Driving control device, driving control method, and program

Abstract

To reduce the discomfort experienced by occupants when changing lanes. [Solution] The driving control device comprises an output interface, an input interface, a lane change control unit that transitions to an activated state or a deactivated state in response to an operation by the occupant on the input interface and performs a lane change in the activated state, and a suggestion unit that, in the activated state, when the vehicle reaches a predetermined point before a route guidance point, starts outputting a suggestion for a lane change to the occupant via the output interface, wherein the lane change control unit performs the lane change when an operation to acknowledge the suggestion is input to the input interface after the output of the suggestion has started, and the suggestion unit does not start outputting the suggestion when the vehicle has passed the predetermined point and transitions from the deactivated state to the activated state.

Description

[[Technical Field]]

[0001] The present invention relates to a travel control device, a travel control method, and a program. [[Background Art]]

[0002] In recent years, efforts have become active to provide access to sustainable transportation systems that also consider people in vulnerable positions among traffic participants. To achieve this, efforts are focused on research and development that further improves traffic safety and convenience through research and development related to automated driving technology. For example, a technique is known that changes the intensity of a lane change notification according to the type of lane change when automatically changing lanes to a branch road (see, for example, Patent Document 1). [[Prior Art Documents]] [[Patent Documents]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Application Publication No. 2023-003663 [[Summary of the Invention]] [[Problems to be Solved by the Invention]]

[0004] If it is premised that a lane change is notified during system operation, when the timing to activate the system is delayed, the timing to notify the lane change may also be delayed. Furthermore, if a lane change is notified when the vehicle is approaching the limit position at which lane change control can be performed, the system will immediately give up the lane change right after the notification, which may cause discomfort to the occupants as a result.

[0005] In order to solve the above problem, an object of the present invention is to reduce discomfort given to occupants when executing a lane change. Furthermore, the present invention ultimately contributes to the development of sustainable transportation systems. [[Means for Solving the Problems]]

[0006] The driving control device, driving control method, and program according to the present invention employ the following configuration.

[0007] (1) A first aspect of the present invention comprises: an output interface for outputting information; an input interface operated by a vehicle occupant; a lane change control unit that transitions to an activated state or a deactivated state in response to the occupant's operation on the input interface and performs a lane change in the activated state; and a proposal unit that, in the activated state, when the vehicle reaches a predetermined point before a route guidance point, starts outputting a lane change proposal to the occupant via the output interface, wherein the lane change control unit performs the lane change after the output of the proposal has started, if an approval operation, which is an operation by the occupant to approve the proposal, is input to the input interface; and the proposal unit does not start outputting the proposal if the vehicle has passed the predetermined point and transitions from the deactivated state to the activated state. It is a vehicle control system.

[0008] (2) A second aspect of the present invention is, in the first aspect, the proposal unit terminates outputting the proposal when the vehicle reaches a proposal termination point, which is a point beyond the predetermined point and before the route guidance point, after the output of the proposal has started but the approval operation has not been input to the input interface, and the vehicle terminates outputting the proposal, and the vehicle transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the proposal termination point, and does not start outputting the proposal.

[0009] (3) A third aspect of the present invention is that, in the first aspect, the suggestion unit starts outputting the suggestion when it transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the suggestion start limit point, which is the limit point for starting the output of the suggestion and is located beyond the predetermined point and before the route guidance point, and does not start outputting the suggestion when it transitions from the non-started state to the started state after the vehicle has reached the suggestion start limit point.

[0010] (4) A fourth aspect of the present invention is, in the second aspect, the proposal unit starts outputting the proposal when it transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the proposal start limit point, which is the limit point for starting the output of the proposal and is located beyond the predetermined point and before the proposal end point, and does not start outputting the proposal when it transitions from the non-started state to the started state after the vehicle has reached the proposal start limit point.

[0011] (5) A fifth aspect of the present invention is, in the first aspect, the suggestion unit, when the vehicle is traveling in a first lane adjacent to the target lane at the route guidance point, does not start outputting the suggestion when the vehicle has passed the predetermined point and transitions from the non-started state to the started state; when the vehicle is traveling in a second lane two or more lanes away from the target lane at the route guidance point and is not adjacent to the target lane, the suggestion unit starts outputting the suggestion when the vehicle has passed the predetermined point and transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the suggestion start limit point, which is the limit point for starting to output the suggestion, and is located beyond the predetermined point and before the route guidance point; when the vehicle is traveling in the second lane, does not start outputting the suggestion when the vehicle has passed the suggestion start limit point and transitions from the non-started state to the started state.

[0012] (6) A sixth aspect of the present invention is, in the fifth aspect, the predetermined point is set at a different location depending on whether the vehicle is traveling in a first lane adjacent to the target lane at the route guidance point or in a second lane that is two or more lanes away from the target lane and is not adjacent to the target lane at the route guidance point, wherein the second predetermined point, which is set when the vehicle is traveling in the second lane, is further from the route guidance point than the first predetermined point, which is set when the vehicle is traveling in the first lane.

[0013] (7) A seventh aspect of the present invention is, in the fifth aspect, the proposal unit terminates outputting the proposal when the vehicle reaches a proposal termination point, which is a point beyond the predetermined point and before the route guidance point, after the output of the proposal has started but the approval operation has not been input to the input interface, and the vehicle terminates outputting the proposal, and the proposal unit terminates outputting the proposal when the vehicle transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the proposal termination point, and does not start outputting the proposal.

[0014] (8) An eighth aspect of the present invention is, in the fifth aspect, the suggestion unit starts outputting the suggestion when it transitions from the non-started state to the started state during the period from when the vehicle has passed the predetermined point until it reaches the suggestion start limit point, and does not start outputting the suggestion when it transitions from the non-started state to the started state after the vehicle has reached the suggestion start limit point.

[0015] (9) A ninth aspect of the present invention is a third aspect in which the lane change performed when the approval operation is input to the input interface includes a first lane change requiring the occupant to grip the steering wheel and a second lane change not requiring the occupant to grip the steering wheel, and the proposed starting limit point is set at different points when the first lane change is performed and when the second lane change is performed.

[0016] (10) A tenth aspect of the present invention is a driving control method using a computer mounted in a vehicle, comprising an output interface for outputting information and an input interface operated by a vehicle occupant, the method comprising: transitioning to an activated state or a deactivated state in response to an operation by the occupant on the input interface; performing a lane change in the activated state; in the activated state, when the vehicle reaches a predetermined point before a route guidance point, starting to output a lane change suggestion to the occupant via the output interface; after the output of the suggestion has started, if an approval operation, which is an operation by the occupant to approve the suggestion, is input to the input interface, the lane change is performed; and when the vehicle has passed the predetermined point and transitions from the deactivated state to the activated state, the output of the suggestion is not started.

[0017] A 11th aspect of the present invention is a program for causing a computer mounted on the vehicle, which includes an output interface that outputs information and an input interface operated by an occupant of the vehicle, to execute: transitioning to an activated state or a deactivated state in accordance with the occupant's operation on the input interface; executing a lane change under the activated state; starting outputting a lane change proposal to the occupant via the output interface when the vehicle reaches a predetermined point located before a route guidance point under the activated state; executing the lane change when an approval operation, which is the occupant's operation for approving the proposal, is input to the input interface after output of the proposal is started; and not starting output of the proposal when transitioning from the deactivated state to the activated state after the vehicle has passed the predetermined point. [Effects of the Invention]

[0018] According to the above aspect, it is possible to reduce discomfort given to the occupant when executing a lane change. [Brief Description of Drawings]

[0019] [Figure 1] It is a configuration diagram of a vehicle system 1 using the travel control apparatus according to the embodiment. [Figure 2] It is a diagram schematically showing a state inside the host vehicle M. [Figure 3] It is a functional configuration diagram of a first control unit 120, a second control unit 160, a third control unit 170, and a storage unit 190. [Figure 4] It is a diagram for explaining a scene where the host vehicle M is caused to change lanes. [Figure 5] It is a diagram for explaining a scene where the host vehicle M is caused to change lanes. [Figure 6] It is a diagram for explaining a scene where the host vehicle M is caused to change lanes. [Figure 7] It is a diagram showing a display example of strong recommendation. [Figure 8]It is a diagram illustrating an example classification of scenes in which a strong recommendation is output. [Figure 9] It is a diagram illustrating an example of an image output to the MID as a strong recommendation in each scene. [Figure 10] It is a diagram illustrating an example of an image output to the MID as a strong recommendation in each scene. [Figure 11] It is a diagram illustrating an example of an image output to the MID as a strong recommendation in each scene. [Figure 12] It is a diagram illustrating an example of an image output to the MID as a strong recommendation in each scene. [Figure 13] It is a diagram schematically illustrating an example of a scene in which a strong recommendation is output. [Figure 14] It is a diagram schematically illustrating an example of a scene in which a weak recommendation is output. [Figure 15] It is a diagram illustrating a display example of a weak recommendation. [Figure 16] It is a diagram illustrating an example of driving control of the own vehicle M and display on the first display 32A. [Figure 17] It is a diagram illustrating an example of a screen of the first display 32A when the own vehicle M reaches a proposal start point X1 in an activated state. [Figure 18] It is a diagram illustrating an example of a screen of the first display 32A when an occupant approves a lane change. [Figure 19] It is a diagram illustrating an example of a screen of the first display 32A when a hands-on state is entered. [Figure 20] It is a flowchart showing an example of a sequence of processing performed by the automatic driving control apparatus 100 according to the embodiment. [Figure 21] It is a diagram illustrating another example of driving control of the own vehicle M and display on the first display 32A.

Mode for Carrying Out the Invention

[0020] The following describes embodiments of the driving control device, driving control method, and program of the present invention with reference to the drawings. The vehicle control device of the embodiment is applied, for example, to an autonomous vehicle. Autonomous driving refers to controlling the operation of a vehicle by controlling, for example, the vehicle's speed or steering, or both. The above-mentioned vehicle driving control includes various driving controls such as ACC (Adaptive Cruise Control System), TJP (Traffic Jam Pilot), ALC (Auto Lane Changing), CMBS (Collision Mitigation Brake System), and LKAS (Lane Keeping Assistance System). An autonomous vehicle may also be controlled by manual driving by an occupant (driver). The following description will focus on the case where left-hand traffic regulations apply, but if right-hand traffic regulations apply, simply reverse left and right.

[0021] [Overall structure] Figure 1 is a diagram showing the configuration of a vehicle system 1 utilizing a driving control device according to an embodiment. The vehicle on which the vehicle system 1 is installed (hereinafter referred to as "vehicle M") is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source includes an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell.

[0022] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver control unit 80, a turn signal lever 85, an in-vehicle camera 90, an automatic driving control device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Note that the configuration shown in Figure 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The automatic driving control device 100 is an example of a "driving control device".

[0023] Camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 can be mounted at any location on the vehicle M. When imaging the area in front of the vehicle M, camera 10 can be mounted on the top of the front windshield or behind the rearview mirror. When imaging the area behind the vehicle M, camera 10 can be mounted on the top of the rear windshield. When imaging the area to the right or left of the vehicle M, camera 10 can be mounted on the vehicle body or the right or left side of the door mirror. Camera 10, for example, periodically and repeatedly images the area around the vehicle M. Camera 10 may be a stereo camera.

[0024] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by objects (reflected waves) to determine at least the position (distance and bearing) of an object. The radar device 12 can be mounted at any location on the vehicle M. The radar device 12 may also detect the position and velocity of an object using the FM-CW (Frequency Modulated Continuous Wave) method.

[0025] The LIDAR 14 illuminates the area around the vehicle M with light and measures the scattered light from that illumination. Based on the time from emission to reception, the LIDAR 14 detects the distance to the target. The illuminated light may be, for example, pulsed laser light. The LIDAR 14 can be attached to any location on the vehicle M.

[0026] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the automatic driving control device 100. The object recognition device 16 may output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the automatic driving control device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0027] The communication device 20 communicates with other vehicles in the vicinity of its own vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi network, Bluetooth (registered trademark, hereinafter omitted), DSRC (Dedicated Short Range Communication), etc.

[0028] The HMI 30 presents various information to the occupants of its vehicle M and accepts input operations from the occupants. For example, the HMI 30 includes a display device 32 and a switch assembly 34. The display device 32 includes, for example, a first display 32A and a second display 32B. The switch assembly 34 includes, for example, an ALCR (Active Lane Change Recommendation) switch 34A. The HMI 30 may also include a speaker, a buzzer, a touch panel, a microphone, etc. The display device 32 (first display 32A and second display 32B) is an example of an "output interface". The switch assembly 34 (ALCR switch 34A) is an example of an "input interface".

[0029] Figure 2 is a schematic diagram showing the interior of the vehicle M. For example, the first display 32A is located near the front of the driver's seat (the seat closest to the steering wheel) on the instrument panel IP, and is positioned so that the occupant can see it through the gap in the steering wheel or over the steering wheel.

[0030] The first display 32A is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The first display 32A displays information necessary for driving the vehicle M when it is being driven manually or with driver assistance, as an image. Information necessary for driving the vehicle M when it is being driven manually includes, for example, the vehicle M's speed, engine speed, fuel level, radiator water temperature, mileage, battery level, and other information. Information necessary for driving the vehicle M when it is being driven with driver assistance includes, for example, the vehicle M's future trajectory (target trajectory, described later), whether or not there is a lane change and the lane to which the lane change will occur, recognized lanes (lane markings), and information on other vehicles. Furthermore, the information necessary for driving the vehicle M when it is being driven with driver assistance may include some or all of the information necessary for driving the vehicle M when it is being driven manually.

[0031] The second display 32B is installed, for example, near the center of the instrument panel IP. The second display 32B is, for example, an LCD or an organic EL display device, similar to the first display 32A. The second display 32B displays, for example, the navigation results from the navigation device 50 as an image. The second display 32B may also display television programs, play DVDs, or display downloaded content such as movies.

[0032] The switch assembly 34 is mounted, for example, on the steering wheel. The ALCR switch 34A included in the switch assembly 34 is a switch operated by the occupant to transition the driving mode of the vehicle M to the second automatic driving mode described later. In the second automatic driving mode, ALC is also performed in addition to ACC and LKAS. In other words, the ALCR switch 34A is operated to transition from a state where ALC cannot be performed to a state where ALC can be performed. Hereafter, the state where ALC cannot be performed will be referred to as the non-activated state, and the state where ALC can be performed will be referred to as the activated state.

[0033] Furthermore, the ALCR switch 34A is also operated by the occupant to determine whether to accept or reject the active ALC proposed by the automatic driving control device 100 while the system is activated. The ALCR switch 34A may be a push switch that can be operated in only one direction. Details of the lane change proposal will be described later. Operating the ALCR switch 34A is an example of an "acceptance operation".

[0034] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0035] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory.

[0036] The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may also be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40.

[0037] The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. For example, instead of, or in addition to, entering the destination of their vehicle M into the HMI 30, the occupant may enter the destination of their vehicle M into the navigation HMI 52.

[0038] The route determination unit 53 determines, for example, a route (hereinafter also referred to as the route on the map) from the position of the vehicle M identified by the GNSS receiver 51 (or any inputted position) to the destination input by the occupant using the HM30 or navigation HMI 52, by referring to the first map information 54.

[0039] The first map information 54 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60.

[0040] The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 50 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0041] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the map route provided by the navigation device 50 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point on the map route, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point.

[0042] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 62 may also include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices.

[0043] The driver control elements 80 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a modified steering wheel, a joystick, and other controls. The driver control elements 80 are equipped with sensors that detect the amount of operation or whether or not an operation is being performed, and the detection results are output to the automatic driving control device 100, or to some or all of the driving force output device 200, the brake device 210, and the steering device 220.

[0044] For example, a sensor attached to the steering wheel (hereinafter referred to as the steering sensor) detects a weak electric current (e.g., a change in capacitance) generated when an occupant touches the steering wheel. The steering sensor may also detect the steering torque generated around the rotation axis (shaft) of the steering wheel. When the steering sensor detects an electric current or steering torque, it outputs a signal indicating the detection result to the automatic driving control device 100.

[0045] The turn signal lever 85 (also called a stalk or switch) illuminates the lamps mounted on the front and rear of the vehicle M when operated by an occupant. The turn signal lever 85 is also used to signal the vehicle M to change lanes. Signaling a lane change by operating the turn signal lever 85 is also called a one-touch function. Hereafter, signaling a lane change by operating the turn signal lever 85 will be referred to as "lane change signal operation".

[0046] In addition to operating the turn signal lever 85, or as an alternative, the instruction to change lanes may be given by inputting voice into the microphone, or by operating other switches or buttons.

[0047] The in-vehicle camera 90 is a camera that captures images of the interior of the vehicle M. The in-vehicle camera 90 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. When the in-vehicle camera 90 captures images of the interior of the vehicle M, it outputs the image data to the automatic driving control device 100.

[0048] The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, a third control unit 170, and a storage unit 190. Each of the first control unit 120, the second control unit 160, and the third control unit 170 is implemented by a hardware processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit) executing a program (software). Some or all of these components may be implemented by hardware (including circuitry) such as an LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or SOC (System On Chip), or by the cooperation of software and hardware. The program may be stored in advance in a storage device such as the HDD or flash memory of the automatic driving control device 100 (a storage device equipped with a non-transient storage medium), or it may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the automatic driving control device 100 when the storage medium (non-transient storage medium) is inserted into a drive device.

[0049] The memory unit 190 is implemented using the various storage devices described above. For example, the memory unit 190 can be implemented using an HDD, flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The memory unit 190 stores, for example, programs (instructions) that are read and executed by the processor.

[0050] Figure 3 is a functional configuration diagram of the first control unit 120, second control unit 160, third control unit 170, and storage unit 190 according to the first embodiment. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140.

[0051] The first control unit 120 implements, for example, functions using AI (Artificial Intelligence) and functions using a pre-defined model in parallel. For example, the "intersection recognition" function may be implemented by performing intersection recognition using deep learning, etc., and recognition based on pre-defined conditions (such as pattern-matchable signals and road markings) in parallel, and then scoring both and comprehensively evaluating them. This ensures the reliability of autonomous driving.

[0052] The recognition unit 130 recognizes the situation or environment around the vehicle M. For example, the recognition unit 130 recognizes objects present around the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. Objects recognized by the recognition unit 130 include, for example, bicycles, motorcycles, four-wheeled vehicles, pedestrians, road signs, road markings, lane markings, utility poles, guardrails, and fallen objects. The recognition unit 130 also recognizes the position and state of objects, such as their speed and acceleration. The position of an object is recognized, for example, as a position on a relative coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin (i.e., relative position to the vehicle M), and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or by a represented region. The "state" of an object may include the object's acceleration, jerk, or "action state" (for example, whether or not it is changing lanes).

[0053] Furthermore, the recognition unit 130 recognizes, for example, the lane in which the vehicle M is traveling (hereinafter referred to as the vehicle's lane) and adjacent lanes adjacent to the vehicle's lane. For example, the recognition unit 130 recognizes the vehicle's lane and adjacent lanes by comparing the road marking pattern obtained from the second map information 62 (for example, an arrangement of solid and dashed lines) with the road marking pattern around the vehicle M recognized from the image captured by the camera 10.

[0054] Furthermore, the recognition unit 130 may recognize lanes such as the current lane and adjacent lanes by recognizing not only road markings but also road boundaries (road boundaries) including road markings, shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of the current vehicle M obtained from the navigation device 50 and the processing results from the INS may be taken into consideration. In addition, the recognition unit 130 may recognize stop lines, obstacles, red lights, toll booths, and other road events.

[0055] When the recognition unit 130 recognizes its own lane, it recognizes the relative position and orientation of the vehicle M with respect to the lane. For example, the recognition unit 130 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centerlines of the lanes in the direction of travel of the vehicle M, as the relative position and orientation of the vehicle M with respect to the lane. Alternatively, the recognition unit 130 may recognize the position of the vehicle M's reference point relative to any side edge of the lane (road marking or road boundary), as the relative position of the vehicle M with respect to the lane.

[0056] The action plan generation unit 140 determines the driving mode of the autonomous driving system when the vehicle M is under autonomous driving conditions on a route for which a recommended lane has been determined. Hereinafter, the information defining the driving mode of the autonomous driving system will be referred to as an event.

[0057] Events include, for example, constant speed driving events, follow driving events, lane change events, branching events, merging events, and takeover events. A constant speed driving event is a driving mode in which the vehicle M is driven in the same lane at a constant speed. A follow driving event is a driving mode in which the vehicle M is driven in the same lane as the nearest other vehicle (hereinafter referred to as the preceding vehicle) that is within a predetermined distance (for example, within 100m) in front of the vehicle M.

[0058] "Following" can mean, for example, a driving style in which the following distance (relative distance) between the vehicle M and the preceding vehicle is kept constant, or a driving style in which, in addition to keeping the following distance between the vehicle M and the preceding vehicle constant, the vehicle M is driven in the center of its own lane.

[0059] A lane change event is a driving behavior in which the vehicle M changes lanes from its own lane to an adjacent lane. A junction event is a driving behavior in which the vehicle M branches off into the lane on the destination side at a road junction. A merge event is a driving behavior in which the vehicle M merges onto the main road at a merging point. A takeover event is a driving behavior in which autonomous driving ends and the vehicle switches to manual driving.

[0060] Furthermore, events may include, for example, overtaking events and avoidance events. An overtaking event is a driving behavior in which the vehicle M changes lanes to an adjacent lane, overtakes a preceding vehicle in the adjacent lane, and then changes lanes back to the original lane. An avoidance event is a driving behavior in which the vehicle M brakes and / or steers to avoid an obstacle in front of the vehicle M.

[0061] Furthermore, the action plan generation unit 140 may, for example, change an event already determined for the current section to another event, or determine a new event for the current section, depending on the surrounding conditions recognized by the recognition unit 130 while the vehicle M is in motion.

[0062] For example, if the occupant operates the turn signal lever 85 to signal a left turn, the action plan generation unit 140 determines a lane change event that causes the vehicle M to change lanes to the adjacent lane on the left side from the perspective of the vehicle M. Also, for example, if the occupant operates the turn signal lever 85 to signal a right turn, the action plan generation unit 140 determines a lane change event that causes the vehicle M to change lanes to the adjacent lane on the right side from the perspective of the vehicle M.

[0063] The action plan generation unit 140, in principle, has the vehicle M travel in the recommended lane determined by the recommended lane determination unit 61, and further generates a future target trajectory that automatically (without driver intervention) has the vehicle M travel in a driving manner defined by events in order to respond to the surrounding conditions when the vehicle M is traveling in the recommended lane. The target trajectory includes, for example, a position element that defines the future position of the vehicle M and a speed element that defines the future speed of the vehicle M.

[0064] For example, the action plan generation unit 140 determines a number of points (track points) that the vehicle M should sequentially reach as position elements of the target track. Track points are points that the vehicle M should reach at predetermined travel distances (e.g., a few meters). The predetermined travel distance may be calculated, for example, by the distance traveled along the route.

[0065] Furthermore, the action plan generation unit 140 determines the target speed and target acceleration for each predetermined sampling time (for example, about a fraction of a second [sec]) as the speed elements of the target trajectory. The trajectory points may also be the positions that the vehicle M should reach at each predetermined sampling time. In this case, the target speed and target acceleration are determined by the sampling time and the interval between trajectory points. The action plan generation unit 140 outputs information indicating the generated target trajectory to the second control unit 160.

[0066] The following describes, as an example, a scenario in which vehicle M travels through a section where a lane change event is planned, that is, a scenario in which vehicle M is instructed to change lanes. Figures 4 to 6 are diagrams illustrating the scenario in which vehicle M is instructed to change lanes. In the diagrams, LN1 represents the vehicle's lane, and LN2 represents the adjacent lane adjacent to the vehicle's lane. X represents the direction of the road's extension or the direction of travel of vehicle M, and Y represents the vehicle width direction perpendicular to the X direction.

[0067] If the event in the current section is a lane change event, the action plan generation unit 140 selects two other vehicles from among several other vehicles traveling in the adjacent lane LN2 and sets lane change target positions TAs between the two selected other vehicles. Lane change target positions TAs are the target lane change destinations and are relative positions between the own vehicle M and the other vehicles m2 and m3. In the illustrated example, since other vehicles m2 and m3 are traveling in the adjacent lane, the action plan generation unit 140 sets lane change target positions TAs between other vehicles m2 and m3. If there is only one other vehicle in the adjacent lane LN2, the action plan generation unit 140 may set lane change target positions TAs at any position in front of or behind the other vehicle. Furthermore, if there are no other vehicles in the adjacent lane LN2, the action plan generation unit 140 may set lane change target positions TAs at any position on the adjacent lane LN2. In the following explanation, other vehicles traveling immediately before the lane change target position TAs in the adjacent lane (m2 in the illustrated example) will be referred to as the forward reference vehicle mB, and other vehicles traveling immediately after the lane change target position TAs in the adjacent lane (m3 in the illustrated example) will be referred to as the rear reference vehicle mC.

[0068] When the action plan generation unit 140 sets lane change target positions TAs, it generates a number of candidate target trajectories for the vehicle M to change lanes. In the example shown in Figure 5, the action plan generation unit 140 assumes that the preceding vehicle mA (vehicle m1), the forward reference vehicle mB (vehicle m2), and the rear reference vehicle mC (vehicle m3) are each traveling at a predetermined speed model. Based on the speed models of these three vehicles and the speed of the vehicle M, it generates a number of candidate target trajectories such that the vehicle M will be at the lane change target positions TAs between the forward reference vehicle mB and the rear reference vehicle mC at a certain point in the future, without interfering with the preceding vehicle mA.

[0069] For example, the action plan generation unit 140 smoothly connects the current position of the vehicle M to the position of the reference vehicle mB ahead at a certain time in the future, the center of the lane to which the lane change will take place, and the end point of the lane change using a polynomial curve such as a spline curve, and places a predetermined number of trajectory points K at equal or unequal intervals on this curve. In this case, the action plan generation unit 140 generates multiple target trajectory candidates such that at least one of the trajectory points K is located within the lane change target position TAs.

[0070] The action plan generation unit 140 then selects the optimal target trajectory from among the multiple target trajectory candidates that it has generated. The optimal target trajectory is, for example, a target trajectory in which the yaw rate predicted to occur when the vehicle M is driven based on that target trajectory is below a threshold, and the speed of the vehicle M is within a predetermined speed range. The yaw rate threshold is set, for example, to a yaw rate that does not cause overload (acceleration in the width direction of the vehicle exceeds a threshold) to the occupants when changing lanes. The predetermined speed range is set, for example, to a speed range of about 70 to 110 km / h.

[0071] The action plan generation unit 140 sets lane change target positions TAs and generates a target trajectory for the vehicle M to change lanes to those lane change target positions TAs. It then determines whether a lane change is possible to the lane change target positions TAs (i.e., between the forward reference vehicle mB and the rear reference vehicle mC).

[0072] For example, the action plan generation unit 140 sets a prohibited area RA in the adjacent lane LN2, prohibiting the presence of other vehicles. If no other vehicles are present in the prohibited area RA, and the collision margin time TTC (Time To Collision) between the vehicle M and the forward reference vehicle mB and the rear reference vehicle mC is greater than a threshold, the unit determines that a lane change is possible. This determination condition is an example of the case where lane change target positions TAs are set to the side of the vehicle M.

[0073] As illustrated in Figure 6, the action plan generation unit 140 projects the vehicle M onto the lane LN2 to which the vehicle will change lanes, and sets a prohibited area RA with a certain margin of safety in front of and behind it. The prohibited area RA is set as an area that extends from one end to the other in the lateral direction (Y direction) of lane LN2.

[0074] If no other vehicles are present within the prohibited area RA, the action plan generation unit 140 sets virtual extension lines FM and RM on the lane LN2 side of the vehicle M, for example, at the front and rear ends of the vehicle M. The action plan generation unit 140 calculates the collision margin time TTC(B) between extension line FM and the forward reference vehicle mB, and the collision margin time TTC(C) between extension line RM and the rear reference vehicle mC. The collision margin time TTC(B) is the time derived by dividing the distance between extension line FM and the forward reference vehicle mB by the relative speed of the vehicle M and the forward reference vehicle mB (other vehicle m2 in the example shown in the figure). The collision margin time TTC(C) is the time derived by dividing the distance between extension line RM and the rear reference vehicle mC (other vehicle m3 in the example shown in the figure) by the relative speed of the vehicle M and the rear reference vehicle mC. The action plan generation unit 140 determines that a lane change is possible if the collision margin time TTC(B) is greater than the threshold Th(B) and the collision margin time TTC(C) is greater than the threshold Th(C). The thresholds Th(B) and Th(C) may be the same value or different values.

[0075] If the unit determines that a lane change is not possible, the action plan generation unit 140 selects two new other vehicles from among multiple other vehicles traveling in the adjacent lane LN2, and resets the lane change target positions TAs between the two newly selected other vehicles. One of the two newly selected other vehicles may be the same vehicle that was selected previously.

[0076] The action plan generation unit 140 repeatedly sets lane change target positions TAs until it determines that a lane change is possible. In this process, the action plan generation unit 140 may generate a target trajectory that causes the vehicle M to wait on its own lane LN1, or a target trajectory that causes the vehicle M to decelerate or accelerate in order to move to the side of the lane change target positions TAs on its own lane LN1.

[0077] If the action plan generation unit 140 determines that a lane change is possible, it outputs information indicating the generated target trajectory to the second control unit 160.

[0078] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220 so that the vehicle M passes through the target trajectory generated by the action plan generation unit 140 at the scheduled time.

[0079] The second control unit 160 includes, for example, a first acquisition unit 162, a speed control unit 164, and a steering control unit 166. The combination of the action plan generation unit 140 and the second control unit 160 is an example of a "lane change control unit".

[0080] The first acquisition unit 162 acquires target trajectory (trajectory point) information from the action plan generation unit 140 and stores it in the memory of the storage unit 190.

[0081] The speed control unit 164 controls one or both of the driving force output device 200 and the braking device 210 based on the speed elements (e.g., target speed and target acceleration) included in the target trajectory stored in memory.

[0082] The steering control unit 166 controls the steering device 220 according to position elements (for example, curvature representing the degree of curvature of the target trajectory) included in the target trajectory stored in memory.

[0083] The processing of the speed control unit 164 and the steering control unit 166 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control according to the curvature of the road in front of the vehicle M and feedback control based on the deviation from the target trajectory.

[0084] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and a power ECU (Electronic Control Unit) that controls them. The power ECU controls the above configuration according to information input from the second control unit 160 or information input from the driver control unit 80.

[0085] The brake system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the second control unit 160 or from the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel. The brake system 210 may also include a backup mechanism that transmits hydraulic pressure generated by the operation of the brake pedal included in the driver control unit 80 to the cylinder via a master cylinder. The brake system 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake system that controls an actuator according to information input from the second control unit 160 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0086] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driver control unit 80.

[0087] The third control unit 170 comprises a second acquisition unit 172, a mode control unit 174, a first determination unit 176, a second determination unit 178, and a proposal unit 180.

[0088] The second acquisition unit 172, for example, acquires the recognition results of the recognition unit 130 and acquires information input by the occupant to the HMI 30. The second acquisition unit 172 provides the acquired information to the mode control unit 174, the first determination unit 176, and the second determination unit 178.

[0089] The mode control unit 174 controls the driving mode of the vehicle M. The driving modes of the vehicle M include, for example, a manual driving mode and an automatic driving mode. The manual driving mode is a mode in which the speed and steering of the vehicle M are controlled according to the driver's operation.

[0090] An autonomous driving mode is a mode in which either the speed or steering of the vehicle M, or both, are automatically controlled without the driver's input. There are multiple autonomous driving modes, such as the first autonomous driving mode, the second autonomous driving mode, the third autonomous driving mode, the fourth autonomous driving mode, and the fifth autonomous driving mode. These autonomous driving modes differ in the level of control automation. Furthermore, under some of these autonomous driving modes, the occupants of the vehicle M are required to perform duties (also called tasks) according to the level of control automation.

[0091] The first autonomous driving mode is the least automated autonomous driving mode. In the first autonomous driving mode, driver assistance controls such as ACC and LKAS are performed. In the first autonomous driving mode, LKAS is restricted while ACC is active, and ACC is restricted while LKAS is active. In other words, steering control and speed control are processed sequentially in the first autonomous driving mode. In the first autonomous driving mode, the occupants of the vehicle M are given two duties. The first duty is to monitor the area around the vehicle M (especially in front), and the second duty is to operate the steering wheel. "Operating" may mean grasping or touching it with your hands.

[0092] The second autonomous driving mode is an autonomous driving mode with a higher level of automation than the first autonomous driving mode. In the second autonomous driving mode, multiple driver assistance controls, such as ACC, LKAS, and ALC, are performed in conjunction. In the second autonomous driving mode, the level of obligations required of the occupants is the same as or lower than in the first autonomous driving mode. For example, in the second autonomous driving mode, the occupants are required to perform the first obligation, and in principle, the second obligation is not required. In the second autonomous driving mode, the occupants may be required to perform the second obligation at certain times, such as immediately before certain driver assistance controls, such as ALC, are performed.

[0093] The third autonomous driving mode is an autonomous driving mode with a higher level of automation than the second autonomous driving mode. In the third autonomous driving mode, both the speed and steering of the vehicle M are automatically controlled when certain conditions are met. These specific conditions include, for example, driving on a road with few obstacles where the vehicle M can recognize its own lane and its relative position to that lane. Such roads include, for example, highways. In the third autonomous driving mode, the level of obligations required of the occupants is lower than in the second autonomous driving mode. For example, in the third autonomous driving mode, neither the first nor the second obligations are imposed on the occupants. However, in the third autonomous driving mode, occupant control may be required in emergencies, etc.

[0094] The fourth autonomous driving mode is an autonomous driving mode with the same or a higher level of automation as the third autonomous driving mode. In the fourth autonomous driving mode, both the speed and steering of the vehicle M are automatically controlled when certain conditions are met. In the fourth autonomous driving mode, as with the third autonomous driving mode, the degree of obligations required of the occupants is lower than in the second autonomous driving mode. For example, in the fourth autonomous driving mode, neither the first nor the second obligations are imposed on the occupants. In the fourth autonomous driving mode, even in emergencies, both the speed and steering of the vehicle M are automatically controlled without relying on the occupants' driving operations.

[0095] The fifth autonomous driving mode is an autonomous driving mode with the same or a higher level of automation as the fourth autonomous driving mode. In the fifth autonomous driving mode, both the speed and steering of the vehicle M are automatically controlled regardless of specific conditions. In the fifth autonomous driving mode, as with the third and fourth autonomous driving modes, the degree of obligations required of the occupants is lower than in the second autonomous driving mode. For example, in the fifth autonomous driving mode, neither the first nor the second obligations are imposed on the occupants.

[0096] For example, the mode control unit 174 may switch the driving mode to an automated driving mode with a higher level of automation than the second automated driving mode (for example, the third automated driving mode) if the vehicle M, which is in the second automated driving mode, meets certain conditions.

[0097] Furthermore, for example, the mode control unit 174 may switch the driving mode to the second or first automatic driving mode if the vehicle M, which is in the third or fourth automatic driving mode, no longer meets certain conditions. "Not meeting certain conditions" means, for example, driving on a road with more obstacles and a more complex surrounding environment than a highway, or on a road where lanes cannot be recognized. Such roads are, for example, ordinary roads.

[0098] Furthermore, the mode control unit 174 may control the driving mode of its own vehicle M based on the determination results of the first determination unit 176 and the second determination unit 178, which will be described later.

[0099] Furthermore, the mode control unit 174 may control the driving mode based on detection signals output from the driving control unit 80. For example, in automatic driving mode, if an occupant operates the steering wheel, accelerator pedal, or brake pedal with an amount exceeding a threshold, the mode control unit 174 may switch the driving mode to manual driving mode.

[0100] Furthermore, the mode control unit 174 may control the driving mode of the vehicle M based on input operations to the HMI 30.

[0101] The first determination unit 176 analyzes the image generated by the in-vehicle camera 90 in the automated driving mode in which the first obligation is imposed, and detects the direction of the driver's gaze and the direction of the face of the occupant in the driver's seat. Based on the detected gaze or face direction, the first determination unit 176 determines whether or not the occupant in the driver's seat is monitoring the surroundings of the vehicle M. In other words, the first determination unit 176 determines whether or not the occupant is fulfilling the first obligation. For example, if the occupant is looking outside the vehicle through the front windshield, the first determination unit 176 determines that the occupant is monitoring the surroundings of the vehicle M. In other words, the first determination unit 176 determines that the occupant is fulfilling the first obligation.

[0102] The second determination unit 178 determines, based on the detection results of the steering sensor, whether the occupant is holding the steering wheel with their hands or touching the steering wheel, in the automated driving mode in which the second obligation is imposed. In other words, the second determination unit 178 determines whether the occupant is fulfilling the second obligation. For example, if the current value or steering torque detected by the steering sensor is above a threshold, the second determination unit 178 determines that the occupant is holding the steering wheel with their hands or touching the steering wheel. In other words, the second determination unit 178 determines that the occupant is fulfilling the second obligation. Hereinafter, when the occupant is fulfilling the second obligation, that is, when the occupant is gripping the steering wheel, it may be referred to as "hands-on," and when the occupant is not fulfilling the second obligation, that is, when the occupant is not gripping the steering wheel, it may be referred to as "hands-off."

[0103] The suggestion unit 180 outputs an active lane change suggestion (hereinafter referred to as ALCR (Active Lane Change Recommendation)) to the occupants via the display device 32 of the HMI 30 (at least one of the first display 32A and the second display 32B) or the speaker.

[0104] Specifically, the proposal unit 180 outputs ALCR when the action plan generation unit 140 determines that a lane change is necessary under the second, third, fourth, or fifth autonomous driving mode (i.e., under an autonomous driving mode in which automatic lane changes can be performed).

[0105] ALCR includes both weak and strong recommendations. A weak recommendation is a suggestion that simply informs the occupant that a lane change is possible, rather than recommending that they change lanes. A strong recommendation is a suggestion that recommends that the occupant change lanes. In other words, a strong recommendation is a suggestion that recommends changing lanes more strongly than a weak recommendation.

[0106] [ALCR Details: Highly Recommended] Figure 7 shows an example of a strong recommendation display. The strong recommendation may be displayed on, for example, the first display 32A. The first display 32A includes a MID (Multi-Information Display), an IND (Instrument Navigation Display), and an SDD (Symbol Driver Display). The first display 32A is an example of an "output interface".

[0107] The MID is positioned in the center of the screen of the first display 32A. The MID displays the surrounding conditions of the vehicle M where a lane change is recommended. More specifically, the MID displays the surrounding conditions, including the future trajectory (target trajectory) of the vehicle M, whether or not a lane change is necessary, the lane to which the lane change is intended, the recognized lane (lane marking), and other vehicles. Furthermore, as a strong recommendation, the MID displays information (hereinafter referred to as guidance information) to guide the occupants along the route to the destination determined by the navigation device 50.

[0108] The IND is positioned off-center on the screen of the first display 32A (for example, to the right and left of the MID). The IND displays the vehicle's speed, engine RPM, fuel level, radiator water temperature, mileage, battery level, etc. In addition, the IND may also display guidance information that is also displayed on the MID.

[0109] The SDD (Skill Display Device) is positioned above the MID (Main Information Display), for example. The SDD displays driving-related information using symbols and icons, or as messages.

[0110] Figure 8 shows examples of scenes in which strong recommendations are output. For example, if vehicle M is set to travel at a constant speed, strong recommendations may be output in scenes where the vehicle in front is traveling too slowly and vehicle M cannot maintain its set speed, scenes where a following vehicle is approaching, scenes where the lane vehicle M is traveling in disappears ahead of vehicle M in its direction of travel (i.e., lane reduction scenes), and scenes where vehicle M is approaching a target junction.

[0111] Figures 9 to 12 show examples of images output to MID as strong recommendations in each scene. As shown in Figure 9, in scenes where the set speed cannot be maintained, a strong recommendation is displayed, such as an image representing the vehicle ahead or text indicating that the vehicle ahead is moving slowly. In addition, icon I-1 is displayed to indicate that a lane change is possible.

[0112] As shown in Figure 10, in scenes where a following vehicle is approaching, strong recommendations may be displayed, such as an image representing the following vehicle, text indicating that the following vehicle is approaching, or icon I-1 indicating that a lane change is possible.

[0113] As shown in Figure 11, in scenes where the number of lanes decreases, a strong recommendation may be displayed, such as an image or text indicating that the lane in which the vehicle M is traveling disappears in the direction of travel of the vehicle M, or an icon I-1 indicating that a lane change is possible.

[0114] As shown in Figure 12, in scenes where the vehicle M is approaching the target junction, strong recommendations may be displayed, such as images or text indicating that the target junction is located ahead in the direction of travel of the vehicle M, or an icon I-1 indicating that a lane change is possible.

[0115] Furthermore, the aforementioned icon I-1 may be displayed in IND or SDD, either in place of or in addition to MID.

[0116] Figure 13 schematically illustrates an example of a scene in which a strong recommendation is output. In scene S1 in the figure, the preceding vehicle is slow, causing the vehicle M to decelerate and unable to maintain the set speed. In such a scene S1, a strong recommendation like the one exemplified in Figure 9 is output. In scene S2, the vehicle M is approaching the target junction. In such a scene S2, a strong recommendation like the one exemplified in Figure 12 is output.

[0117] In response to a strong recommendation being output, for example, if the occupant operates the ALCR switch 34A, the suggestion unit 180 determines that the occupant has approved the lane change. In this case, the suggestion unit 180 provides the action plan generation unit 140 with the determination result that the occupant has approved the lane change. In response, the action plan generation unit 140 generates a target trajectory for the vehicle M to change lanes, and the second control unit 160 controls the steering and speed of the vehicle M based on the target trajectory. As a result, the automatic lane change is executed in scenes S1 and S2.

[0118] [ALCR Details: Weak Recommendation] Figure 14 schematically illustrates an example of a scene in which a weak recommendation is output. In scenes S3-S5 in the figure, there are no other vehicles around the vehicle M, the number of lanes does not decrease, and there is no target junction nearby. In such scenes S3-S5, the vehicle M can freely change lanes to other lanes, so a weak recommendation is output.

[0119] For example, in Scene S3, when vehicle M is in the leftmost lane LN1, a weak recommendation suggests changing lanes to the center lane LN2. In Scene S4, when vehicle M is in the center lane LN2, a weak recommendation suggests changing lanes to the rightmost lane LN3 (passing lane). In Scene S5, when vehicle M is in the rightmost lane LN3, a weak recommendation suggests changing lanes to the center lane LN2.

[0120] In response to a weak recommendation being output, for example, if the occupant operates the ALCR switch 34A, the suggestion unit 180 determines that the occupant has approved the lane change. In this case, the suggestion unit 180 provides the action plan generation unit 140 with the determination result that the occupant has approved the lane change. In response, the action plan generation unit 140 generates a target trajectory for the vehicle M to change lanes, and the second control unit 160 controls the steering and speed of the vehicle M based on the target trajectory. As a result, the automatic lane change is executed in scenes S3-S5.

[0121] As mentioned above, under the second autonomous driving mode, the occupant may be required to perform a second duty immediately before the automatic lane change is executed. In such cases, if the occupant performs the second duty, i.e., becomes hands-on, when a weak recommendation is output and the ALCR switch 34A is operated, the automatic lane change will be executed.

[0122] Figure 15 shows an example of a weak recommendation display. Weak recommendations, like strong recommendations, may also be displayed on the first display 32A. For example, the IND on the first display 32A may display icons I-2 representing a recommendation to change lanes to the left lane, and icon I-3 representing a recommendation to change lanes to the right lane, as weak recommendations.

[0123] Furthermore, IND may display icons such as I-4 and I-5 before ALCR is displayed, that is, under the first automated driving mode in which automatic lane changes are not performed. Icon I-4 is an icon that prompts the occupant to operate the ALCR switch 34A under the first automated driving mode. In other words, icon I-4 is an icon that prompts the occupant to transition to an activated state in which ALC can be executed. Icon I-5 is an icon that requests the occupant to take hands-on action. As mentioned above, under the second automated driving mode, the occupant may be required to take on a second duty (hands-on action) immediately before an automatic lane change is performed, and icon I-5 is displayed to request the occupant to fulfill this second duty (hands-on action).

[0124] Figure 16 shows an example of the driving control of the vehicle M and the display on the first display 32A. In the figure, X1 is the suggested starting point, X2 is the suggested ending point, and X3 is the pre-speed adjustment starting point. X4 is the lane change starting point, X5 is the branching starting point, X6 is the lane change ending point, and X7 is the branching ending point. The suggested starting point X1 is an example of a "predetermined point," and the branching starting point X5 is an example of a "route guidance point."

[0125] The proposed starting point X1 is the point where the ALCR output is to begin, and it is located before the branching starting point X5.

[0126] The proposed termination point X2 is a point designated to terminate the ALCR output, located beyond the proposed starting point X1 and before the branching starting point X5.

[0127] The pre-speed adjustment start point X3 is a point designated to adjust the speed of the vehicle M to a speed suitable for lane changes as proposed for ALCR, and is located beyond the proposed end point X2 and before the branching start point X5.

[0128] Lane change start point X4 is the point where the proposed lane change as ALCR begins, and is located beyond the pre-speed adjustment start point X3 and before the branching start point X5.

[0129] The branching point X5 is the point on the highway where the lanes begin to branch. In this embodiment, the destination is located beyond the branching road LN4, and the vehicle M changes lanes from the main lane LN1 to the branching road LN4 on the highway. The branching road LN4 is an example of a "target lane".

[0130] Lane change end point X6 is the point where the proposed lane change as ALCR ends.

[0131] Point X7, the end of the lane split, is the point on the highway where the lane split ends.

[0132] For example, the suggestion unit 180 assumes that during the period until its own vehicle M reaches the suggestion start point X1, the occupant operates the ALCR switch 34A and transitions from a non-activated state to an activated state. In other words, it assumes a transition from the first automatic driving mode to the second automatic driving mode. When the own vehicle M reaches the suggestion start point X1 while in the activated state, the suggestion unit 180 starts outputting ALCR (weak recommendation and strong recommendation).

[0133] For example, when the vehicle M reaches the suggestion start point X1 while the suggestion unit 180 is running, it displays a weak recommendation on the IND of the first display 32A and a strong recommendation on the MID of the first display 32A.

[0134] Figure 17 shows an example of the screen of the first display 32A when the vehicle M reaches the suggested starting point X1 while in the startup state. When the vehicle M reaches the suggested starting point X1 while in the startup state, the IND of the first display 32A displays icon I-3, which represents a recommendation to change lanes to the right lane, as a weak recommendation, and the MID and SDD display icons and messages to guide the vehicle M to the branching road LN4 at the branching starting point X5 as a strong recommendation.

[0135] The suggestion unit 180 displays icon I-4 on the IND to prompt the occupant to operate the ALCR switch 34A during the period from when the vehicle M passes the suggestion start point X1 until it reaches the suggestion end point X2. When the vehicle M reaches the suggestion end point X2, the ALCR (weak recommendation and strong recommendation) output is terminated. The suggestion unit 180 may continue outputting the weak recommendation even after the vehicle M reaches the suggestion end point X2.

[0136] For example, suppose the occupant operates the ALCR switch 34A during the period from when the vehicle M passes the proposed starting point X1 until it reaches the proposed ending point X2. In other words, suppose the occupant approves the lane change proposed as ALCR.

[0137] In this case, the proposal unit 180 causes the first display 32A to display an icon or message that requests the crew to perform the second obligation (hands-on).

[0138] Figure 18 shows an example of the screen of the first display 32A when the occupant approves a lane change. When the occupant approves a lane change, the MID may display an icon or message indicating hands-on operation, as shown in the figure.

[0139] After the occupant approves the lane change, when the vehicle M reaches the pre-speed adjustment start point X3, the action plan generation unit 140 generates a target trajectory for adjusting the speed of the vehicle M, and the second control unit 160 controls the speed of the vehicle M based on the target trajectory. At this time, the suggestion unit 180 may display an icon or message on the first display 32A indicating that the lane change approved by the occupant has been accepted by the automatic driving control device 100.

[0140] Figure 19 shows an example of the screen of the first display 32A when hands-on driving is enabled. When the occupant grips the steering wheel after approving a lane change (when hands-on driving is enabled), the MID displays an icon and message indicating that the lane change approved by the occupant has been accepted by the automated driving control system 100, as shown in the figure. After the lane change has been accepted and approved by the occupant, the occupant can cancel the approval by operating the ALCR switch 34A again.

[0141] After the vehicle M's speed has been adjusted, when the vehicle M reaches the lane change start point X4, the action plan generation unit 140 generates a target trajectory for the vehicle M to change lanes, and the second control unit 160 controls the steering and speed of the vehicle M based on the target trajectory. As a result, the vehicle M changes lanes onto the branch road LN4 at the branch start point X5.

[0142] [Processing flow] The following describes the sequence of processes performed by the automated driving control device 100 of this embodiment using a flowchart. Figure 20 is a flowchart showing an example of the sequence of processes performed by the automated driving control device 100 of this embodiment. The processes in this flowchart may be executed repeatedly at predetermined intervals, for example, when driving on a highway.

[0143] First, the proposal unit 180 waits until its own vehicle M reaches the proposed starting point X1 (step S100), and once its own vehicle M reaches the proposed starting point X1, it determines whether or not it is in an activated state (step S102). In other words, the proposal unit 180 determines whether or not the ALCR switch 34A was operated before its own vehicle M reached the proposed starting point X1.

[0144] If the system is not in an activated state, that is, if the ALCR switch 34A is not operated before the vehicle M reaches the proposed starting point X1, the proposal unit 180 terminates the processing of this flowchart without outputting ALCR.

[0145] On the other hand, if the system is in the activated state, that is, if the ALCR switch 34A is operated before the vehicle M reaches the proposed starting point X1, the proposal unit 180 starts outputting the ALCR (step S104).

[0146] Next, the proposal unit 180 determines whether the ALCR switch 34A was operated after the ALCR was output (step S106). In other words, the proposal unit 180 determines whether an approval operation was performed after the ALCR was output.

[0147] If no approval operation is performed, the proposal unit 180 determines whether or not its own vehicle M has reached the proposal end point X2 (step S108).

[0148] If no approval operation is performed and the vehicle M has not reached the proposed endpoint X2, the proposal unit 180 returns to S104 and continues outputting ALCR.

[0149] If no approval operation is performed during the period until the vehicle M reaches the proposed endpoint X2, the proposal unit 180 terminates the output of ALCR (step S110).

[0150] It is also conceivable that during the period until the vehicle M reaches the proposed endpoint X2, the occupant may operate the ALCR switch 34A to transition from the inactive state to the active state. Even in such a case, the proposed unit 180 will not start outputting the ALCR.

[0151] On the other hand, if an approval operation occurs during the period until the vehicle M reaches the proposed endpoint X2, the action plan generation unit 140 generates a target trajectory for the vehicle M to change lanes, and the second control unit 160 controls the steering and speed of the vehicle M based on the target trajectory. As a result, the lane change proposed as ALCR is executed.

[0152] According to the embodiments described above, when the automated driving control device 100 is in an activated state in which ALC can be executed, if the vehicle M reaches a proposed starting point X1 (an example of a predetermined point) that is before the branching starting point X5 (an example of a route guidance point), it starts outputting ALCR via the first display 32A (an example of an output interface). After the output of ALCR is started, if an approval operation is input to the ALCR switch 34A (an example of an input interface), the automated driving control device 100 executes the lane change proposed as ALCR. If the vehicle M has passed the branching starting point X5 and the occupant operates the ALCR switch 34A, transitioning from an activated state to an activated state, the automated driving control device 100 does not start outputting ALCR.

[0153] In this manner, if the vehicle M passes the proposed starting point X1 where ALCR output is initiated, and then the occupant operates the ALCR switch 34A to transition from the inactive state to the activated state, ALCR output will not be initiated. As a result, the withdrawal of ALCR immediately after output is suppressed, reducing the discomfort experienced by the occupant when performing a lane change.

[0154] (Other embodiments) Other embodiments will be described below. In the embodiments described above, it was explained that a second obligation is imposed on the occupants immediately before an automatic lane change is performed under the second automated driving mode, but the invention is not limited to this. For example, when an automatic lane change is performed under the second automated driving mode, the occupants may not be imposed a second obligation. In this case, if the occupants give approval after the ALCR is output, the lane change will be performed without hands-on operation.

[0155] Furthermore, in the above-described embodiment, the output of ALCR was explained as being controlled in a scene where the vehicle M is traveling in the first lane LN1 of a highway, but the embodiment is not limited to this.

[0156] For example, even when the vehicle M is traveling in the second lane (LN2) or third lane (LN3) of a highway, the output of the ALCR (Automatic Lane Control) system is controlled.

[0157] Figure 21 is a diagram illustrating another example of the driving control of the vehicle M and the display of the first display 32A. In the illustrated scene, the vehicle M is traveling in the second lane LN2. In such a scene, in addition to the points X1 to X7 described above, a proposed starting limit point X8 and a give-up point X9 may also be provided.

[0158] The proposed starting limit point X8 is the limit point at which the ALCR output begins, and is located beyond the proposed starting point X1 and before the branching starting point X5. Furthermore, the proposed starting limit point X8 may also be located beyond the proposed starting point X1 and before the proposed ending point X2. The proposed starting limit point X8 may be set not only in the scenario where the vehicle M is traveling in the second lane LN2, as illustrated in Figure 21, but also in the scenario where the vehicle M is traveling in the first lane LN1, as illustrated in Figure 16.

[0159] The surrender point X9 is the point where the execution of the lane change is canceled (surrendered) by the automatic driving control device 100.

[0160] For example, even after exceeding the proposal start point X1, the proposal unit 180 may start outputting ALCR if it transitions from a non-started state to an started state during the period until its own vehicle M reaches the proposal start limit point X8. In other words, the proposal unit 180 may exceptionally start outputting ALCR even after exceeding the proposal start point X1.

[0161] Furthermore, the suggestion unit 180 does not start outputting ALCR if the vehicle M transitions from a non-started state to an started state after reaching the suggestion start limit point X8. Also, even after the vehicle M has reached the suggestion start limit point X8, the suggestion unit 180 may output a weak recommendation if the vehicle M has not reached the branch start point X5 or the suggestion end point X2.

[0162] Thus, if vehicle M is traveling in the first lane LN1 adjacent to branch road LN4 (an example of a "target lane") at branching start point X5, the suggestion unit 180 will not start outputting ALCR even if it transitions to the activated state after passing the suggestion start point X1. On the other hand, if vehicle M is traveling in a lane two or more lanes away from branch road LN4 at branching start point X5 (for example, the second lane LN2 or the third lane LN3), the suggestion unit 180 will start outputting ALCR even if it transitions to the activated state after passing the suggestion start point X1, as long as vehicle M has not reached the suggestion start limit point X8.

[0163] Even if the ALCR is output with a delay, if there is sufficient time for approval or to begin the lane change, the ALCR can be output after passing the proposed starting point X1.

[0164] Furthermore, the proposed starting point X1 described in the above embodiment may be set at different locations depending on whether the vehicle M is traveling in the first lane LN1 adjacent to the branching road LN4 (an example of a "target lane") at the branching starting point X5, or in a lane that is two or more lanes away from the branching road LN4 (for example, the second lane LN2 or the third lane LN3).

[0165] For example, when vehicle M is traveling in the second lane LN2 or the third lane LN3, the proposed starting point X1 may be set further away from the branching starting point X5 than when vehicle M is traveling in the first lane LN1. In other words, when vehicle M is traveling in the second lane LN2 or the third lane LN3, the proposed starting point X1 may be set closer to the branching starting point X5 than when vehicle M is traveling in the first lane LN1.

[0166] Furthermore, the proposed starting limit point X8 described in the above embodiment may be set at different points depending on whether hands-on driving is required (when the second obligation is imposed) or not (when the second obligation is not imposed) during a lane change.

[0167] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of symbols]

[0168] 1...Vehicle system, 10...Camera, 12...Radar device, 14...Finder, 16...Object recognition device, 20...Communication device, 30...HMI, 32...Display device, 32A...First display, 32B...Second display, 34...Switch assembly, 34A...ALCR switch, 40...Vehicle sensor, 50...Navigation device, 60...MPU, 80...Driver's controls, 85...Turn signal lever, 90...In-vehicle camera, 100... Automatic driving control device, 120...First control unit, 130...Recognition unit, 140...Action plan generation unit, 160...Second control unit, 162...First acquisition unit, 164...Speed ​​control unit, 166...Steering control unit, 170...Third control unit, 172...Second acquisition unit, 174...Mode control unit, 176...First determination unit, 178...Second determination unit, 180...Proposal unit, 190...Storage unit, 200...Driving force output device, 210...Brake device, 220...Steering device

Claims

1. An output interface for outputting information, An input interface operated by the vehicle occupants, A lane change control unit that transitions to an activated state or a deactivated state in response to the occupant's operation on the input interface, and performs a lane change in the activated state, In the aforementioned startup state, if the vehicle reaches a predetermined point before the route guidance point, the proposal unit starts outputting a suggestion to the occupant to change lanes via the output interface, After the output of the proposal is initiated, if an approval operation, which is an operation by the occupant to approve the proposal, is input to the input interface, the lane change control unit executes the lane change. The proposal unit shall not start outputting the proposal if the vehicle transitions from the non-starting state to the starting state after passing the predetermined point. Driving control device.

2. The aforementioned proposal section is, If, after the output of the proposal has started, the approval operation is not input to the input interface, and the vehicle reaches the proposal termination point, which is a point beyond the predetermined point and before the route guidance point, the output of the proposal will be terminated. If the vehicle transitions from the non-started state to the started state during the period from when it crosses the predetermined point until it reaches the proposed end point, the output of the proposed statement will not be initiated. The driving control device according to claim 1.

3. The aforementioned proposal section is, If, during the period from when the vehicle has passed the predetermined point until it reaches the proposal start limit point, which is the limit point for starting the output of the proposal and is located beyond the predetermined point but before the route guidance point, the vehicle transitions from the non-started state to the started state, the vehicle starts outputting the proposal. If the vehicle transitions from the non-started state to the started state after reaching the proposed start limit point, it will not start outputting the proposed. The driving control device according to claim 1.

4. The aforementioned proposal section is, If, during the period from when the vehicle has passed the predetermined point until it reaches the proposal start limit point, which is the limit point for starting the output of the proposal and is located beyond the predetermined point but before the proposal end point, the vehicle transitions from the non-started state to the started state, then it starts outputting the proposal. If the vehicle transitions from the non-started state to the started state after reaching the proposed start limit point, it will not start outputting the proposed. The driving control device according to claim 2.

5. The aforementioned proposal section is, When the vehicle is traveling in the first lane adjacent to the target lane at the aforementioned route guidance point, and the vehicle transitions from the non-started state to the started state after passing the predetermined point, the output of the proposal will not be initiated. When the vehicle is traveling in a second lane that is two or more lanes away from the target lane at the aforementioned route guidance point, and the vehicle has passed the predetermined point, and is now at the limit point for initiating the output of the proposal, which is located beyond the predetermined point and before the aforementioned route guidance point, if the vehicle transitions from the non-started state to the started state, the output of the proposal will be initiated. When the vehicle is traveling in the second lane, and after the vehicle has crossed the proposal start limit point, if it transitions from the non-started state to the started state, the output of the proposal will not be initiated. The driving control device according to claim 1.

6. The predetermined point is set at a different location depending on whether the vehicle is traveling in the first lane adjacent to the target lane at the route guidance point, or in the second lane located two or more lanes away from the target lane at the route guidance point. The second predetermined point, which is set when the vehicle is traveling in the second lane, is further away from the route guidance point than the first predetermined point, which is set when the vehicle is traveling in the first lane. The driving control device according to claim 5.

7. The aforementioned proposal section is, If, after the output of the proposal has started, the approval operation is not input to the input interface, and the vehicle reaches the proposal termination point, which is a point beyond the predetermined point and before the route guidance point, the output of the proposal will be terminated. If the vehicle transitions from the non-started state to the started state during the period from when it crosses the predetermined point until it reaches the proposed end point, the output of the proposed statement will not be initiated. The driving control device according to claim 5.

8. The aforementioned proposal section is, If the vehicle transitions from the non-starting state to the starting state during the period from when it crosses the predetermined point until it reaches the proposal start limit point, it will start outputting the proposal. If the vehicle transitions from the non-started state to the started state after reaching the proposed start limit point, it will not start outputting the proposed. The driving control device according to claim 5.

9. The lane change performed when the approval operation is input to the input interface includes a first lane change requiring the occupant to grip the steering wheel, and a second lane change not requiring the occupant to grip the steering wheel. The proposed starting limit point is set at a different location depending on whether the first lane change is performed or the second lane change is performed. The driving control device according to claim 3.

10. A driving control method using a computer mounted on a vehicle, comprising an output interface for outputting information and an input interface operated by the vehicle's occupants, The system transitions between an activated state and a deactivated state in response to the occupant's operation on the input interface, and performs a lane change while in the activated state. In the aforementioned startup state, when the vehicle reaches a predetermined point before the route guidance point, it starts outputting a suggestion to the occupant to change lanes via the output interface. After the output of the proposal has started, if an approval operation, which is an operation by the occupant to approve the proposal, is input to the input interface, the lane change is performed. If the vehicle transitions from the non-started state to the started state after passing the predetermined point, the proposed output will not be started. A driving control method including the following.

11. A program to be executed by a computer mounted in the vehicle, which has an output interface for outputting information and an input interface operated by the vehicle's occupants, The system transitions between an activated state and a deactivated state in response to the occupant's operation on the input interface, and performs a lane change while in the activated state. In the aforementioned startup state, when the vehicle reaches a predetermined point before the route guidance point, it starts outputting a suggestion to the occupant to change lanes via the output interface. After the output of the proposal has started, if an approval operation, which is an operation by the occupant to approve the proposal, is input to the input interface, the lane change is performed. If the vehicle transitions from the non-started state to the started state after passing the predetermined point, the proposed output will not be started. A program that includes this.

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