Vehicle control device and vehicle control program

Abstract

To provide a vehicle control device capable of suppressing anxiety of passengers when U-turn control is executed.SOLUTION: An automatic driving ECU is used in a host vehicle equipped with travel control function for assisting or taking over driving operations of a driver and functions as a vehicle control device. The automatic driving ECU grasps a travel plan of the host vehicle used by the travel control function. When execution of U-turn control is scheduled in the travel plan, a route guidance notification is given in a manner different from when execution of U-turn control is not scheduled.SELECTED DRAWING: Figure 7

Description

[Technical field]

[0001] The disclosure in this specification relates to a vehicle control technology used in a host vehicle equipped with a driving control function that assists or substitutes for a driver's driving operation. [Background technology]

[0002] Patent Document 1 describes a method for generating a route plan for an autonomous vehicle. Specifically, Patent Document 1 includes a U-turn scenario as one of the driving scenarios based on the planned route. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2020-523552 Summary of the Invention [Problem to be solved by the invention]

[0004] When the vehicle, which is an autonomous vehicle, makes a U-turn based on a U-turn scenario such as that described in Patent Document 1, the vehicle will change its traveling direction more significantly than when performing driving control other than a U-turn (for example, right / left turn control, etc.). As a result, passengers may be more likely to feel uneasy about the behavior of the vehicle performing a U-turn control.

[0005] An object of the present disclosure is to provide a vehicle control device and a vehicle control program that are capable of reducing the anxiety of passengers when a U-turn control is performed. [Means for solving the problem]

[0006] In order to achieve the above object, one disclosed aspect is a vehicle control device used in a host vehicle (Am) equipped with a driving control function that assists or substitutes for a driver's driving operation, the vehicle control device including a plan understanding unit (77, 82) that understands a driving plan of the host vehicle used by the driving control function, and a notification implementation unit (72, 88) that provides route guidance notification when a U-turn control is scheduled to be performed in the driving plan in a manner different from when a U-turn control is not scheduled to be performed.

[0007] One aspect disclosed is a vehicle control program used in a host vehicle (Am) equipped with a driving control function that assists or substitutes for a driver's driving operation, the vehicle control program causing at least one processing unit (11, 51) to execute processing including grasping a driving plan of the host vehicle used by the driving control function (S61), and providing route guidance when a U-turn control is scheduled to be performed in the driving plan in a manner different from when a U-turn control is not scheduled to be performed (S62).

[0008] In these aspects, the route guidance notification when the U-turn control is scheduled to be performed in the driving plan used by the driving control function is in a different manner from the case where the U-turn control is not scheduled to be performed. Therefore, the passengers of the vehicle can know that the U-turn control is scheduled to be performed by the route guidance notification that is different from the usual one. As a result, it is possible to suppress the passengers' anxiety when the U-turn control is performed.

[0009] In addition, the reference numbers in parentheses in the above and claims merely show an example of the correspondence with the specific configurations in the embodiments described below, and do not limit the technical scope in any way. In addition, claims that are not explicitly stated in the claims can be combined together as long as there is no particular problem with the combination. [Brief description of the drawings]

[0010] [Figure 1]1 is a diagram showing an overall view of an in-vehicle network including an autonomous driving ECU and an HMI control device according to a first embodiment of the present disclosure. FIG. [Diagram 2] FIG. 2 is a block diagram showing details of an autonomous driving ECU. [Diagram 3] FIG. 2 is a diagram for explaining U-turn control performed by an autonomous driving ECU. [Figure 4] FIG. 13 is a diagram for explaining offset control when making a U-turn at an intersection. [Diagram 5] 11 is a diagram for explaining offset control when making a U-turn on a connecting road. FIG. [Figure 6] 11A and 11B are diagrams for explaining U-turn control when straying into an outer lane. [Figure 7] FIG. 13 is a diagram showing the vehicle status when performing U-turn route guidance. [Figure 8] FIG. 13 is a diagram showing the vehicle status when performing right turn route guidance. [Figure 9] FIG. 13 is a diagram showing the status of the host vehicle when making a U-turn without stopping temporarily. [Figure 10] FIG. 13 is a diagram showing the host vehicle status when a turnaround occurs. [Figure 11] 4 is a flowchart showing details of an inquiry process performed by an autonomous driving ECU and an HMI control device. [Figure 12] 10 is a flowchart showing details of a driving plan generation process executed by an autonomous driving ECU. [Figure 13] 5 is a flowchart showing details of a U-turn notification process performed by the autonomous driving ECU and the HMI control device. [Figure 14] 10 is a flowchart showing details of a turning execution process performed by an autonomous driving ECU. [Figure 15] 10 is a flowchart showing details of a permission / prohibition determination process performed by an autonomous driving ECU according to a second embodiment of the present disclosure. [Figure 16] 4 is a flowchart showing details of an inquiry process performed by an autonomous driving ECU and an HMI control device. [Figure 17] 10 is a flowchart showing details of a driving plan generation process executed by an autonomous driving ECU. [Figure 18] 13 is a flowchart showing details of a restriction release process performed by an autonomous driving ECU according to a third embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, a number of embodiments will be described with reference to the drawings. In addition, by assigning the same reference numerals to corresponding components in each embodiment, duplicated descriptions may be omitted. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. In addition to the combination of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments can be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0012] First embodiment The functions of the vehicle control device according to the first embodiment of the present disclosure are realized by an automatic driving ECU (Electronic Control Unit) 50b shown in Fig. 1 and Fig. 2. The automatic driving ECU 50b is mounted on a vehicle (hereinafter, the host vehicle Am) together with a driving assistance ECU 50a. The automatic driving ECU 50b and the driving assistance ECU 50a constitute an automatic driving system 50 of the host vehicle Am. By mounting the automatic driving system 50, the host vehicle Am becomes an automatic driving vehicle equipped with an automatic driving function (driving control function) and is capable of traveling by the automatic driving function (autonomous driving control).

[0013] The driving assistance ECU 50a is an in-vehicle ECU that realizes a driving assistance function that assists the driver in driving operations in the automated driving system 50. The driving assistance ECU 50a enables advanced driving assistance of about level 2 or partial automated driving in the automated driving level defined by the Society of Automotive Engineers. The automated driving performed by the driving assistance ECU 50a is an automated driving with a periphery monitoring obligation that requires the driver to visually monitor the surroundings of the vehicle. For example, driving assistance functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) are realized by the driving assistance ECU 50a.

[0014] The autonomous driving ECU 50b is an in-vehicle ECU that realizes an autonomous driving function that can take over driving operations from the driver. The autonomous driving ECU 50b can perform autonomous driving of level 3 or higher, where the system is the main controller. The autonomous driving of level 3 performed by the autonomous driving ECU 50b is eyes-off autonomous driving, where the driver is not required to monitor the surroundings and does not need to monitor the surroundings of the vehicle.

[0015] The autonomous driving ECU 50b may be capable of autonomous driving of level 4 or higher. Level 4 autonomous driving is fully autonomous driving in which all driving tasks are performed by the system, and is brain-off autonomous driving in which no request for a driver to take over driving is issued. In addition, the autonomous driving ECU 50b performs hands-on autonomous driving or hands-off autonomous driving, which corresponds to autonomous driving level 2, in a traffic environment on a general road other than an expressway where pedestrians and the like are mixed with vehicles, while the driver is monitoring the surroundings.

[0016] In the autonomous driving system 50, the control state of the autonomous driving function is switched among a plurality of control states including at least driving assistance control with an obligation to monitor the surroundings by the driving assistance ECU 50a or the autonomous driving ECU 50b, and autonomous driving control without an obligation to monitor the surroundings by the autonomous driving ECU 50b. In the following description, autonomous driving control of level 2 or lower by the driving assistance ECU 50a or the autonomous driving ECU 50b is referred to as "driving assistance control," and autonomous driving control of level 3 or higher by the autonomous driving ECU 50b is referred to as "autonomous driving control."

[0017] During the autonomous driving period in which the host vehicle Am is driven by the autonomous driving control by the autonomous driving ECU 50b, the driver may be permitted to perform a specific action other than driving that is prescribed in advance (hereinafter, a second task). The driver is legally permitted to perform the second task until a driving change request is made by the autonomous driving ECU 50b in cooperation with the HMI (Human Machine Interface) control device 100. For example, actions such as watching entertainment content such as videos, operating devices such as a smartphone, and eating are assumed as second tasks.

[0018] The driving assistance ECU 50a and the autonomous driving ECU 50b are communicatively connected to a communication bus 99 of an in-vehicle network 1 mounted on the host vehicle Am. The communication bus 99 is connected to an in-vehicle monitor device 29, a surroundings monitoring sensor 30, a locator 35, a navigation ECU 38, an in-vehicle communication device 39, a driving control ECU 40, an HMI control device 100, and the like. These nodes connected to the communication bus 99 are capable of communicating with each other. Certain nodes among these ECUs, etc. may be directly electrically connected to each other and capable of communicating with each other without going through the communication bus 99.

[0019] The in-vehicle monitor device 29 includes a plurality of in-vehicle cameras that capture the interior of the vehicle interior of the vehicle Am, and a control unit that controls the plurality of in-vehicle cameras. The in-vehicle cameras may be visible light cameras, or may be near-infrared cameras combined with near-infrared light sources. At least one of the plurality of in-vehicle cameras is installed so as to be able to capture an image of a passenger (driver) seated in the driver's seat, and functions as a driver monitor. The in-vehicle monitor device 29 provides the HMI control device 100 or the autonomous driving ECU 50b with images captured by the in-vehicle cameras, or the results of image analysis of the captured images, as in-vehicle monitor information. The in-vehicle monitor information includes driver status information indicating the position of the driver's eye point, the line of sight, and the like.

[0020] The periphery monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the host vehicle Am. The periphery monitoring sensor 30 includes, for example, one or more of a camera unit, a millimeter wave radar, a lidar, and a sonar. The periphery monitoring sensor 30 can detect moving objects and stationary objects within a detection range around the host vehicle. The periphery monitoring sensor 30 provides detection information of objects around the host vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, and the like. In addition, the periphery monitoring sensor 30 provides an image of the surroundings of the host vehicle captured by the camera unit (hereinafter, the periphery monitoring image) to the HMI control device 100.

[0021] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of vehicle Am by combining positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results of the inertial sensor, and vehicle speed information output to communication bus 99, etc. Locator 35 sequentially outputs position information and direction information of vehicle Am based on the positioning results to communication bus 99 as locator information.

[0022] Locator 35 further has a map database that stores map data. The map database is mainly composed of a large-capacity storage medium that stores a large amount of three-dimensional map data and two-dimensional map data. The three-dimensional map data is a so-called HD (High Definition) map, and includes road information necessary for autonomous driving. Locator 35 reads map data of the area around the current position from the map database, and provides it to driving assistance ECU 50a, autonomous driving ECU 50b, etc. together with locator information.

[0023] The navigation ECU 38 acquires information on a destination designated by a passenger such as a driver, based on operation information acquired from the HMI control device 100. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35, and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the driving assistance ECU 50a, the automatic driving ECU 50b, the HMI control device 100, and the like. The navigation ECU 38 cooperates with the HMI system 10 described later, and notifies the driver of the traveling direction of the vehicle Am at intersections IA, branching points, and the like, by combining screen displays and voice messages as route guidance to the destination (see Figs. 7 and 8, etc.).

[0024] Here, a user terminal such as a smartphone or a tablet may be connected to the in-vehicle network 1 or the HMI control device 100. Such a user terminal provides vehicle position information, direction information, map data, etc. to the driving assistance ECU 50a and the automatic driving ECU 50b, etc., instead of the locator 35. Furthermore, the user terminal may provide route information to a destination to the driving assistance ECU 50a, the automatic driving ECU 50b, the HMI control device 100, etc., instead of the navigation ECU 38. Furthermore, the user terminal may play back video content, etc., instead of the HMI system 10 described below, or together with the HMI system 10.

[0025] The in-vehicle communication device 39 is an external communication unit mounted on the vehicle Am and functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information to and from a roadside device installed on the side of the road by wireless communication. As an example, the in-vehicle communication device 39 receives congestion information, traffic regulation information, and the like from the roadside device. The congestion information and traffic regulation information are, for example, VICS (registered trademark) information, and the like. The in-vehicle communication device 39 may further receive signal information indicating the lighting pattern of a traffic signal, as well as detection information of stopped vehicles, parked vehicles, pedestrians, cyclists, and the like from the roadside device. The in-vehicle communication device 39 provides the received congestion information, traffic regulation information, signal information, detection information, and the like to the navigation ECU 38, the autonomous driving ECU 50b, the HMI control device 100, and the like.

[0026] The driving control ECU 40 is an electronic control device mainly including a microcontroller. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The driving control ECU 40 continuously performs braking force control for each wheel, output control of the in-vehicle power source, and steering angle control based on any one of an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, and a control command from the automatic driving ECU 50b.

[0027] The HMI control device 100 constitutes an HMI system 10 together with a plurality of display devices, an audio device 24, an ambient light 25, an operation device 26, etc. The HMI system 10 has an input interface function that accepts operations by a passenger such as a driver of the vehicle Am, and an output interface function that presents information to the driver.

[0028] The display devices present information to the driver's vision by displaying images or the like. The display devices include a meter display 21, a center information display (hereinafter, CID) 22, and a head-up display (hereinafter, HUD) 23. The meter display 21 and HUD 23 are display devices that present information mainly to the driver. The CID 22 is a display device that can present information not only to the driver but also to passengers (passengers) other than the driver. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver or the like.

[0029] The audio device 24 has multiple speakers installed in the vehicle cabin. The audio device 24 reproduces, for example, notification sounds or voice messages in the vehicle cabin through the speakers. The ambient light 25 is provided on the instrument panel, the steering wheel, etc. The ambient light 25 presents information to the driver using the peripheral vision of the driver through an ambient display that changes the light emission color.

[0030] The operation device 26 is an input unit that accepts user operations by the driver or the like. For example, user operations related to activation and deactivation of an automatic driving function, user operations related to setting a destination for route guidance, and the like are input to the operation device 26. Furthermore, user operations for making settings related to U-turn control, which will be described later, and the like are input to the operation device 26. The operation device 26 includes a steer switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes the contents of the driver's speech, and the like.

[0031] The HMI control device 100 is a computer mainly including a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a control circuit equipped with a bus connecting these, etc. The HMI control device 100 functions as a presentation control device. The HMI control device 100 presents information related to autonomous driving in cooperation with an autonomous driving system 50. The HMI control device 100 has an information linking unit 82, a presentation control unit 88, etc. as functional units related to presentation control by executing a program (presentation control program) stored in the storage unit 13 by the processing unit 11 (see FIG. 2).

[0032] The information linking unit 82 links with the autonomous driving ECU 50b, the navigation ECU 38, etc., and enables information sharing between the autonomous driving system 50, the navigation ECU 38, and the HMI control device 100. The information linking unit 82 provides operation information of a user operation input to the operation device 26 to the autonomous driving ECU 50b, the navigation ECU 38, etc. The information linking unit 82 acquires control status information indicating the control state of the autonomous driving function, and an implementation request for a notification related to the autonomous driving function, etc., from the autonomous driving ECU 50b. The information linking unit 82 acquires route information indicating a set route to the destination from the navigation ECU 38.

[0033] The presentation control unit 88 comprehensively controls the presentation of information using multiple display devices, the audio device 24, the ambient light 25, etc. For example, when the autonomous driving ECU 50b plans to end the autonomous driving control, the presentation control unit 88 issues a notification requesting the driver to take over driving, based on an implementation request acquired by the information linking unit 82. The presentation control unit 88 also issues a notification related to route guidance, based on route information generated by the navigation ECU 38 (see FIGS. 7 and 8, etc.).

[0034] Next, the automatic driving ECU 50b will be described in further detail.

[0035] The autonomous driving ECU 50b has a higher computing power than the driving assistance ECU 50a and can at least perform driving control equivalent to ACC, LTC, and LCA. In addition to the above-mentioned scenes of driving on general roads, the autonomous driving ECU 50b also performs driving assistance control in which the driver is responsible for monitoring the surroundings in place of the driving assistance ECU 50a in scenes where the autonomous driving control is temporarily suspended.

[0036] The autonomous driving ECU 50b is a computer mainly including a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a control circuit including a bus connecting these units. The processing unit 51 executes various processes (instructions) for implementing the autonomous driving control method and the vehicle control method according to the present disclosure by accessing the RAM 52. The storage unit 53 stores various programs (autonomous driving control program, vehicle control program, etc.) executed by the processing unit 51. By executing the programs by the processing unit 51, the autonomous driving ECU 50b is configured with an information linking unit 61, an environment recognition unit 62, an action determination unit 63, a control execution unit 64, etc. as functional units for implementing the autonomous driving function (driving control function) and the vehicle control function (see FIG. 2).

[0037] The information linking unit 61 provides information to the HMI control device 100 and acquires information from the HMI control device 100 through information linking with the information linking unit 82 of the HMI control device 100. The information linking unit 61 has an HMI information acquisition unit 71 and a notification request unit 72 as sub-functional units for information linking with the HMI control device 100.

[0038] The HMI information acquisition unit 71 grasps the contents of user operations input to the CID 22 and the operation device 26 by the driver or the like, based on the operation information acquired from the HMI control device 100. The HMI information acquisition unit 71 grasps, for example, a level 2 transition operation that instructs a transition from manual driving to driving assistance control, and a level 3 transition operation that instructs a transition from driving assistance control to autonomous driving control. In addition, the HMI information acquisition unit 71 grasps, through the HMI control device 100, driver status information such as the driver's driving posture, line of sight direction, whether or not surrounding monitoring is being performed, whether or not a second task is being performed, the level of awakening, and the presence or absence of abnormal physical condition.

[0039] The notification request unit 72 enables the HMI control device 100 to issue a notification synchronized with the operating state of the autonomous driving function by outputting a request to issue a notification to the HMI control device 100. For example, when the end of autonomous driving control is scheduled, the notification request unit 72 outputs a request to issue a notification requesting a driver change to the HMI control device 100. The notification request unit 72 also outputs a request to issue a notification related to U-turn control (see FIG. 3 etc.) to be described later to the HMI control device 100.

[0040] The environment recognition unit 62 recognizes the driving environment of the host vehicle Am by combining the locator information and map data acquired from the locator 35 with the detection information acquired from the surroundings monitoring sensor 30 and the in-vehicle communication device 39. The environment recognition unit 62 acquires route information from the navigation ECU 38 and provides the acquired route information to the action determination unit 63.

[0041] The environment recognition unit 62 has a target recognition unit 74 and a road recognition unit 75 as sub-functional units for recognizing the driving environment. The target recognition unit 74 recognizes the relative positions and relative speeds of dynamic targets around the vehicle, such as other vehicles traveling around the vehicle Am. The road recognition unit 75 acquires road information related to the road on which the vehicle Am is traveling or the road on which the vehicle Am is scheduled to travel. The environment recognition unit 62 sequentially provides the information recognized by the target recognition unit 74 and the road recognition unit 75, i.e., the recognition result of the driving environment, to the action determination unit 63.

[0042] When the autonomous driving ECU 50b has control of driving operations, the behavior determination unit 63 determines the behavior to be performed by the host vehicle Am based on the recognition result of the driving environment by the environment recognition unit 62. The behavior determination unit 63 has a plan generation unit 77 and a control switching unit 78 as sub-functional units that execute control related to the autonomous driving function.

[0043] The plan generation unit 77 creates a driving plan (path plan) for driving the host vehicle Am according to the set route indicated by the route information while referring to the driving environment recognition result by the environment recognition unit 62. Specifically, the plan generation unit 77 generates a planned driving line for turning right or left at the intersection IA (see FIG. 3 ) and a planned driving line for changing lanes at a junction or branching point, and outputs the generated planned driving line to the control execution unit 64.

[0044] The control switching unit 78 cooperates with the driving assistance ECU 50a and the HMI control device 100 to control the driving changeover between the automatic driving system 50 and the driver. Specifically, the control switching unit 78 switches the driving control state of the host vehicle Am among manual driving (control off), level 2 driving assistance control in which the driver is obligated to monitor the surroundings, and level 3 autonomous driving control in which the driver is not obligated to monitor the surroundings. Among the level 2 driving assistance control, the control switching unit 78 may further be capable of switching between driving assistance control in which the driver is obligated to hold the steering wheel (hereinafter, hands-on level 2) and driving assistance control in which the driver is not obligated to hold the steering wheel (hereinafter, hands-off level 2). The control switching unit 78 grasps control status information indicating the current driving control state in the automatic driving system 50 and provides it to the information linking unit 61 and the like. The control status information is provided to the HMI control device 100 and the like via the information linking unit 61.

[0045] When the autonomous driving ECU 50b has control of driving operations, the control execution unit 64 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am according to the planned driving line generated by the action determination unit 63. Specifically, the control execution unit 64 generates control commands based on the planned driving line and sequentially outputs the generated control commands to the cruise control ECU 40.

[0046] [U-turn Control by the Autopilot ECU] The autopilot ECU 50b described so far performs U-turn control at an intersection IA (see Fig. 3 etc.) or a break in the median strip MB (see Fig. 5). Hereinafter, the details of the U-turn control performed by the autopilot ECU 50b and specific examples of the notification of route guidance accompanying the U-turn control will be sequentially described with reference to Figs. 3 to 10 while referring to Figs. 1 and 2.

[0047] [Details of U-turn Control] The plan generation unit 77 determines whether a U-turn becomes effective for approaching the destination DST during the level 2 or higher autopilot period in which the autopilot ECU 50b has the control right of the driving operation. A U-turn is a turning action that generally changes the traveling direction of the host vehicle Am by approximately 180° in the shape of a U. As an example, in the scene shown in Fig. 3, the route when performing a U-turn (hereinafter, the U-turn route RtU) can more easily approach the host vehicle Am to the destination DST than the normal route (hereinafter, the detour route RtD) when not performing a U-turn.

[0048] When the plan generation unit 77 can omit multiple right turns or left turns and shorten the travel distance by performing a U-turn, the plan generation unit 77 determines to adopt the U-turn route RtU. Based on the decision to adopt the U-turn route RtU, the plan generation unit 77 generates a planned travel line for performing a U-turn. Specifically, the plan generation unit 77 defines a U-shaped planned travel line from the lane of the host vehicle during travel (hereinafter, the starting lane LnS) to the oncoming lane (hereinafter, the destination lane LnG) whose traveling direction is exactly opposite to that of the lane of the host vehicle. The radius of the U-shaped turning section is based on the minimum turning radius of the host vehicle Am and is made approximately the same as or slightly larger than the minimum turning radius.

[0049] When the road on which the host vehicle Am is traveling has two or more lanes on each side, the plan generation unit 77 sets the innermost lane of the multiple lanes as the turn origin lane LnS. On the other hand, the plan generation unit 77 sets the outermost lane of the multiple lanes as the turn destination lane LnG in principle. However, when the minimum turning radius of the host vehicle Am is sufficiently small compared to the lane width, the plan generation unit 77 may set the innermost lane of the multiple lanes as the turn destination lane LnG.

[0050] The plan generation unit 77 generates a planned driving line that offsets the driving position of the host vehicle Am to the outside in the turn origin lane LnS so that the host vehicle Am can make a smooth U-turn (see Figs. 4 and 5). By the offset control based on such a planned driving line, the host vehicle Am is moved closer to the outer edge EO of the turn origin lane LnS that is located farther from the turn destination lane LnG. The outer edge EO is a dividing line that divides the turn origin lane LnS, or a road edge of the road on which the host vehicle Am is traveling.

[0051] The plan generating unit 77 grasps the type of the place where the U-turn is planned to be made (hereinafter, the planned U-turn place UL). Specifically, the plan generating unit 77 judges whether the planned U-turn place UL is an intersection IA or not. The plan generating unit 77 adjusts the shape of the planned driving line so that the content of the U-turn control is changed depending on whether the planned U-turn place UL is an intersection IA or not. When the planned U-turn place UL is an intersection IA (see FIG. 4), the plan generating unit 77 generates a planned driving line that brings the host vehicle Am closer to the outer edge EO than when the planned U-turn place UL is not an intersection IA (see FIG. 5). In other words, when the lane width of the turn origin lane LnS is the same, the offset amount to the outside based on the center of the turn origin lane LnS is made larger in the U-turn at the intersection IA than in the U-turn at a place other than the intersection IA. As a result, when the host vehicle Am makes a U-turn at the intersection IA, the host vehicle Am is closer to the outer edge EO than when the host vehicle Am makes a U-turn at a place other than the intersection IA.

[0052] Here, the planned U-turn location UL that is not an intersection IA is, for example, a connecting road CL (see FIG. 5) formed in a gap in the median strip MB. The median strip MB is a structure provided in a strip between two lanes (a group of lanes) that run in opposing directions. The connecting road CL is a travel area that connects the two lanes that are separated by the median strip MB according to direction.

[0053] The behavior determination unit 63 performs U-turn control of the host vehicle Am based on the planned driving line of the U-turn generated by the plan generation unit 77 so as not to impede traffic of other vehicles and pedestrians. When the road on which the host vehicle Am is traveling includes multiple lanes, the behavior determination unit 63 positions the host vehicle Am in advance in the innermost lane based on the decision to perform a U-turn by the plan generation unit 77. When other vehicles or pedestrians are present on the planned route of the host vehicle Am, the behavior determination unit 63 temporarily stops the host vehicle Am and causes the host vehicle Am to wait in the turn origin lane LnS in a state offset to the outside. When there are no other vehicles or pedestrians, the behavior determination unit 63 starts the host vehicle Am and resumes traveling along the planned driving line.

[0054] After starting steering control for turning, the behavior determination unit 63 continuously determines whether or not a turn is necessary, in other words, whether or not the turn can be completed without going outside the turn destination lane LnG, based on the recognition result of the driving environment by the environment recognition unit 62. The behavior determination unit 63 decides to start the turn control at the point where it is determined that a turn is necessary, that is, at the point where the host vehicle Am is stuck (see FIG. 14). In the turn control, the behavior determination unit 63 moves the host vehicle Am backward by about several meters while steering in the opposite direction to that during the U-turn (see FIG. 10). On roads with narrow lane widths, the turn control may be performed multiple times.

[0055] The HMI information acquisition unit 71 obtains permission from the occupant (e.g., the driver, etc.) of the host vehicle Am to perform a U-turn control. The driver can set in advance whether to permit the execution of the U-turn control using a setting screen displayed on the CID 22 or the like. Also, the driver can permit the execution of the U-turn control by responding to an inquiry when the execution of the U-turn control is planned. The setting regarding the permission of the U-turn control may be switched between two levels of "permission" and "no permission", or may be switched between three levels of "permission", "no permission", and "prohibition".

[0056] When there is permission from the driver to perform the U-turn control, the behavior determination unit 63 performs the U-turn control. Specifically, the behavior determination unit 63 performs the U-turn control that requires a turn only when there is permission from the driver. On the other hand, even when there is no permission from the driver, the behavior determination unit 63 performs the U-turn control that does not require a turn. Further, when the U-turn control is prohibited by the driver, the behavior determination unit 63 does not perform not only the U-turn control that requires a turn but also the U-turn control that does not require a turn.

[0057] Here, as shown in FIG. 6, when the host vehicle Am is a large vehicle LV or the like and a turn is required at the U-turn planned location UL, the behavior determination unit 63 determines whether or not to project the host vehicle Am into the outer lane LnO. The outer lane LnO is a lane located on the opposite side of the turn destination lane LnG across the turn source lane LnS. The behavior determination unit 63 determines to perform the U-turn control of projecting the host vehicle Am into the outer lane LnO on the condition that there is no other vehicle (parallel vehicle) in the outer lane LnO and there is no rear vehicle in the turn source lane LnS (see the U-turn route RtU in FIG. 6). By allowing the projection into the outer lane LnO, the host vehicle Am can make a U-turn in a wider arc than normal (see the two-dot chain line in FIG. 6).

[0058] <Notification of Route Guidance Associated with U-Turn Control> When the U-turn control described above is performed by the automatic driving ECU 50b, the passengers are likely to feel uneasy about the behavior of the vehicle Am, which changes its traveling direction significantly. In order to suppress such uneasiness, when the U-turn control is performed by the automatic driving ECU 50b, information related to the U-turn control is presented to the passengers. The information related to the U-turn control is notified to the passengers by a change in the state of the vehicle status StA (see FIG. 7) displayed on the meter display 21 or the CID 22.

[0059] The host vehicle status StA notifies the passengers of the host vehicle Am and the situation around the host vehicle. The host vehicle status StA is a bird's-eye view content looking down on the host vehicle Am from above and behind. The host vehicle status StA reproduces the traffic environment around the host vehicle on the display. The HMI control device 100 draws the host vehicle status StA using detection information from the surrounding monitoring sensor 30 and the like. The HMI control device 100 may obtain the recognition result of the driving environment by the environment recognition unit 62, and draw the host vehicle status StA using the obtained recognition result.

[0060] The vehicle status StA includes a road background RB, a vehicle icon IcS, a vehicle icon IcB, and a planned track icon IPP. The road background RB is an image that reproduces the shape of the road around the vehicle on the display. The vehicle icon IcS is an image portion that resembles the vehicle. The vehicle icon IcS is displayed approximately in the center of the vehicle status StA.

[0061] The other vehicle icon IcB is an image portion that is displayed based on the detection information or the recognition result and indicates the presence of other vehicles actually traveling around the vehicle. The other vehicle icon IcB is superimposed on the road background RB in a layout that reflects the relative positions of the other vehicles. If there are no other vehicles around the vehicle, the other vehicle icon IcB is not displayed.

[0062] The planned trajectory icon IPP is an image portion extending in a line or band shape starting from the vehicle icon IcS. The planned trajectory icon IPP is drawn based on the information of the planned driving line generated by the plan generating unit 77, and reproduces the planned driving route of the vehicle Am on the vehicle status StA.

[0063] The host vehicle status StA has a function of guiding the passenger along the planned travel route of the host vehicle Am by displaying a planned trajectory icon IPP. For example, when a U-turn is made, the host vehicle status StA performs U-turn route guidance by displaying a planned trajectory icon IPP curved in a U-shape (see FIG. 7). Also, when a right turn is made, the host vehicle status StA performs right-turn route guidance by displaying a planned trajectory icon IPP bent to the right (see FIG. 8).

[0064] The vehicle status StA performs U-turn route guidance when the U-turn control is scheduled in the driving plan in a manner different from that when the U-turn control is not scheduled. Specifically, when the U-turn control is scheduled, the virtual viewpoint position in the vehicle status StA and the drawing manner of the planned trajectory icon IPP are changed.

[0065] The virtual viewpoint position (see FIG. 7) when a U-turn control is scheduled to be performed is set higher than the virtual viewpoint position (see FIG. 8) when a right turn is made according to the detour route RtD, and is set at a position farther away than the host vehicle icon IcS (host vehicle Am). As a result, the host vehicle status StA displays a wide range of conditions around the host vehicle.

[0066] In addition, the planned trajectory icon IPP (see FIG. 7) when a U-turn control is scheduled to be performed is emphasized more than the planned trajectory icon IPP (see FIG. 8) in normal times, such as when a right turn is made. Specifically, the planned trajectory icon IPP indicating a planned U-turn is drawn in a band shape and is displayed thicker than the planned trajectory icon IPP in normal times, which is drawn in a line shape. The planned trajectory icon IPP indicating a planned U-turn may be made more conspicuous than in normal times by increasing the display brightness or changing the display color. As a result, the U-turn route guidance when a U-turn control is scheduled to be performed is emphasized more than the right turn route guidance, etc., when a U-turn control is not scheduled to be performed.

[0067] Furthermore, when U-turn control is performed, a monitoring recommendation icon IcM is additionally displayed on the meter display 21 or the CID 22. The monitoring recommendation icon IcM is an image portion that notifies the driver to monitor the surroundings. The monitoring recommendation icon IcM is displayed together with the host vehicle status StA even when the autonomous driving ECU 50b is performing autonomous driving control that does not have an obligation to monitor the surroundings.

[0068] In addition, the manner of the U-turn route guidance based on the host vehicle status StA is changed between a case where the host vehicle Am is temporarily stopped due to U-turn control (see FIG. 7) and a case where the host vehicle Am is not temporarily stopped due to U-turn control (see FIG. 9). As an example, when the host vehicle Am is not temporarily stopped due to U-turn control, multiple highlighting parts HL are superimposed at intervals on the planned trajectory icon IPP. The highlighting parts HL repeatedly flow on the planned trajectory icon IPP toward the traveling direction of the host vehicle Am. Due to such a change in the manner of the planned trajectory icon IPP, when the host vehicle Am is not temporarily stopped due to U-turn control, the U-turn route guidance is emphasized more than when the host vehicle Am is temporarily stopped.

[0069] In addition, the mode of U-turn route guidance based on the vehicle status StA changes depending on whether the turning-back of the host vehicle Am is performed in the U-turn control (see Fig. 10) or not (see Fig. 7). As an example, when the turning-back is performed in the U-turn control, a wider range of the situation around the host vehicle is displayed in the vehicle status StA than when the turning-back is not performed.

[0070] Specifically, when the turning-back is performed, the virtual viewpoint position of the vehicle status StA is set directly above the host vehicle icon IcS (host vehicle Am). In addition, the virtual viewpoint position is set at a position further away from the host vehicle icon IcS. As a result, the vehicle status StA becomes an around-view display. In the vehicle status StA, the reverse trajectory icon IPB indicating the movement trajectory of the reversing host vehicle Am may be displayed in a manner different from the planned trajectory icon IPP indicating the movement trajectory of the U-turn. Further, at least one peripheral camera image AV is additionally displayed on the meter display 21 or the CID 22. The peripheral camera image AV is a real-time image captured by the camera unit and notifies the occupant of the situation in the traveling direction of the host vehicle Am.

[0071] [Details of Each Process Related to U-Turn Control] Next, to realize the U-turn control and U-turn route guidance described so far, the details of each process implemented in the automatic driving ECU 50b and the HMI control device 100 will be described with reference to Figs. 11 to 14 and referring to Figs. 1 to 10.

[0072] <Inquiry Process for U-Turn Execution> The inquiry process shown in Fig. 11 is a process of inquiring the occupant (driver, etc.) as to whether or not to permit the execution of the U-turn control. The inquiry process is started at the timing when the vehicle approaches a predetermined distance (for example, about 1 km) to the U-turn planned location UL. The inquiry process is implemented by the cooperation between the automatic driving ECU 50b and the HMI control device 100.

[0073] In S11 of the inquiry process, the road grasping unit 75 acquires information on the planned U-turn location UL. The road grasping unit 75 mainly acquires information on the width of the planned U-turn location UL. In S12, based on the information on the planned U-turn location UL acquired in S11, the behavior determining unit 63 determines whether or not a change of direction is required to make a U-turn at the planned U-turn location UL. As an example, if the distance between the centers of the turn source lane LnS and the turn destination lane LnG is shorter than the minimum turning radius of the host vehicle Am, the behavior determining unit 63 determines that the host vehicle Am cannot complete the turn in one go and that a change of direction is required.

[0074] When it is determined that a turn is not required at the planned U-turn location UL (S12: NO), the inquiry process is terminated. On the other hand, when it is determined that a turn is required at the planned U-turn location UL (S12: YES), in S13, the notification request unit 72 cooperates with the HMI control device 100 to inquire of the passenger whether or not to permit the execution of U-turn control. As an example, a message such as "Do you permit a U-turn ahead?" is displayed on the CID 22 or the HUD 23. At this time, selection icons such as "Permit" and "Do not execute" may be displayed on the CID 22 or the HUD 23.

[0075] In the inquiry at S13, the number of turns required for the U-turn control is presented to the passenger. The number of turns is information for determining whether or not to permit the execution of the U-turn control. For example, a message such as "Because the road is narrow, at least one turn is planned" or "Multiple turns are planned" is displayed on the CID 22 or HUD 23.

[0076] In response to the inquiry made in S13, a passenger such as a driver inputs a user operation to instruct permission or cancellation of the U-turn control. In S14, the HMI information acquisition unit 71 cooperates with the HMI control device 100 to acquire operation information of the user operation input by the passenger. This sets whether or not to perform the U-turn control that requires a turnaround.

[0077] In addition, the judgment of S12 in the inquiry process may be omitted. That is, even if a turn is not required at the planned U-turn location UL, an inquiry as to whether or not to perform U-turn control may be made. In this case, information indicating whether or not a turn is planned to be performed is presented to the passenger instead of or together with the number of turns as information for determining whether or not to permit the execution of a U-turn.

[0078] <Driving plan generation process> 12 is a process for generating a driving plan (planned driving line) for performing U-turn control. The driving plan generation process is started by the autonomous driving ECU 50b when the vehicle approaches within a predetermined distance (e.g., about several hundred meters) from the planned U-turn location UL.

[0079] In S31 of the driving plan generation process, similarly to S11 of the inquiry process (see FIG. 11), the road recognition unit 75 acquires information on the planned U-turn location UL. In S32, the behavior determination unit 63 determines whether or not the planned U-turn location UL is wide enough to make a U-turn without turning back, based on the information acquired in S31.

[0080] When it is determined that the planned U-turn location UL is narrow and a turnaround is necessary (S32: NO), the behavior determination unit 63 acquires the recognition result of the driving environment by the environment recognition unit 62 in S33. Based on the acquired recognition result, the behavior determination unit 63 determines whether or not the vehicle Am can extend into the outer lane LnO in S34. When it is determined that the vehicle Am can extend into the outer lane LnO (S34: YES), the behavior determination unit 63 determines in S35 to cause the vehicle Am to extend into the outer lane LnO. In this case, the plan generation unit 77 generates a planned driving line that causes the vehicle Am to extend from the turn origin lane LnS into the outer lane LnO in S40 (see FIG. 6).

[0081] On the other hand, if it is determined that the planned U-turn location UL is wide and a turn is not necessary (S32: YES), or if it is determined that it is not possible to extend into the outer lane LnO (S34: NO), the behavior judgment unit 63 prohibits extension into the outer lane LnO in S36.

[0082] In S37, the plan generating unit 77 judges whether the planned U-turn location UL is an intersection IA. If the planned U-turn location UL is an intersection IA (S37: YES), in S38, the plan generating unit 77 sets the offset amount of the host vehicle Am in the turn origin lane LnS to "large." Based on this setting, in S40, the plan generating unit 77 generates a planned driving line that brings the host vehicle Am closer to the outer edge EO (see FIG. 4).

[0083] On the other hand, if the planned U-turn location UL is a connecting road CL or the like other than the intersection IA (S37: NO), the plan generation unit 77 sets the offset amount of the host vehicle Am in the turn origin lane LnS to "small" in S39. Based on this setting, the plan generation unit 77 generates a planned driving line that brings the host vehicle Am slightly closer to the outside edge EO in S40 (see FIG. 5). As described above, the content of the U-turn control is changed depending on whether the planned U-turn location UL is an intersection IA or not.

[0084] In S41, the behavior determination unit 63 refers to the planned driving line generated in S40 and again determines whether or not turning is necessary. If turning is not necessary (S41: NO), the driving plan generation process is terminated. In this case, it is determined to perform U-turn control to travel along the U-turn route RtU based on the planned driving line generated in S40.

[0085] On the other hand, if a turnaround is required (S41: YES), the behavior determination unit 63 determines in S42 whether or not permission to perform U-turn control has been obtained from the passenger. If the execution of U-turn control is permitted by the user's operation in response to the inquiry (see FIG. 11, S14) or by a prior setting (S42: YES), the driving plan generation process is terminated. In this case, too, it is determined to perform U-turn control to travel along the U-turn route RtU based on the planned driving line generated in S40. As described above, only U-turn control that requires a turnaround requires permission from the passenger.

[0086] On the other hand, when the execution of U-turn control is not permitted (S42: NO), the action determination unit 63 determines to avoid executing a U-turn in S43. In this case, the route planning unit 77 determines to adopt a detour route RtD (see FIG. 3). The route planning unit 77 discards the planned travel line generated in S40 and newly generates a planned travel line for making a right turn or a left turn.

[0087] <U-turn Notification Process> The U-turn notification process shown in FIG. 13 is a process of switching the host vehicle status StA (see FIG. 7) to a mode (U-turn route guidance) that notifies the planned execution of U-turn control. The U-turn notification process is started based on the fact that the adoption of the planned travel line for executing a U-turn has been determined in the travel plan generation process (see FIG. 12). The U-turn notification process is implemented through the cooperation between the automatic driving ECU 50b and the HMI control device 100.

[0088] In S61 of the U-turn notification process, the route planning unit 77 grasps the travel plan (planned travel line) of the host vehicle Am used by the automatic driving ECU 50b (travel control function). In S62, the notification request unit 72 cooperates with the HMI control device 100 to switch the mode of the host vehicle status StA. In S62, the virtual viewpoint position of the host vehicle status StA and the drawing mode of the planned trajectory icon IPP are changed (see FIG. 7). As a result, the route guidance notification (U-turn route guidance) when the execution of U-turn control is planned is implemented in a manner different from and emphasized compared to the case when the execution of U-turn control is not planned.

[0089] In S63, a monitoring recommendation icon IcM (see FIG. 7) is additionally displayed on the screen of the display device that displays the host vehicle status StA. This prompts the driver to perform peripheral monitoring (peripheral confirmation).

[0090] In S64, the behavior determination unit 63 determines whether or not to temporarily stop the host vehicle Am. If there are no other vehicles or pedestrians on the planned route and a U-turn can be started without temporarily stopping (S64: NO), the planned path icon IPP is highlighted by additionally displaying an emphasis section HL in S65 (see FIG. 9). In contrast, if a temporary stop is made before starting a U-turn (S64: YES), S65 is skipped and the additional display of the emphasis section HL is omitted. As described above, the manner of route guidance notification is changed depending on whether a temporary stop is made due to U-turn control or not.

[0091] In S66, the behavior determination unit 63 determines whether or not to perform a turn. If the vehicle Am is to be turned (S66: YES), the vehicle status StA is switched to an around view display by moving the virtual viewpoint position in S67 (see FIG. 10). In addition, in S67, the surrounding camera video AV is additionally displayed. In contrast, if the vehicle is not to be turned (S66: NO), S67 is skipped, and neither the virtual viewpoint position is changed nor the surrounding camera video AV is additionally displayed. As a result, when the vehicle is turned by U-turn control, a wider range of conditions around the vehicle is notified in the route guidance based on the vehicle status StA than when the vehicle is not turned.

[0092] <Turnaround execution process> The turning execution process shown in Fig. 14 is executed by the autonomous driving ECU 50b based on the start of U-turn control. In S81 of the turning execution process, the behavior determination unit 63 acquires the recognition result of the driving environment by the environment recognition unit 62. Then, in S82, the behavior determination unit 63 determines whether the host vehicle Am is stalled after the start of the U-turn control. When it is determined that the host vehicle Am is stalled because there is no possibility of completing the turn (S82: YES), the behavior determination unit 63 starts the turning control in S83. On the other hand, when it is determined that the host vehicle Am has a possibility of completing the turn and is not stalled (S82: NO), the turning control in S83 is not started.

[0093] In S84, the behavior determination unit 63 determines whether or not a U-turn can be completed. When it is determined that the vehicle Am can complete the turn and can complete a U-turn (S84: YES), the turning execution process is terminated. On the other hand, when another turning is required (S84: NO), the process of S81 to S84 is repeated. In this manner, turning may be performed multiple times.

[0094] (Summary of the first embodiment) In the first embodiment described above, the route guidance notification when the U-turn control is scheduled to be performed in the driving plan used by the driving control function is in a different form from when the U-turn control is not scheduled to be performed. Therefore, the passengers of the vehicle Am can know that the U-turn control is scheduled to be performed by the route guidance notification that is different from the usual one. As a result, it is possible to suppress the passengers' anxiety when the U-turn control is performed.

[0095] Additionally, in the first embodiment, the route guidance notification when the implementation of U-turn control is scheduled is implemented in a more emphasized manner than the route guidance notification when the implementation of U-turn control is not scheduled. That is, the U-turn control is implemented in a state where an emphasized route guidance notification is being implemented based on the vehicle status StA (see FIG. 7). As a result, the passenger can reliably recognize the emphasized route guidance notification and can know in advance that the U-turn control will be implemented. As a result, the passenger's anxiety regarding the U-turn control can be further suppressed.

[0096] In the first embodiment, it is understood whether the planned U-turn location UL where the U-turn control is scheduled to be performed is an intersection IA or not. The content of the U-turn control is changed depending on whether the planned U-turn location UL is an intersection IA or not. As described above, by changing the control for a U-turn at an intersection IA and a U-turn at an intersection other than IA, the behavior determination unit 63 can realize the traveling of the host vehicle Am suitable for each scene. As a result, it is possible to suppress the anxiety of the passengers when the U-turn control is performed.

[0097] Furthermore, in the first embodiment, when a U-turn control is performed from the source lane LnS to the destination lane LnG, the host vehicle Am is moved toward the outer edge EO of the source lane LnS that is farther from the destination lane LnG. This offset control makes it easier to perform a smooth U-turn even on a road that is not wide.

[0098] Additionally, in the first embodiment, when the planned U-turn location UL is an intersection IA, the vehicle Am is brought closer to the outer edge EO than when the planned U-turn location UL is not an intersection IA. As described above, when making a U-turn at an intersection IA where the environment around the vehicle changes rapidly, the behavior determination unit 63 can control the vehicle Am to complete the turn in one go without causing a change in direction. This reduction in the number of changes in direction can reduce the anxiety of the passengers caused by the U-turn control.

[0099] In the first embodiment, the manner of route guidance notification is changed depending on whether the vehicle Am is temporarily stopped due to U-turn control or not. As described above, appropriate route guidance notification can be implemented depending on whether the vehicle Am is temporarily stopped due to U-turn control. As a result, it is possible to reduce the anxiety of passengers when U-turn control is performed.

[0100] Furthermore, in the first embodiment, the route guidance notification when no temporary stop is made is emphasized compared to when a temporary stop is made by the U-turn control (see FIG. 9). In this way, the passengers are notified in advance of the omission of the temporary stop by the emphasized route guidance, so that it is possible to reduce the passengers' anxiety even in the case of a U-turn without a temporary stop.

[0101] In addition, in the first embodiment, the manner of route guidance notification is changed depending on whether the vehicle Am is turned around by the U-turn control or not. As a result, the passenger can know in advance from the route guidance notification that the vehicle will be turned around. As a result, it is possible to suppress the passenger's anxiety even when making a U-turn that requires turning around.

[0102] In the first embodiment, when a turn is made by the U-turn control, the route guidance notifies a wider range of the situation around the vehicle than when a turn is not made. As a result, the passenger can easily grasp the situation around the vehicle when a turn occurs. As a result, it is possible to suppress the passenger's anxiety during the turn.

[0103] Furthermore, in the first embodiment, it is determined that the vehicle Am is stuck after the start of the U-turn control. Then, turning is started from the point where the stuck state is determined. In this way, if turning control is started early from the point where the vehicle is stuck, in other words, from the point where it becomes clear that the vehicle cannot turn, a smooth U-turn can be performed even on a road that is not wide enough. As a result, it is possible to suppress the anxiety of the passengers when the U-turn control is performed.

[0104] Additionally, in the first embodiment, permission to perform U-turn control is obtained from the passenger of the vehicle Am. Then, when the passenger has given permission to perform U-turn control, U-turn control is performed. In this manner, by requiring the passenger's permission for U-turn control, it is possible to avoid forcibly performing a U-turn in a situation where the passenger is likely to feel uneasy. As a result, it is possible to suppress the passenger's anxiety caused by a U-turn.

[0105] In the first embodiment, the number of turns required for the U-turn control is notified to the passenger as information for determining whether to permit the execution of the U-turn control. As a result, the passenger can appropriately determine whether to execute the planned U-turn. As a result, it is possible to avoid executing a U-turn in a situation where the passenger is likely to feel uneasy.

[0106] Furthermore, in the first embodiment, a U-turn control that requires turning is performed only when the passenger has given permission to perform the U-turn. On the other hand, even if the passenger does not have permission to perform the U-turn, the U-turn control that does not require turning is performed. As described above, if the passenger's permission is required only for a U-turn that requires turning, it is possible to avoid performing a U-turn in a scene that is likely to cause anxiety, while also achieving the effect of improving convenience by performing a U-turn.

[0107] In addition, in the first embodiment, when a U-turn control is performed, a notification is issued to encourage the driver to monitor the surroundings. Specifically, the monitoring recommendation icon IcM is displayed to encourage the driver to check the surroundings of the vehicle. In this way, by encouraging the driver to check the surroundings when performing a U-turn and directing the driver's attention to driving, it is possible to further suppress the driver's anxiety caused by the U-turn control.

[0108] In the first embodiment, when a U-turn control is performed from the origin lane LnS to the destination lane LnG, it is determined whether or not to allow the host vehicle Am to protrude into the outer lane LnO located on the opposite side of the origin lane LnS from the destination lane LnG. In this way, if protrusion into the outer lane LnO is permitted, it is possible to suppress the occurrence of a switchback and perform a smooth U-turn control even if the planned U-turn location UL is not wide enough to make a U-turn.

[0109] In the first embodiment, the autonomous driving ECU 50b corresponds to a "vehicle control device", the behavior determination unit 63 corresponds to a "control execution unit", and the HMI information acquisition unit 71 corresponds to a "permission acquisition unit". Furthermore, the notification request unit 72 corresponds to a "notification execution unit", and the plan generation unit 77 corresponds to a "plan comprehension unit".

[0110] Second Embodiment The second embodiment of the present disclosure is a modification of the first embodiment. The automatic driving ECU 50b in the second embodiment can further perform permission determination processing and U-turn proposal processing as processes related to U-turn control. In addition, the automatic driving ECU 50b performs a driving plan generation process different from that of the first embodiment. Hereinafter, the details of the permission determination process, U-turn proposal process, and driving plan generation process in the second embodiment will be described with reference to FIGS. 15 to 17 and FIGS. 1 and 2.

[0111] <Permission Determination Process for U-turn Control> The permission determination process shown in FIG. 15 is a process for determining whether to permit the execution of U-turn control. In the permission determination process, the criterion for determining whether to permit the execution of U-turn control is changed according to the automatic driving level to which U-turn control is to be applied. The behavior determination unit 63 makes it easier to permit the execution of U-turn control as the automatic driving level increases. That is, the criterion applied to the automatic driving level 3 is relaxed compared to the criterion applied to the automatic driving level 2. The permission determination process is started, for example, based on the provision of route information from the navigation ECU 38 to the environment recognition unit 62.

[0112] In S211 of the permission determination process, the plan generation unit 77 grasps the set route indicated by the route information acquired by the environment recognition unit 62. In S212, the plan generation unit 77 determines whether there is a U-turn planned location UL on the set route. If there is no U-turn planned location UL (S212: NO), the permission determination process ends.

[0113] On the other hand, if there is a U-turn planned location UL (S212: YES), the plan generation unit 77 discriminates in S213 the automatic driving level to which the U-turn control to be performed at the U-turn planned location UL is to be applied. In S213, it is determined whether the U-turn planned location UL is within the permitted area where the execution of the automatic driving level 3 (autonomous driving control) is permitted. If the U-turn planned location UL is outside the permitted area and U-turn control at the automatic driving level 2 is scheduled to be performed (S213: NO), the criterion for permitting the execution of U-turn control is made stricter than when U-turn control at the automatic driving level 3 is scheduled to be performed.

[0114] In S214, the plan generating unit 77 determines the type of the planned U-turn location UL. Specifically, the plan generating unit 77 determines whether the planned U-turn location UL is a large intersection IA (see FIG. 3, etc., hereinafter referred to as a specific intersection) where a traffic signal is installed and which includes lanes for turning right and left. If the planned U-turn location UL is a specific intersection (S214: YES), the behavior determining unit 63 permits the execution of U-turn control at the planned U-turn location UL in S216. On the other hand, if the planned U-turn location UL is not a specific intersection but a small intersection IA or a connecting road CL (see FIG. 3), etc. (S214: NO), the behavior determining unit 63 does not permit the execution of U-turn control in S217. In this case, the behavior determining unit 63 requests the navigation ECU 38 to reset a route that does not include a U-turn.

[0115] The behavior determination unit 63 changes the planned driving line of the host vehicle Am in the U-turn control according to the autonomous driving level to be applied to the U-turn control. The behavior determination unit 63 sets a planned driving line that does not require a turn as the autonomous driving level becomes higher. Therefore, when the planned U-turn location UL is within the permission area and the U-turn control at the autonomous driving level 3 is to be performed (S213: YES), the plan generation unit 77 determines in S215 whether or not a turn is required for the U-turn control at the planned U-turn location UL. When a turn is required for the U-turn control (S215: YES), the behavior determination unit 63 does not permit the execution of the U-turn control in S217. Even in this case, the navigation ECU 38 is requested to change to a route that does not include a U-turn. On the other hand, when a turn is required for the U-turn control (S215: NO), the behavior determination unit 63 permits the execution of the U-turn control at the planned U-turn location UL in S216.

[0116] When the set route grasped in S211 includes multiple planned U-turn locations UL, the behavior determination unit 63 determines whether or not to permit execution of the U-turn for all of the planned U-turn locations UL. When the behavior determination unit 63 determines that execution of the U-turn control is not permitted for at least one planned U-turn location UL, it requests the navigation ECU 38 to reset the route after the planned U-turn location UL.

[0117] <Inquiry processing after reroute> 15 is a process for inquiring of a passenger such as a driver about whether or not to permit the execution of U-turn control within a predetermined area after the reroute has been performed. The inquiry process is started, for example, when the navigation ECU 38 provides the environment recognition unit 62 with a notification indicating the occurrence of a reroute or route information after the reroute.

[0118] Here, rerouting is a process in which the navigation ECU 38 changes the route set for the vehicle Am. For example, rerouting occurs to change the planned route when the passenger changes the destination, when an accident or traffic jam occurs on the planned route, etc. In addition, when the vehicle Am is a BEV (Battery Electric Vehicle), rerouting may be performed due to a decrease in the remaining battery power. As described above, rerouting may be performed as appropriate based on the judgment of the passenger, the navigation ECU 38, and the autonomous driving ECU 50b.

[0119] In S221 of the inquiry process, the plan generation unit 77 grasps the set route after rerouting indicated by the route information acquired by the environment recognition unit 62. In S222, the plan generation unit 77 judges whether or not there is a planned U-turn location UL within the predetermined area. The predetermined area is, for example, within a range of about 1 km to several km from the current position. The size of the predetermined area may be changed appropriately depending on the driving environment around the host vehicle. As an example, the predetermined area may be set larger in a driving environment where the driving speed of the host vehicle Am is higher. If there is no planned U-turn location UL within the predetermined area (S222: NO), the inquiry process is terminated.

[0120] On the other hand, if there is a planned U-turn location UL within the predetermined area (S222: YES), the plan generating unit 77 determines in S223 whether the planned U-turn location UL within the predetermined area is a U-turn recommended location that satisfies the recommended conditions for U-turn control. If the reduction rate of the time required to reach the destination DST (see FIG. 3) is large, the plan generating unit 77 determines that the recommended conditions for U-turn control are satisfied. Specifically, if the arrival time at the destination DST is advanced by a predetermined time (for example, about several minutes) or more due to the U-turn, the plan generating unit 77 determines that the recommended conditions for U-turn control are satisfied. In addition, if the planned U-turn location UL is in a road environment that makes it easy to make a U-turn, the plan generating unit 77 determines that the recommended conditions for U-turn control are satisfied. Specifically, if the planned U-turn location UL is the above-mentioned specific intersection, the plan generating unit 77 determines that the recommended conditions for U-turn control are satisfied. Alternatively, if no turning is required in the U-turn at the planned U-turn location UL, the plan generating unit 77 determines that the recommended conditions for U-turn control are satisfied.

[0121] The criteria for determining the recommended U-turn location may be changed as appropriate. For example, the plan generating unit 77 may determine a recommended U-turn location that satisfies the recommended conditions for the U-turn control when all of a plurality of conditions, such as the above-mentioned time conditions and road conditions, are satisfied.

[0122] If it is determined that the planned U-turn location UL is a U-turn recommended location (S223: YES), a notification is made in S224 to prompt the driver to select whether or not to permit a U-turn immediately after the reroute. In this case, the notification request unit 72 cooperates with the HMI control device 100 to inquire of the passenger whether or not to permit the execution of U-turn control. In this inquiry, the passenger is presented with the merits to be gained by executing a U-turn, and the passenger is actively suggested to execute a U-turn.

[0123] As an example, a message such as "A U-turn up ahead will speed up your arrival time" or "There is an intersection up ahead that is suitable for a U-turn" is displayed on the CID 22 or HUD 23 together with a message such as "Do you want to allow a U-turn up ahead?" In this case as well, selection icons such as "Allow" and "Do not allow" are displayed on the CID 22 or HUD 23.

[0124] On the other hand, if it is determined that the planned U-turn location UL does not satisfy the recommended conditions and is not a U-turn recommended location (S223: NO), the behavior determination unit 63 does not permit the execution of U-turn control in S225. In this case, the behavior determination unit 63 requests the navigation ECU 38 to reset a route that does not include a U-turn.

[0125] Here, the inquiry as to whether or not to permit the execution of the U-turn control may be made when the planned U-turn location UL does not satisfy the recommended conditions (S223: NO). That is, the notification for having the driver decide whether or not to permit the U-turn immediately after the reroute may be made when the planned U-turn location UL that does not satisfy the recommended conditions is located immediately after the reroute. In this form, when the planned U-turn location UL satisfies the recommended conditions (S223: YES), the behavior determination unit 63 automatically permits the execution of the U-turn without relying on the selection of the passenger.

[0126] Furthermore, if the planned U-turn location UL does not satisfy the recommendation condition (S223: NO), a normal inquiry may be made. In the normal inquiry, the passenger is not presented with the merits to be gained by making a U-turn, and a message such as "Do you want to allow a U-turn ahead?" is displayed. If the passenger does not allow the U-turn control to be performed in response to such an inquiry, the behavior determination unit 63 decides not to perform the U-turn control.

[0127] <Driving plan generation process> The driving plan generation process shown in Fig. 16 is a process for generating a driving plan for performing U-turn control, similar to the first embodiment, and is started at a timing when the vehicle approaches within a predetermined distance (e.g., several hundred meters) from the planned U-turn location UL. In the driving plan generation process, the planned driving line of the host vehicle Am in the U-turn control is changed depending on the presence or absence of a rear vehicle. In addition, in the driving plan generation process, the autonomous driving level in the U-turn control is changed depending on the autonomous driving level permitted in the turn destination lane LnG (see Fig. 3).

[0128] In S231 of the driving plan generation process, the road recognition unit 75 acquires information on the planned U-turn location UL. Furthermore, based on the information on the planned U-turn location UL acquired in S231, the road recognition unit 75 determines in S232 whether autonomous driving at autonomous driving level 3 is permitted in the turn destination lane LnG. If the use of autonomous driving level 3 is permitted in the turn destination lane LnG (S232: YES), the U-turn control is performed while maintaining the driving control state of autonomous driving level 3.

[0129] On the other hand, if the use of autonomous driving level 3 is not permitted in the turn destination lane LnG (S232: NO), the control switching unit 78 changes the autonomous driving level of the running driving control. In this case, the control switching unit 78 lowers the autonomous driving level to level 2, which is permitted in the turn destination lane LnG, while traveling in the turn origin lane LnS (see FIG. 3). In addition, the control switching unit 78 changes whether or not the driver is required to hold the steering wheel depending on the control load of the U-turn control.

[0130] Specifically, in S233, the plan generation unit 77 determines whether or not a turn is required for U-turn control at the planned U-turn location UL. If a turn is required for U-turn control (S233: YES), the control switching unit 78 determines in S234 to shift control to hands-on level 2. On the other hand, if a turn is not required for U-turn control (S233: NO), the control switching unit 78 determines in S235 to shift control to hands-off level 2. Before the U-turn control is started, the control switching unit 78 makes a driving change request in cooperation with the notification request unit 72, and completes the control switching from autonomous driving level 3 to hands-on level 2 or hands-off level 2.

[0131] In S236, the environment recognition unit 62 acquires a recognition result of the driving environment around the host vehicle. In S236, the target recognition unit 74 recognizes a rear vehicle traveling behind the host vehicle Am. The target recognition unit 74 may be capable of recognizing not only a rear vehicle traveling in the same lane as the host vehicle Am, but also a rear vehicle traveling in an adjacent lane and a vehicle traveling parallel to the host vehicle Am.

[0132] The behavior determination unit 63 determines in S237 whether or not the host vehicle Am can stray into the outer lane LnO based on the recognition result acquired by the environment recognition unit 62 in S236. If it is determined that the host vehicle Am can stray into the outer lane LnO (S237: YES), the behavior determination unit 63 determines in S238 to cause the host vehicle Am to stray into the outer lane LnO. In this case, the plan generation unit 77 generates in S244 a planned driving line that causes the host vehicle Am to stray from the turn origin lane LnS into the outer lane LnO (see FIG. 6).

[0133] On the other hand, when a vehicle running parallel to the vehicle is present in the outer lane LnO, or when a vehicle behind is present in at least one of the outer lane LnO or the vehicle's own lane, the behavior determination unit 63 determines that the vehicle cannot run out into the outer lane LnO (S237: NO). In this case, the behavior determination unit 63 prohibits the vehicle Am from running out into the outer lane LnO in S239. In addition, the behavior determination unit 63 also prohibits the vehicle Am from bulging out into the outer lane LnO when the vehicle turns back in S240. In detail, when the vehicle turns back, the vehicle Am temporarily moves backward at the planned U-turn location UL such as the intersection IA and the connecting road CL. When bulging out during the turn is prohibited, the behavior determination unit 63 limits the movement range of the vehicle Am so that the rear end of the vehicle Am does not bulge out into the outer lane LnO or the area on the extension of the outer lane LnO when the vehicle is reversed.

[0134] In S241, the plan generating unit 77 determines whether the planned U-turn location UL is an intersection IA. If the planned U-turn location UL is an intersection IA (S241: YES), the plan generating unit 77 sets the offset amount of the host vehicle Am in the turn origin lane LnS to "large" in S242. On the other hand, if the planned U-turn location UL is a connecting road CL or the like (S241: NO), the plan generating unit 77 sets the offset amount of the host vehicle Am in the turn origin lane LnS to "small" in S243. The plan generating unit 77 reflects the settings in S242 or S243 and generates a planned driving line in S244 in which the host vehicle Am is offset to the outer end EO within a range that does not extend into the outer lane LnO.

[0135] (Summary of the second embodiment) In the second embodiment described so far, the same U-turn notification process (see FIG. 13) as in the first embodiment is performed, so that the route guidance notification when the U-turn control is scheduled to be performed is different from the notification when the U-turn control is not scheduled to be performed. As a result, the same effect as in the first embodiment is achieved, and it is possible to suppress the anxiety of passengers when the U-turn control is performed.

[0136] In addition, in the second embodiment, when a reroute occurs that changes the route set for the vehicle Am, an inquiry is made to the passenger of the vehicle Am as to whether or not to permit the execution of U-turn control after the reroute. In this way, by having the passenger decide whether or not to permit the U-turn control, a situation in which the passenger feels strong anxiety due to a U-turn in a scene in which anxiety is likely to be felt after the reroute can be avoided.

[0137] In the second embodiment, if a recommended U-turn location that satisfies the recommended conditions for U-turn control is on the route after rerouting, the passenger is suggested to perform U-turn control at this recommended U-turn location. This makes it easier to perform U-turn control based on the passenger's decision at the planned U-turn location UL, where U-turn control is easy to perform and anxiety caused by a U-turn is unlikely to occur. As a result, the convenience of the passenger can be further improved.

[0138] Furthermore, in the second embodiment, when a U-turn control is performed from the source lane LnS to the destination lane LnG, the autonomous driving level in the U-turn control is set to the autonomous driving level permitted in the destination lane LnG. This causes the autonomous driving level to be changed before the start of the U-turn control. This makes it possible to avoid a situation in which the autonomous driving level is changed during a U-turn or after entering the destination lane LnG, which can be a high-load state, and which can easily cause anxiety to passengers.

[0139] In addition, in the second embodiment, the autonomous driving level in the driving control function is lowered to an autonomous driving level permitted in the destination lane LnG while traveling in the source lane LnS. This allows the handover of driving from the autonomous driving system 50 to the driver to be completed in the source lane LnS. As a result, it is possible to avoid a situation in which the autonomous driving level is lowered during a U-turn or after entering the destination lane LnG, causing the behavior of the host vehicle Am to become unstable.

[0140] In the second embodiment, the presence or absence of the driver's obligation to hold the steering wheel is changed depending on the control load of the U-turn control. In this way, by appropriately generating the holding obligation and having the driver hold the steering wheel, it is possible to suppress the anxiety of the passengers during a U-turn. In addition, if the holding obligation is generated when the U-turn becomes a high load due to the occurrence of a turnaround, the anxiety of the passengers can be further suppressed. In the above second embodiment, the steering wheel corresponds to the "steering operation unit."

[0141] Furthermore, in the second embodiment, the vehicle traveling behind the vehicle Am is identified. The planned driving line of the vehicle Am during the U-turn control is changed depending on whether or not there is a vehicle behind. This makes it possible to prevent the vehicle Am performing the U-turn control from coming too close to the vehicle behind. As a result, it is possible to suppress the anxiety of the passengers when the U-turn control is performed even in a scene where a vehicle behind exists.

[0142] In addition, in the second embodiment, the criteria for determining whether to permit the execution of the U-turn control are changed according to the autonomous driving level to be applied to the U-turn control. In this way, if the criteria for the execution of the U-turn control are adjusted according to the autonomous driving level, it becomes easier to more appropriately suppress the anxiety of passengers caused by the U-turn control.

[0143] In the second embodiment, the higher the autonomous driving level, the easier it is to permit the U-turn control. Therefore, the U-turn control is proactively performed in situations where passengers are unlikely to feel uneasy. As a result, the convenience of the U-turn control for passengers can be further improved.

[0144] Furthermore, in the second embodiment, the planned driving line of the host vehicle Am in the U-turn control is changed according to the autonomous driving level to be applied to the U-turn control. In this way, if the planned driving line in the U-turn control is adjusted according to the autonomous driving level, the vehicle will be able to easily make a U-turn with a behavior that is unlikely to make the passengers feel uneasy.

[0145] In addition, in the second embodiment, as the level of autonomous driving increases, a planned driving line that does not require switching is set. For example, in the driving control state of autonomous driving level 3 where the driver has no obligation to monitor the surroundings, the driver is not aware of the situation around the vehicle. Therefore, when switching occurs, passengers are more likely to feel uneasy. Therefore, when high-level autonomous driving is executed, it is possible to effectively suppress the uneasiness of passengers by avoiding the occurrence of switching.

[0146] (Third Embodiment) The third embodiment of the present disclosure is another modification of the first embodiment. In the autonomous driving ECU 50b of the third embodiment, U-turn control is not performed in principle. The autonomous driving ECU 50b permits the execution of U-turn control only under predetermined conditions based on a restriction解除処理. Hereinafter, the details of the restriction解除処理 performed by the autonomous driving ECU 50b in the third embodiment will be described with reference to FIGS. 1 and 2 based on FIG. 18.

[0147] <Restriction解除処理 of U-turn Control> The restriction解除処理 shown in FIG. 18 is a process of temporarily解除 the prohibited U-turn control. According to the restriction解除処理, the execution of U-turn control is permitted only in an emergency. The restriction解除処理 is started by the autonomous driving ECU 50b based on the activation of the driving support control or the autonomous driving control in the autonomous driving system 50. The restriction解除処理 is repeatedly performed by the autonomous driving ECU 50b until both the driving support control and the autonomous driving control are turned off.

[0148] It should be noted that there seems to be a misspelling in the original text where "解除処理" is used without proper context. I've translated it as "解除処理" for now, but it might need to be corrected depending on the actual intended meaning.In S301 of the restriction release process, the road grasping unit 75 acquires congestion information and traffic regulation information received by the in-vehicle communication device 39. In S301, the road grasping unit 75 determines whether or not a traffic disturbance such as an accident or congestion has occurred on the planned route. If a traffic disturbance has occurred (S301: YES), the plan generating unit 77 cooperates with the navigation ECU 38 in S302 to determine whether or not there is a route (hereinafter, an alternative route) that detours around the location where the traffic disturbance has occurred and reaches the destination DST (see FIG. 3). If an alternative route cannot be set (S302: NO), the behavior determining unit 63 permits the implementation of U-turn control in S304. In this way, if the destination DST cannot be reached without performing U-turn control, the behavior determining unit 63 performs U-turn control.

[0149] If no traffic disturbance occurs (S301: NO) or an alternative route can be set (S302: YES), the behavior determination unit 63 changes the setting of whether to permit the implementation of U-turn control depending on the degree of urgency of the reservation time. In this case, the behavior determination unit 63 determines whether the reservation time is imminent based on the positional relationship between the destination DST set in the vehicle Am and the current location, and the time relationship between the arrival reservation time at the destination DST and the current time. The arrival reservation time may be a time input by the passenger when the destination DST is set, or may be a time presented to the passenger by the automatic driving system 50 when the destination DST is set. In addition, if the vehicle Am is a service vehicle that provides a mobility service, it may be a time presented to the user who will be the passenger when making a reservation for a ride.

[0150] If it is estimated that the vehicle Am can arrive at the destination DST by the reserved arrival time without performing U-turn control, the behavior determination unit 63 determines that the reserved time is not imminent (S303: NO). In this case, the behavior determination unit 63 prohibits the implementation of U-turn control in S305. On the other hand, if it is estimated that the vehicle Am will not arrive at the destination DST by the reserved arrival time without performing U-turn control, the behavior determination unit 63 determines that the reserved time is imminent (S303: YES). In this case, the behavior determination unit 63 permits the implementation of U-turn control in S304.

[0151] The reservation time urgency determination in S303 may be performed constantly or for a limited period of time. For example, the reservation time urgency determination may be started when the destination DST is reached within a predetermined distance (e.g., several kilometers) or when the arrival reservation time is within a predetermined time (e.g., 10 to 20 minutes). Furthermore, the reservation time urgency determination may be performed only once or multiple times at the timing of the initial route search and determination by the navigation ECU 38.

[0152] (Summary of the third embodiment) The third embodiment described so far also has the same effect as the first embodiment, and makes it possible to suppress the anxiety of passengers when a U-turn control is performed.

[0153] In addition, in the third embodiment, if the destination DST can be reached without performing U-turn control, the implementation of U-turn control is avoided. On the other hand, if the destination DST cannot be reached without performing U-turn control, U-turn control is implemented. According to the above, when there is no route to reach the destination DST due to an accident or the like, and the destination DST can be reached only by a U-turn, a U-turn is permitted. In this way, if the setting is such that U-turn control is not basically implemented, the anxiety of passengers caused by U-turn control can be suppressed. Furthermore, by limiting the implementation of U-turn control to emergency situations, it is possible to improve the convenience of passengers while obtaining a sense of satisfaction from passengers regarding U-turns.

[0154] In the third embodiment, the setting of whether to permit the implementation of U-turn control is changed according to at least one of the positional relationship between the destination DST set in the vehicle Am and the current location, and the time relationship between the reservation arrival time at the destination DST and the current time. As described above, in a scene where the reservation time is approaching and it is necessary to hurry to arrive at the destination DST, a route including U-turn control can be temporarily selected. In this way, by limiting the implementation of U-turn control to emergency situations, it is possible to improve the convenience of the passengers while obtaining their consent to the U-turn.

[0155] (Other embodiments) Although several embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope not departing from the gist of the present disclosure.

[0156] Each process in the above embodiment is mainly performed by the autonomous driving ECU 50b. On the other hand, in the modified example 1 of the above embodiment, the inquiry process and the U-turn notification process are mainly performed by the HMI control device 100. Specifically, in the U-turn notification process of the modified example 1, the information linking unit 82 links with the autonomous driving ECU 50b and grasps the driving plan of the host vehicle Am used by the driving control function. Furthermore, the presentation control unit 88 switches the display mode of the host vehicle status StA and performs the U-turn route guidance in a mode different from the right turn route guidance, etc. In the modified example 1, the HMI control device 100 corresponds to the "vehicle control device", the information linking unit 82 corresponds to the "plan grasping unit", and the presentation control unit 88 corresponds to the "notification implementation unit".

[0157] In a second modification of the above embodiment, the functions of the autonomous driving ECU 50b and the HMI control device 100 are implemented in one integrated ECU. The integrated ECU has a driving control function related to autonomous driving and an integrated control function for presenting information to passengers. In this second modification, the integrated ECU corresponds to the "vehicle control device", and the presentation control unit 88, instead of the notification request unit 72, corresponds to the "notification implementation unit".

[0158] Furthermore, the autonomous driving ECU 50b and the HMI control device 100 may cooperate with each other to perform each process of the above-described embodiment. In such a modified example, a system including the autonomous driving ECU 50b and the HMI control device 100 corresponds to a "vehicle control device", and the presentation control unit 88 corresponds to an "alert execution unit".

[0159] The functions of the driving assistance ECU 50a may be implemented in the autonomous driving ECU 50b or the integrated ECU. That is, the driving assistance ECU 50a that realizes the driving control function of autonomous driving level 2 or lower may be omitted. Furthermore, the autonomous driving system 50 may be configured to be capable of only driving assistance control of autonomous driving level 2 or lower.

[0160] In the third modification of the above embodiment, as a change in the state of the vehicle status StA associated with the implementation of the U-turn control, only the movement of the virtual viewpoint position is implemented among the movement of the virtual viewpoint position upward and farther away and the highlighting of the planned trajectory icon IPP. In the fourth modification of the above embodiment, as a change in the state of the vehicle status StA associated with the implementation of the U-turn control, only the highlighting of the planned trajectory icon IPP is implemented. As in the third and fourth modifications, the specific method of the change in state associated with the implementation of the U-turn control may be changed as appropriate. Furthermore, a voice message or notification sound played by the audio device 24 may be used to notify the route guidance associated with the implementation of the U-turn control.

[0161] In the fifth modification of the above embodiment, the offset control is not performed in at least one of the scenes of the U-turn control at the intersection IA and the U-turn control at intersections other than IA. In the sixth modification of the above embodiment, the offset amount in the U-turn control at the intersection IA is set smaller than the offset amount in the U-turn control at intersections other than IA.

[0162] In the seventh modification of the above embodiment, the emphasis of the notification in the U-turn control without stopping is omitted. Also, in the eighth modification of the above embodiment, even if the vehicle does not turn back, when the vehicle makes a U-turn at the very last moment, in other words, when the vehicle approaches too close to the outer edge of the turn destination lane LnG, the around view display is performed. In this case, the surrounding camera image AV showing the outer edge of the turn destination lane LnG may be additionally displayed.

[0163] In a ninth modification of the above embodiment, the host vehicle Am starts to turn when the host vehicle Am approaches the outer edge of the turn-ahead lane LnG. As in the ninth modification, the timing of starting the turning may be changed as appropriate in consideration of the traffic environment, etc.

[0164] In the tenth modification of the above embodiment, options such as "actively perform", "perform", "rarely perform", and "not perform" are provided for the U-turn control. The passenger selects one of these options. As a result, the U-turn control can be performed only in situations where the passenger is unlikely to feel anxious.

[0165] In the eleventh modification of the above embodiment, after a reroute is performed when a passenger changes the destination, a query for permission to perform U-turn control is made. In contrast, when the navigation ECU 38 automatically changes the route due to the occurrence of a traffic disturbance, a query for permission to perform U-turn control is not made. As described above, a query for permission to perform U-turn control may be made only when a specific reroute occurs.

[0166] In the twelfth modification of the above embodiment, the autonomous driving level in the U-turn control is raised to the autonomous driving level permitted in the turn destination lane before entering the turn destination lane LnG. Specifically, the control switching unit 78 switches the control state from hands-off level 2 to autonomous driving level 3 before the start of the U-turn control or during the U-turn control.

[0167] In a thirteenth modification of the above embodiment, when autonomous driving level 3 is not permitted in the turn destination lane LnG, the autonomous driving level during U-turn control is set to hands-off level 2 (or hands-on level 2) regardless of whether or not a turn is made in the U-turn control. Also, in a fourteenth modification of the above embodiment, when a turn is required in the U-turn control, control is shifted to hands-off level 2, and when a turn is not required in the U-turn control, control is shifted to hands-on level 2.

[0168] In a fifteenth modification of the above embodiment, the criteria for determining whether or not to permit the execution of the U-turn control are adjusted so that the higher the autonomous driving level to be applied to the U-turn control, the more difficult it becomes to permit the execution of the U-turn control. Also, in a sixteenth modification of the above embodiment, the planned driving line of the host vehicle Am in the U-turn control is set so that the lower the autonomous driving level to be applied to the U-turn control, the less turning is required.

[0169] The U-turn route guidance in the above embodiment may be information presented only when autonomous driving control of autonomous driving level 3 or higher is being implemented, or information presented only when driving assistance control of autonomous driving level 2 or lower is being implemented.

[0170] In the above embodiment, each function provided by the autonomous driving ECU and the HMI control device can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits including a large number of logic circuits, or analog circuits. Furthermore, the software for realizing such functions may include at least a part of code automatically generated by a neural network or a language model trained using, for example, camera images of the real world.

[0171] Each processing unit in the above embodiment is hardware for arithmetic processing coupled with a RAM. The processing unit includes at least one arithmetic core such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core having other dedicated functions. Such a processing unit may be individually mounted on a printed circuit board, or may be mounted on an application specific integrated circuit (ASIC) and an FPGA.

[0172] The form of the storage medium (non-transitory tangible storage medium) that stores various programs and the like in the above embodiments may be changed as appropriate. Furthermore, the storage medium is not limited to a configuration provided on a circuit board, and may be provided in the form of a memory card or the like, inserted into a slot portion, and electrically connected to a control circuit such as an autonomous driving ECU. Furthermore, the storage medium may be an optical disk, a hard disk drive, a solid state drive, or the like that is a source from which a program is copied or distributed to an autonomous driving ECU or the like.

[0173] The vehicle equipped with the above-mentioned automatic driving system and HMI system is not limited to a general private passenger car, and may be a rental car vehicle, a manned taxi vehicle, a ride-sharing vehicle, a freight vehicle, a bus, etc. In addition, the vehicle equipped with the automatic driving system and HMI system may be a right-hand drive vehicle or a left-hand drive vehicle. Furthermore, the traffic environment in which the vehicle runs may be a traffic environment based on left-hand traffic or a traffic environment based on right-hand traffic. The vehicle control according to the present disclosure may be appropriately optimized according to the road traffic laws of each country and region, and further the steering wheel position of the vehicle, etc.

[0174] The control unit and the method described herein may be implemented by a special-purpose computer having a processor programmed to execute one or more functions embodied in a computer program. Alternatively, the device and the method described herein may be implemented by a special-purpose hardware logic circuit. Alternatively, the device and the method described herein may be implemented by one or more special-purpose computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. The computer program may also be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by the computer.

[0175] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple dependent claims. Some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. Furthermore, some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. The claims described in these multiple dependent forms define multiple technical ideas.

[0176] (Technical thought 1) A vehicle control device used in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A plan grasping unit (77, 82) that grasps a driving plan of the host vehicle used by the driving control function; a notification implementation unit (72, 88) that performs route guidance notification when a U-turn control is scheduled to be performed in the driving plan in a manner different from a manner in which the U-turn control is not scheduled to be performed; A vehicle control device comprising: (Technical thought 2) The vehicle control device described in Technical Idea 1, wherein the notification implementation unit implements the route guidance notification when the U-turn control is scheduled to be performed in a manner that is more emphasized than the route guidance notification when the U-turn control is not scheduled to be performed. (Technical Thought 3) The plan understanding unit understands whether a U-turn planned location (UL) where the U-turn control is planned to be performed is an intersection (IA), A control execution unit (63) that executes the U-turn control, The vehicle control device according to Technical Idea 1 or 2, wherein the control execution unit changes content of the U-turn control depending on whether the planned U-turn location is the intersection or not. (Technical Thought 4) The vehicle control device described in Technical Idea 3, in which the control implementation unit, when performing the U-turn control from the turn origin lane (LnS) to the turn destination lane (LnG), moves the vehicle toward the outer end (EO) of the turn origin lane that is located farther from the turn destination lane. (Technical Thought 5) The vehicle control device according to Technical Idea 4, wherein the control implementation unit moves the vehicle closer to the outer edge when the planned U-turn location is the intersection than when the planned U-turn location is not the intersection. (Technical Thought 6) A vehicle control device as described in any one of technical ideas 1 to 5, wherein the notification implementation unit changes the manner in which the route guidance notification is made depending on whether the vehicle is temporarily stopped during the U-turn control or not. (Technical Thought 7) The vehicle control device according to Technical Idea 6, wherein the notification implementation unit emphasizes the notification of the route guidance when the vehicle is not temporarily stopped in the U-turn control more than when the vehicle is temporarily stopped. (Technical Thought 8) A vehicle control device as described in any one of technical ideas 1 to 7, wherein the notification implementation unit changes the manner in which the route guidance notification is made depending on whether the vehicle is turned around during the U-turn control or not. (Technical Thought 9) The vehicle control device according to technical idea 8, wherein the notification implementation unit notifies a wider range of conditions around the vehicle in the route guidance when the turn is performed by the U-turn control than when the turn is not performed. (Technical Thought 10) A control execution unit (63) that executes the U-turn control, The vehicle control device according to Technical Idea 8 or 9, wherein the control implementation unit determines whether the vehicle is stalled after the start of the U-turn control, and starts the turning from the point where the stall is determined. (Technical Thought 11) a permission acquisition unit (71) that acquires permission for an occupant of the vehicle to perform the U-turn control; The vehicle control device according to any one of Technical Ideas 1 to 10, further comprising: a control execution unit (63) that executes the U-turn control when the execution of the U-turn control is permitted by the passenger. (Technical Thought 12) The vehicle control device according to technical idea 11, wherein the notification execution unit notifies the passenger of the number of turns required for the U-turn control as information for determining whether or not to permit the execution of the U-turn control. (Technical Thought 13) The control execution unit is Implementing the U-turn control that requires a turn only when the passenger has given permission to do so; The vehicle control device according to technical idea 11 or 12, wherein the U-turn control is performed if the U-turn control does not require the driver to turn around even if the driver does not give permission to perform the U-turn control from the passenger. (Technical Thought 14) The vehicle control device described in any one of technical ideas 1 to 13, wherein the notification implementation unit, when a reroute occurs that changes the route set for the vehicle, inquires an occupant of the vehicle as to whether or not to permit the implementation of the U-turn control after the reroute. (Technical Thought 15) The vehicle control device described in technical idea 14, wherein the notification implementation unit suggests to the passenger that the U-turn control be implemented at the recommended U-turn location if the recommended U-turn location satisfies the recommended conditions for the U-turn control on the route after the reroute. (Technical Thought 16) The vehicle control device according to any one of Technical Ideas 1 to 15, further comprising a control implementation unit (63) that avoids implementation of the U-turn control when the destination (DST) set for the vehicle can be reached without performing the U-turn control, and that implements the U-turn control when the destination cannot be reached without performing the U-turn control. (Technical Thought 17) A control execution unit (63) that executes the U-turn control, A vehicle control device as described in any one of Technical Ideas 1 to 16, wherein when the control implementation unit performs the U-turn control from the turn origin lane (LnS) to the turn destination lane (LnG), the control implementation unit sets the autonomous driving level in the U-turn control to the autonomous driving level permitted in the turn destination lane. (Technical Thought 18) The control device for a vehicle described in Technical Idea 17, wherein the control implementation unit lowers the autonomous driving level in the driving control function to the autonomous driving level permitted in the destination lane while traveling in the source lane. (Technical Thought 19) The vehicle control device according to Technical Idea 17 or 18, wherein the control execution unit changes whether or not the driver is required to grip the steering operation unit depending on a control load of the U-turn control. (Technical Thought 20) 20. The vehicle control device according to any one of Technical Ideas 1 to 19, wherein the notification implementation unit implements a notification to encourage the driver to monitor surroundings when the U-turn control is performed. (Technical Thought 21) a target recognition unit (74) for recognizing a rear vehicle traveling behind the host vehicle; A control execution unit (63) that executes the U-turn control, The vehicle control device according to any one of Technical Ideas 1 to 20, wherein the control execution unit changes a planned driving line of the host vehicle in the U-turn control depending on the presence or absence of the rear vehicle. (Technical Thought 22) A control execution unit (63) that executes the U-turn control, A vehicle control device as described in any one of Technical Ideas 1 to 21, in which the control implementation unit determines whether or not to cause the vehicle to extend into an outer lane (LnO) located on the opposite side of the turn destination lane from the turn origin lane when performing the U-turn control from the turn origin lane (LnS) to the turn destination lane (LnG). (Technical Thought 23) A control execution unit (63) that executes the U-turn control, A vehicle control device described in any one of Technical Ideas 1 to 22, wherein the control implementation unit changes the judgment criteria for whether to allow the implementation of the U-turn control depending on the autonomous driving level to be applied to the U-turn control. (Technical Thought 24) The vehicle control device according to Technical Idea 23, wherein the control implementation unit is more likely to permit implementation of the U-turn control as the autonomous driving level becomes higher. (Technical Thought 25) A control execution unit (63) that executes the U-turn control, The control device for a vehicle described in any one of Technical Ideas 1 to 24, wherein the control implementation unit changes the planned driving line of the vehicle in the U-turn control according to the autonomous driving level planned to be applied to the U-turn control. (Technical Thought 26) The vehicle control device according to Technical Idea 25, wherein the control implementation unit sets the planned driving line that does not require turning as the autonomous driving level becomes higher. (Technical Thought 27) A control execution unit (63) that executes the U-turn control, A vehicle control device as described in any one of technical ideas 1 to 26, wherein the control implementation unit changes a setting of whether or not to allow the implementation of the U-turn control depending on at least one of the positional relationship between a destination set in the vehicle and a current position, and the time relationship between a scheduled arrival time at the destination and the current time. (Technical Thought 28) A vehicle control method for use in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A driving plan of the host vehicle used by the driving control function is grasped (S61); The route guidance notification in the case where the execution of the U-turn control is scheduled in the driving plan is performed in a manner different from that in the case where the execution of the U-turn control is not scheduled (S62). The control method for a vehicle includes the steps of: [Explanation of symbols]

[0177] Am: vehicle; DST: destination; EO: outer edge; IA: intersection; LnG: turn destination lane; LnO: outer lane; LnS: turn origin lane; UL: planned U-turn location; 11, 51: processing unit; 50b: autonomous driving ECU (vehicle control device); 63: action determination unit (control implementation unit); 71: HMI information acquisition unit (permission acquisition unit); 72: notification request unit (notification implementation unit); 74: target recognition unit; 77: plan generation unit (plan recognition unit); 82: information linkage unit (plan recognition unit); 88: presentation control unit (notification implementation unit); 100: HMI control device (vehicle control device)

Claims

1. A vehicle control device used in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A plan grasping unit (77, 82) that grasps a driving plan of the host vehicle used by the driving control function; a notification implementation unit (72, 88) that implements a route guidance notification in a case where the implementation of a U-turn control is scheduled in the driving plan in a manner different from a case where the implementation of the U-turn control is not scheduled; A control implementation unit (63) that implements the U-turn control, A vehicle control device in which, when the control implementation unit performs U-turn control from a turn origin lane (LnS) to a turn destination lane (LnG), the control implementation unit sets the autonomous driving level in the U-turn control to the autonomous driving level permitted in the turn destination lane.

2. The vehicle control device according to claim 1 , wherein the control implementation unit lowers the autonomous driving level in the driving control function to the autonomous driving level permitted in the destination lane while the vehicle is traveling in the source lane.

3. The vehicle control device according to claim 1 , wherein the control execution unit changes whether or not the driver is required to grip a steering operation unit depending on a control load of the U-turn control.

4. A vehicle control device used in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A plan grasping unit (77, 82) that grasps a driving plan of the host vehicle used by the driving control function; A notification implementation unit (72, 88) that implements a route guidance notification in a case where the implementation of a U-turn control is scheduled in the driving plan in a manner different from a case where the implementation of the U-turn control is not scheduled, The notification unit changes a manner of the route guidance notification depending on whether the host vehicle is caused to temporarily stop due to the U-turn control or not.

5. The vehicle control device according to claim 4 , wherein the notification implementation unit emphasizes the notification of the route guidance when the U-turn control does not involve a temporary stop more than when the U-turn control involves a temporary stop.

6. A vehicle control device used in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A plan grasping unit (77, 82) that grasps a driving plan of the host vehicle used by the driving control function; a notification implementation unit (72, 88) that implements a route guidance notification in a case where the implementation of a U-turn control is scheduled in the driving plan in a manner different from a case where the implementation of the U-turn control is not scheduled; A control implementation unit (63) that implements the U-turn control, The control implementation unit is a vehicle control device that changes a determination criterion for whether or not to permit the implementation of the U-turn control depending on an autonomous driving level to be applied to the U-turn control.

7. The vehicle control device according to claim 6 , wherein the control execution unit is configured to more easily permit execution of the U-turn control as the autonomous driving level becomes higher.

8. A vehicle control device used in a vehicle (Am) having a driving control function that assists or substitutes for a driver's driving operation, A plan grasping unit (77, 82) that grasps a driving plan of the host vehicle used by the driving control function; a notification implementation unit (72, 88) that implements a route guidance notification in a case where the implementation of a U-turn control is scheduled in the driving plan in a manner different from a case where the implementation of the U-turn control is not scheduled; A control implementation unit (63) that implements the U-turn control, The control implementation unit is a vehicle control device that changes a planned driving line of the vehicle in the U-turn control according to an autonomous driving level that is planned to be applied to the U-turn control.

9. The vehicle control device according to claim 8 , wherein the control execution unit sets the planned driving line so that turning is not required as the autonomous driving level becomes higher.

10. A vehicle control device as described in any one of claims 1, 4, 6 and 8, wherein the notification implementation unit implements the route guidance notification when the U-turn control is scheduled to be implemented in a manner that is more emphasized than the route guidance notification when the U-turn control is not scheduled to be implemented.

11. The plan understanding unit understands whether a U-turn planned location (UL) where the U-turn control is planned to be performed is an intersection (IA), A control implementation unit (63) that implements the U-turn control, The vehicle control device according to claim 1 , wherein the control execution unit changes the content of the U-turn control depending on whether the planned U-turn location is the intersection.

12. The vehicle control device according to claim 11, wherein when the control implementation unit performs the U-turn control from the turn origin lane (LnS) to the turn destination lane (LnG), the control implementation unit moves the vehicle toward an outer end (EO) of the turn origin lane that is located farther from the turn destination lane.

13. The vehicle control device according to claim 12 , wherein the control execution unit brings the host vehicle closer to the outer edge when the planned U-turn location is the intersection than when the planned U-turn location is not the intersection.

14. The vehicle control device according to any one of claims 1, 4, 6 and 8, wherein the notification implementation unit changes the manner in which the route guidance notification is made depending on whether the vehicle is turned around during the U-turn control or not.

15. The vehicle control device according to claim 14 , wherein the notification unit notifies a wider range of conditions around the vehicle in the route guidance when the U-turn control is performed and the vehicle is turned around in a U-turn control, compared to when the U-turn control is not performed.

16. A control implementation unit (63) that implements the U-turn control, The vehicle control device according to claim 14 , wherein the control execution unit determines whether the host vehicle is stuck after the start of the U-turn control, and starts the turning from a point where the host vehicle is determined to be stuck.

17. A permission acquisition unit (71) that acquires permission for the execution of the U-turn control by a passenger of the vehicle; The vehicle control device according to any one of claims 1 to 8, further comprising: a control execution unit (63) that executes the U-turn control when the execution of the U-turn control is permitted by the passenger.

18. The vehicle control device according to claim 17 , wherein the notification unit notifies the passenger of the number of turns required for the U-turn control as information for determining whether or not to permit the execution of the U-turn control.

19. The control execution unit is The U-turn control that requires a turn is performed only when the passenger has given permission to perform the U-turn control, The vehicle control device according to claim 17, wherein the U-turn control is performed if the U-turn control does not require the driver to turn around, even if the driver does not give permission to perform the U-turn control from the passenger.

20. The vehicle control device according to any one of claims 1, 4, 6 and 8, wherein, when a reroute occurs that changes the route set for the vehicle, the notification implementation unit inquires of an occupant of the vehicle as to whether or not to permit the implementation of the U-turn control after the reroute.

21. The vehicle control device according to claim 20 , wherein the notification implementation unit, when a recommended U-turn location that satisfies the recommended conditions for the U-turn control is on the route after the reroute, suggests to the passenger that the U-turn control be implemented at the recommended U-turn location.

22. 9. The vehicle control device according to claim 1, further comprising a control execution unit (63) that avoids the implementation of the U-turn control when the destination (DST) set for the vehicle can be reached without performing the U-turn control, and that implements the U-turn control when the destination cannot be reached without performing the U-turn control.

23. The vehicle control device according to claim 1 , wherein the notification execution unit issues a notification to the driver to prompt the driver to monitor surroundings when the U-turn control is executed.

24. a target recognition unit (74) for recognizing a rear vehicle traveling behind the host vehicle; A control implementation unit (63) that implements the U-turn control, The vehicle control device according to claim 1 , wherein the control execution unit changes a planned driving line of the host vehicle during the U-turn control depending on whether or not there is a rear vehicle.

25. A control implementation unit (63) that implements the U-turn control, A vehicle control device as described in any one of claims 1, 4, 6 and 8, wherein the control implementation unit, when performing the U-turn control from the turn origin lane (LnS) to the turn destination lane (LnG), determines whether or not to cause the vehicle to extend into an outer lane (LnO) located on the opposite side of the turn destination lane from the turn origin lane.

26. A control implementation unit (63) that implements the U-turn control, 9. A vehicle control device as claimed in any one of claims 1, 4, 6 and 8, wherein the control implementation unit changes a setting of whether or not to permit the implementation of the U-turn control in accordance with at least one of a positional relationship between a destination set in the vehicle and a current position, and a time relationship between a scheduled arrival time at the destination and a current time.

27. A vehicle control program for use in a vehicle (Am) having a driving control function for assisting or acting on behalf of a driver's driving operation, A driving plan of the host vehicle used by the driving control function is grasped (S61); The route guidance notification in the case where the U-turn control is scheduled to be performed in the driving plan is performed in a manner different from that in the case where the U-turn control is not scheduled to be performed (S62). When the U-turn control is performed from the turn origin lane (LnS) to the turn destination lane (LnG), the autonomous driving level in the U-turn control is set to the autonomous driving level permitted in the turn destination lane (S232 to S235). A vehicle control program that causes at least one processing unit (11, 51) to execute a process including the steps of:

28. A vehicle control program for use in a vehicle (Am) having a driving control function for assisting or acting on behalf of a driver's driving operation, A driving plan of the host vehicle used by the driving control function is grasped (S61); The route guidance notification in the case where the U-turn control is scheduled to be performed in the driving plan is performed in a manner different from that in the case where the U-turn control is not scheduled to be performed (S62). The manner of the route guidance notification is changed depending on whether the vehicle is temporarily stopped or not during the U-turn control (S64, S65). A vehicle control program that causes at least one processing unit (11, 51) to execute a process including the steps of:

29. A vehicle control program for use in a vehicle (Am) having a driving control function for assisting or acting on behalf of a driver's driving operation, A driving plan of the host vehicle used by the driving control function is grasped (S61); The route guidance notification in the case where the U-turn control is scheduled to be performed in the driving plan is performed in a manner different from that in the case where the U-turn control is not scheduled to be performed (S62). A criterion for determining whether or not to permit the execution of the U-turn control is changed according to an autonomous driving level to be applied to the U-turn control (S213 to S217). A vehicle control program that causes at least one processing unit (11, 51) to execute a process including the steps of:

30. A vehicle control program for use in a vehicle (Am) having a driving control function for assisting or acting on behalf of a driver's driving operation, A driving plan of the host vehicle used by the driving control function is grasped (S61); The route guidance notification in the case where the U-turn control is scheduled to be performed in the driving plan is performed in a manner different from that in the case where the U-turn control is not scheduled to be performed (S62). A planned driving line of the vehicle in the U-turn control is changed according to an autonomous driving level to be applied to the U-turn control (S213 to S217). A vehicle control program that causes at least one processing unit (11, 51) to execute a process including the steps of:

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