point. In other words, the case where the own vehicle enters the gate area also includes a case where the own vehicle enters the area specified by the node map data associated with the gate point. The gate area can be a range specified by the node map data associated with the gate point. Additionally, if range-specifying data is assigned to each node, the respective ranges can correspond to the gate area. Control example of the operation mode

[0149] As in Fig. As shown in Figure 17, the processor 31 can maintain Level 3 mode even after passing through the gate. In this case, the processor 31 can prompt the driver to keep their eyes on the road while maintaining Level 3 mode, depending on the situation. Additionally, the processor 31 can issue a TOR (Traffic Orientation) depending on traffic conditions, such as the presence of a surrounding vehicle, and the complexity of the road structure. According to this configuration, the driver can act as a partner / assistant to the system in driving operations, potentially increasing safety. Furthermore, by prompting the driver to keep their eyes on the road in advance, there is the advantage that if it becomes necessary for the driver to take over from the system, they can smoothly assume control of the driving operations.Furthermore, the processor 31 can switch from Level 3 mode to Hands-on-the-Wheel Level 2 mode or Hands-free Level 2 mode while driving through a gate area, depending on traffic conditions, such as the presence of a surrounding vehicle.

[0150] Additionally, the processor 31 can be configured to temporarily switch from Stage 3 mode to Stage 2 mode at a predetermined time after entering a gate area, as in Fig. 18 shown. The processor 31 can automatically change the operating mode based on the position of the own vehicle relative to the gate point. In Fig. Figure 18 illustrates an example in which the processor 31 maintains stage 3 mode from the moment of entering the goal area, while switching to hands-on-the-wheel stage 2 mode when the remaining distance to the goal point falls below a predetermined value (for example, 100 meters). Additionally, it illustrates Fig. 17. A pattern in which the processor transitions to hands-free Level 2 mode at the moment of passing through the gate and further transitions to Level 3 mode at the moment of leaving the gate area or exiting the gate area. The normal area refers to a region that is neither the pre-gate area nor the post-gate area.

[0151] The transition to Hands on Wheel Level 2 mode within the gate approach area can be a predetermined number of seconds (for example, 5 seconds) after the implementation of the Look at the Road prompt. The area immediately in front of the gate can also be activated by lateral movements (i.e., route changes) between vehicles heading towards the destination gate. The transition to Hands on Wheel Level 2 mode in the gate approach area allows route changes to the destination gate to be executed under the driver's responsibility. Additionally, the transition to Hands on Wheel Level 2 mode in the gate approach area makes it easier for the driver to select any gate other than the destination gate.

[0152] In a case where the system is programmed to transition to Hands-on-the-Wheel Level 2 mode within the pre-gate area, it is preferable for the F6 notification control unit to implement the Look at the Road prompt more explicitly based on the vehicle entering the gate area. According to this configuration, the driver's state can be more readily guided toward a condition suitable for Hands-on-the-Wheel Level 2 mode. Additionally, when transitioning from Level 3 mode to Hands-on-the-Wheel Level 2 mode by prompting the driver to look at the road before prompting Hands-on-the-Wheel, rather than implementing both simultaneously, it is expected that the driver's workload associated with changing operating modes will be reduced.

[0153] The control example for the operation mode during the gate passage is not limited to this. As in Fig.As shown in Figure 19, the processor 31 can switch to hands-free level 2 mode when the remaining distance to the gate point falls below a predetermined value, and then to hands-on level 2 mode at the moment of passing through the gate. After passing through the gate, vehicle paths intersect more easily due to side roads and reductions in road width. By setting the post-gate operating mode to one that requires the driver to keep their hands on the steering wheel, it becomes possible to react flexibly to aggressive lane changes or abnormally close proximity of other vehicles. Modified example of notification content

[0154] The aforementioned look-at-the-road prompt can be implemented by replacing it with a TOR (Take-Over Request) notification. In other words, the F6 notification control unit can issue a TOR notification when the vehicle enters the gate area. This is because the TOR notification also effectively prompts the driver to check the surroundings. Therefore, the TOR notification can be understood as a type of look-at-the-road prompt. Other modifications

[0155] The F6 notification control unit can display a warning target image on display 21 based on the vehicle entering the gate area. The warning target image is an image showing a warning target, which is another vehicle with a collision risk above a predetermined value. The warning target image can be an image indicating the direction in which the warning target is located. The warning target image can include information about the characteristics of the warning target, such as its color, size, or vehicle type. For example, the warning target image can be a top-down view showing other vehicles around the vehicle, with the warning target displayed in a different color than the other vehicles.

[0156] By displaying the warning target image, the driver can identify the vehicle the system is monitoring near the gate. Implementing a "look at the road" prompt alongside the warning target image makes it possible to compare the system's assessment with the driver's perception. Consequently, it is expected that the driver will find it easier to trust the system. The F6 notification control unit can issue a message prompting the driver to check for other hazardous vehicles near the warning target (that is, to ensure nothing has been missed).

[0157] The technical concept described above implies that the driver must keep their eyes on the road in situations where it is normally unnecessary, in order to be prepared for an emergency. Such a concept can also be applied to Hands-Free Level 2 mode, which is one level lower in terms of automation. In situations where Hands-On-the-Wheel operation is not initially required, it may be advisable to subtly prompt the driver to either put their hands on the wheel or be ready to do so. The F6 notification control unit can issue a Hands-On-the-Wheel prompt based on entering a gated area while in Hands-Free Level 2 mode.When in hands-free level 2 mode, the F6 notification control unit can replace the aforementioned look-at-the-road prompt with a hands-on-the-wheel prompt to perform the various controls described above. System configuration

[0158] The F6 notification control unit can be located outside of the ECU 30 for automated driving. For example, the F6 notification control unit can be located in another computer, such as an HCU (Hybrid Control Unit). Vehicles applicable to the present disclosure

[0159] The foregoing embodiment is applicable to a multitude of vehicles that travel on roads. The present disclosure can be applied to various vehicles capable of driving on roads, including not only four-wheeled vehicles but also two-wheeled vehicles, three-wheeled vehicles, and the like. Motorized bicycles can also be included among the two-wheeled vehicles. The owner's vehicle can be an electric vehicle or an internal combustion engine-powered vehicle. Electric vehicles can include not only electric cars but also plug-in hybrid vehicles, hybrid vehicles, and fuel cell vehicles. The vehicle to which the system / device / method of the present disclosure is applied can be an owner's car, which is in the possession of a person, or it can be a company car. A company car refers to a vehicle that is made available for services, such as car-sharing or vehicle-rental services.The service vehicle includes a taxi, a route bus, and a shared bus. Supplementary note (1)

[0160] This specification discloses several of the technical ideas listed below, as well as various combinations thereof. Additionally, vehicle control methods and computer programs that conform to the technical ideas listed below are also included in the scope of this disclosure. Technical Idea 1

[0161] A notification control device for use in a vehicle configured to operate under automated driving control. The notification control device includes a control unit configured to obtain data indicating whether the vehicle is operating under automated driving control. This control unit is configured to obtain information about a gate point, which is a location where multiple gates are located on a toll road. The control unit is configured to determine whether the vehicle has entered a gate area defined relative to the gate point. Based on the vehicle entering the gate area under automated driving control, the control unit is configured to issue a notification prompting the driver to review an ambient traffic condition. Technical Idea 2

[0162] In the notification control device according to technical idea 1, the control device is configured to continue the notification until the vehicle passes through a gate, and to end the notification based on the fact that the vehicle has passed through the gate. Technical Idea 3

[0163] In the notification control device according to technical idea 1 or 2, the control device is configured to continue the notification until the vehicle leaves the gate area. Technical Idea 4

[0164] In the notification control device according to one of technical ideas 1 to 3, the control device is configured to obtain data from another vehicle that is present near the vehicle and to stop the notification when no other vehicle is present near the vehicle. Technical Idea 5

[0165] In the notification control device according to one of technical ideas 1 to 3, the control device is further configured to obtain data from another vehicle that is present near the vehicle and to reduce the intensity of the notification when no other vehicle is present near the vehicle, compared to when another vehicle is present near the vehicle. Technical Idea 6

[0166] In the notification control device according to one of technical ideas 1 to 5, the control device is further configured to obtain data specifying a billing procedure of a destination gate, which is a gate through which the vehicle passes, to execute the notification if the destination gate is a gate that allows manual billing, and to omit the notification if the destination gate is a gate that does not allow manual billing. Technical Idea 7

[0167] In the notification control device according to one of technical ideas 1 to 6, the vehicle is configured to selectively implement a hands-free prohibition mode, in which a driver must hold the steering wheel during automated driving control, and a hands-free capability mode, in which the driver does not need to hold the steering wheel during automated driving control. The control device is configured to execute different notification modes when driving through the gate area, depending on whether it is in the hands-free prohibition mode or the hands-free capability mode. Technical Idea 8

[0168] In the notification control device according to technical idea 7, the control device is configured to increase the intensity of the notification when driving through the gate area in the hands-free capability mode, compared to driving through the gate area in the hands-free prohibition mode. Technical Idea 9

[0169] In the notification control device according to technical idea 7 or 8, the control device is configured to display a gate detection status notification image indicating that lane lines associated with a gate are detected when driving through the gate area in hands-free capability mode, and to prevent the display of the gate detection status notification image when driving through the gate area in hands-free prohibition mode. Technical Idea 10

[0170] In the notification control device according to one of technical ideas 1 to 9, the control device is configured to obtain data indicating whether a route change is planned after passing through a gate, to execute the notification if the route change after passing through the gate is planned, and to omit the notification or reduce the intensity of the notification if the route change after passing through the gate is not planned, compared to when the route change after passing through the gate is planned. Technical Idea 11

[0171] In the notification control device according to one of technical ideas 1 to 10, the control device is configured to obtain data indicating whether the vehicle is following a preceding vehicle, to display an image on a screen in which an image element indicating a trajectory of the vehicle is superimposed on an image of the gate area if the vehicle is not following a preceding vehicle in the gate area, and to display an image of the gate area on the screen that does not include an image element indicating a trajectory of the vehicle if the vehicle is following a preceding vehicle in the gate area. Technical Idea 12

[0172] In the notification control device according to one of technical ideas 1 to 11, the control device is configured to display a trajectory image on a display indicating a trajectory of the vehicle until the vehicle passes through a gate, such that the trajectory image is interrupted at a position that overlaps with the gate. Technical Idea 13

[0173] In the notification control device according to claim 3, the control device is configured to change a notification mode before and after passing through the gate point.

[0174] The aforementioned notification control device can obtain data indicating whether the vehicle is operating autonomously from the automated driving unit (Fn) configured to perform automated driving control. Additionally, the notification control device can obtain information regarding gate points, which are locations where multiple gates are provided on toll roads, from the output signals of environmental monitoring sensors, radio signals received from external devices, or map data. Determining whether the vehicle has entered a gate area defined by a gate point can also be done based on the output signals of environmental monitoring sensors, radio signals received from external devices, or map data. Supplementary note (2)

[0175] The various flowcharts present in this disclosure are merely examples, and the number of steps comprising the flowcharts or the execution order of the processing operations can be modified as required. The various processing operations present in this disclosure can be implemented in parallel with other processing operations, in combination with other processing operations, or as partial replacements for other processing operations. Expressions in this disclosure relating to a remaining distance to a gate point being less than a predetermined value can be replaced by expressions indicating that the vehicle has entered the gate area. For example, step S102 can be a step that determines whether the vehicle has entered the gate area.

[0176] Additionally, the device, system, and methods described in this disclosure can be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied in a computer program. The device and methods described in this disclosure can also be implemented using dedicated hardware logic circuits. The device and methods described in this disclosure can be implemented by one or more dedicated computers comprising a combination of a processor executing a computer program and one or more hardware logic circuits. For example, some or all of the functions provided by processor 31 can be implemented as hardware.Implementing a specific function as hardware involves the use of one or more integrated circuits (ICs). The processor (arithmetic core) can be a CPU, MPU, GPU, DFP (data flow processor), or similar device. Some or all of the functions provided by the processor can be implemented using a system-on-a-chip (SoC), an integrated circuit (IC), or a field-programmable gate array (FPGA). The computer program, as instructions to be executed by a computer, can be stored on a computer-readable, non-volatile, tangible storage medium. A hard disk drive (HDD), a solid-state drive (SSD), flash memory, or similar storage medium can be used to store the computer program.A program that enables the computer to function as the processor 31, as well as non-volatile tangible recording media, such as semiconductor memory, that store this program, are also within the scope of this disclosure. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2022-197268

[0001] JP 6692935 B2

[0004]

Claims

[1] Notification control device for use in a vehicle configured to perform automated driving control, wherein the notification control device includes a control device configured to perform: Obtaining data indicating whether the vehicle is operating under automated driving control; Obtaining information about a gate point, which is a point where multiple gates are provided on a toll road; Determine whether the vehicle has entered a gate area defined with respect to the gate point; and Executing a notification to prompt a driver to check an ambient traffic condition based on the vehicle entering the gate area under automated driving control. [2] Notification control device according to claim 1, wherein the control device is further configured to perform: Continue notification until the vehicle passes through a gate; and Terminate notifications based on the vehicle having passed through the gate. [3] Notification control device according to claim 1, wherein the control device is further configured to continue the notification until the vehicle leaves the gate area. [4] Notification control device according to claim 1, wherein the control device is further configured to perform: Obtaining data from another vehicle that is present near the vehicle; and The notification will stop when no other vehicle is present near the vehicle. [5] Notification control device according to claim 1, wherein the control device is further configured to perform: Obtaining data from another vehicle that is present near the vehicle; and Reducing the intensity of the notification when no other vehicle is present near the vehicle, compared to when another vehicle is present near the vehicle. [6] Notification control device according to claim 1, wherein the control device is further configured to perform: Obtaining data that specifies a billing procedure for a destination gate, which is a gate through which the vehicle passes; Execute the notification if the target gate is one that allows manual billing; and Omit the notification if the target goal is one that does not allow manual billing. [7] Notification control device according to claim 1, wherein the vehicle is configured to selectively implement a hands-free prohibition mode, in which a driver must hold a steering wheel during automated driving control, and a hands-free capability mode, in which the driver does not need to hold the steering wheel during automated driving control, and The control device is further configured to execute different notification modes when driving through the gate area, depending on whether it is in the hands-free prohibition mode or the hands-free capability mode. [8] Notification control device according to claim 7, wherein the control device is further configured to perform an increase in the intensity of the notification when driving through the gate area in the hands-free capability mode, compared to driving through the gate area in the hands-free prohibition mode. [9] Notification control device according to claim 7, wherein the control device is further configured to perform: Displaying a gate detection status notification image indicating that lane lines associated with a gate are being detected when driving through the gate area in hands-free capability mode; and Preventing the display of the gate detection status notification image when driving through the gate area in hands-free mode. [10] Notification control device according to claim 1, wherein the control device is further configured to perform: Obtaining data indicating whether a route change is planned after passing through a gate; Execute the notification if the route change is scheduled after passing through the gate; and Omitting the notification or reducing the intensity of the notification when the route change after passing through the gate is not planned, compared to when the route change after passing through the gate is planned. [11] Notification control device according to claim 1, wherein the control device is further configured to perform: Obtaining data indicating whether the vehicle is following a vehicle ahead; and Displaying an image on a screen in which an image element indicating a vehicle's trajectory is superimposed on an image of the gate area when the vehicle is not following a preceding vehicle in the gate area; and Displaying an image of the gate area on the display that does not include an image element indicating a trajectory of the vehicle when the vehicle is following a preceding vehicle in the gate area. [12] Notification control device according to claim 1, wherein the control device is further configured to execute displays of a trajectory image on a display indicating a trajectory of the vehicle until the vehicle passes through a gate, such that the trajectory image is interrupted at a position that overlaps with the gate. [13] Notification control device according to claim 3, wherein the control device is further configured to perform changes in the notification mode before and after passing through the gate point. [14] Notification control method executed by a processor included in a vehicle configured to perform automated driving control, the method comprising: Obtaining data indicating whether the vehicle is operating under automated driving control; Obtaining information about a gate point, which is a point where multiple gates are provided on a toll road; Determine whether the vehicle has entered a gate area defined with respect to the gate point; and Executing a notification to prompt a driver to check an ambient traffic condition based on the vehicle entering the gate area under automated driving control.

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