Presentation control device and presentation control program

Abstract

To provide a presentation control device etc. that does not give anxiety to a driver when driving in a traffic jam by an automatic driving function.SOLUTION: An HCU is used in a vehicle having an automatic driving function, and has a function of a presentation control device which controls a presentation of information to a driver. The HCU determines whether or not there is a traffic jam in an automatic driving period in which the vehicle travels by the automatic driving function, and the HCU detects a sign of interruption by an adjacent vehicle adjacent to the vehicle when the HCU determines that the vehicle is in the traffic jam. Then, when the sign of interruption by the adjacent vehicle is detected, a display of moving image content CTV provided during the automatic driving period is restricted.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The disclosure of this specification relates to a presentation control device and a presentation control program that control the presentation of information to a driver of a vehicle. [Background technology]

[0002] The vehicle control device disclosed in Patent Document 1 includes a congestion determination unit that determines whether congestion has occurred, and an automatic driving start determination unit that starts automatic driving when the length of the congestion section is equal to or greater than a predetermined value. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-324661 Summary of the Invention [Problem to be solved by the invention]

[0004] As disclosed in Patent Document 1, it is being considered to permit the provision of content, etc., to the driver while the vehicle is being driven automatically by the automated driving function. However, if the driver's attention is focused on the content, etc., situations that make the driver feel uneasy are likely to occur. For example, when driving in a traffic jam, other vehicles often cut in. If such cut-in by other vehicles occurs during driving using the automated driving function, it could cause anxiety for the driver.

[0005] The present disclosure aims to provide a presentation control device and a presentation control program that are less likely to cause anxiety to the driver when driving in a traffic jam using an automatic driving function. [Means for solving the problem]

[0006] In order to achieve the above object, one disclosed aspect is a presentation control device that is used in a vehicle (Am) equipped with an automatic driving function and controls the presentation of information to a driver of the vehicle, and and a congestion determination unit (72) that determines whether or not a traffic jam is occurring during an automated driving period in which a driver is permitted to perform a specific action other than driving that is specified in advance; an interruption determination unit (74) that detects an attempt to cut in by an adjacent vehicle (Ad) adjacent to the vehicle, which is the vehicle, when the congestion determination unit determines that a traffic jam is occurring; and a provision restriction unit (77) that issues a warning to the driver without lowering the level of automated driving and restricts the display of content (CTV) related to the specific action when the interruption determination unit detects an attempt to cut in by the adjacent vehicle. It is a presentation control device.

[0007] Another disclosed aspect is a presentation control program used in a vehicle (Am) equipped with an automatic driving function, which controls the presentation of information to a driver of the vehicle, and includes at least one processing unit (11) that controls the presentation of information to a driver of the vehicle when the vehicle is driven by the automatic driving function. During an autonomous driving period in which the driver is permitted to perform a specific action other than driving that is specified in advance, the system determines whether or not there is a traffic jam (S122, S222), and if it determines that there is a traffic jam, detects an attempt by an adjacent vehicle (Ad) adjacent to the vehicle (S123, S224), and if it detects an attempt by an adjacent vehicle to cut in, issues a warning to the driver without lowering the level of autonomous driving and restricts the display of content (CTV) related to the specific action (S130, S232). The presentation control program executes a process including the above.

[0008] In these aspects , own The dynamic driving function makes it less likely that the driver will feel anxious when driving through traffic jams.

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[0024] Note that the reference numbers in parentheses above and in the claims merely indicate an example of the correspondence with the specific configurations in the embodiments described below, and do not in any way limit the technical scope. [Brief explanation of the drawings]

[0025] [Figure 1] 1 is a diagram showing an overall view of an in-vehicle network including an HCU according to a first embodiment of the present disclosure. [Figure 2] FIG. 10 is a diagram showing an example of an interface layout around the driver's seat. [Figure 3] 1 is a diagram showing an example of a functional unit constructed in an HCU together with related configurations. [Figure 4] 10 is a diagram schematically showing a congestion pattern A determined by a congestion determination unit. FIG. [Figure 5] 10 is a diagram schematically showing a congestion pattern B determined by a congestion determination unit. FIG. [Figure 6] 10 is a diagram schematically showing a congestion pattern C determined by a congestion determination unit. FIG. [Figure 7] 10 is a diagram schematically showing a congestion pattern D determined by a congestion determination unit. FIG. [Figure 8] 10 is a flowchart showing the details of a congestion determination process for determining a congestion pattern. [Figure 9] FIG. 10 is a diagram showing an example of a display in a second task mode during an autonomous driving period. [Figure 10] FIG. 10 is a diagram showing an example of a display in second task mode including a notification of interruptibility. [Figure 11] FIG. 10 is a diagram showing an example of a display in the second task mode including a notification of an expected interrupt. [Figure 12] FIG. 10 is a diagram showing an example of a display in the second task mode including a notification that an interrupt has occurred. [Figure 13] 10 is a flowchart showing details of a content control process for adjusting restrictions on display of entertainment content in the second task mode. [Figure 14] FIG. 10 is a diagram showing an example of a display in a second task mode that includes a notification when a driver performs an unauthorized second task. [Figure 15] 10 is a flowchart showing details of a range control process for controlling an allowable range of a second task. [Figure 16] FIG. 10 is a diagram showing details of a state monitoring process for monitoring a driver's state based on an allowable range of a second task. [Figure 17] FIG. 10 is a diagram illustrating an example of a functional unit constructed in an HCU according to a second embodiment, together with related configurations. [Figure 18] FIG. 10 is a diagram schematically illustrating an example of congestion pattern E. [Figure 19] FIG. 10 is a diagram schematically showing another example of congestion pattern E. [Figure 20] FIG. 10 is a diagram schematically illustrating an example of congestion pattern F. [Figure 21] FIG. 10 is a diagram schematically showing another example of congestion pattern F. [Figure 22] FIG. 10 is a diagram schematically illustrating an example of a congestion pattern G. [Figure 23] FIG. 10 is a diagram schematically showing another example of congestion pattern G. [Figure 24] FIG. 2 is a diagram schematically illustrating an example of congestion pattern H. [Figure 25] FIG. 10 is a diagram schematically illustrating an example of a congestion pattern J. [Figure 26] FIG. 10 is a diagram schematically illustrating another example of congestion pattern J. [Figure 27] FIG. 10 is a diagram schematically showing another example of congestion pattern D. [Figure 28] FIG. 10 is a diagram showing an example of a scene in which display of content is not restricted. [Figure 29] 31 is a flowchart showing details of the congestion determination process together with FIG. 30. [Figure 30] 30 is a flowchart showing details of the congestion determination process together with FIG. 29. [Figure 31] FIG. 10 is a diagram showing a list of the relationship between the level of risk to other vehicles in each congestion pattern and the degree of restriction on the second task. [Figure 32] FIG. 10 is a diagram showing an example of a display in a second task mode including nearby vehicle notification. [Figure 33] FIG. 10 is a diagram showing an example of a display in a second task mode including a rear vehicle notification. [Figure 34] 10 is a flowchart showing details of a content control process. [Figure 35] 10 is a flowchart showing details of a range control process. DETAILED DESCRIPTION OF THE INVENTION

[0026] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. When only a portion of a configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination. Furthermore, combinations of configurations described in multiple embodiments and modified examples that are not explicitly stated are also considered to be disclosed by the following description.

[0027] (First embodiment) The functions of the presentation control device according to the first embodiment of the present disclosure are realized by an HCU (Human Machine Interface Control Unit) 100 shown in Fig. 1. As shown in Figs. 1 to 3, the HCU 100 configures an HMI (Human Machine Interface) system used in a vehicle Am together with a plurality of display devices, an audio device 24, an operation device 26, etc. The HMI system has an input interface function that accepts operations by an occupant (e.g., the driver) of the vehicle Am, and an output interface function that presents information to the driver.

[0028] The HCU 100 is communicatively connected to a communication bus 99 of an in-vehicle network 1 mounted on a vehicle Am. The HCU 100 is one of a plurality of nodes provided in the in-vehicle network 1. A driver monitor 29, a surroundings monitoring sensor 30, a locator 35, a navigation (Electronic Control Unit) ECU 38, a cruise control ECU 40, a driving assistance ECU 50a, and an autonomous driving ECU 50b are connected to the communication bus 99. These nodes connected to the communication bus 99 of the in-vehicle network 1 can communicate with each other. Certain nodes among these devices and ECUs may be electrically connected directly to each other and be able to communicate without going through the communication bus 99.

[0029] The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The driver monitor 29 is installed, for example, on the upper surface of the steering column or the upper surface of the instrument panel 9, with the near-infrared camera facing the headrest of the driver's seat. The near-infrared camera may be configured integrally with the meter display 21 or the center information display (hereinafter, CID) 22, which will be described later, and may be provided on either screen.

[0030] The driver monitor 29 uses a near-infrared camera to capture an image of the driver's head illuminated with near-infrared light from a near-infrared light source. The image captured by the near-infrared camera is analyzed by a control unit. The control unit extracts information such as the driver's eye position and line of sight from the captured image, and provides the extracted driver status information to the HCU 100 and other devices via a communication bus 99.

[0031] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the vehicle Am. The perimeter monitoring sensor 30 can detect predetermined moving objects and stationary objects within a detection range around the vehicle. The perimeter monitoring sensor 30 can detect at least a vehicle ahead (see vehicle ahead Af in FIG. 4), a vehicle behind, and vehicles on either side of the vehicle ahead (see adjacent vehicle Ad in FIG. 4), etc., traveling around the vehicle. The perimeter monitoring sensor 30 provides detection information of objects around the vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc. via a communication bus 99.

[0032] The perimeter monitoring sensor 30 includes, for example, a camera unit 31 and a millimeter-wave radar 32. The camera unit 31 may be configured to include a monocular camera or a compound camera. The camera unit 31 is mounted on the vehicle Am so as to be able to capture images of the front, side, and rear ranges of the vehicle Am. The camera unit 31 outputs at least one of image data captured of the surroundings of the vehicle and an analysis result of the image data as detection information. The millimeter-wave radar 32 irradiates millimeter waves or quasi-millimeter waves toward the surroundings of the vehicle. The millimeter-wave radar 32 outputs detection information generated by a process of receiving waves reflected by moving objects, stationary objects, etc. The perimeter monitoring sensor 30 may further include detection components such as a lidar and a sonar.

[0033] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of vehicle Am by combining the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and the vehicle speed information output to communication bus 99. Locator 35 sequentially outputs position information and direction information of vehicle Am based on the positioning results to communication bus 99 as locator information.

[0034] Locator 35 further includes map database 36. Map database 36 is primarily composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is so-called high-precision map data, and includes information necessary for advanced driving assistance and automated driving, such as 3D road shape information and detailed information about each lane. Locator 35 reads map data for the area around the current location from map database 36 and provides it to the driving assistance ECU 50a, the automated driving ECU 50b, etc., along with locator information.

[0035] The navigation ECU 38 determines the current position of the vehicle Am based on locator information acquired from the locator 35. The navigation ECU 38 sets a route from the current position to a destination set by the driver or the like. The navigation ECU 38 provides route information indicating the set route to the destination to the HCU 100. The navigation ECU 38 works in conjunction with the HMI system to provide route guidance to the destination by combining screen displays and voice messages, etc., and notifying the driver of the direction in which the vehicle Am should travel at intersections, branching points, etc.

[0036] Note that a user terminal such as a smartphone may be connected to the in-vehicle network 1 or the HCU 100. Such a user terminal may provide location information, direction information, map data, and the like to the driving assistance ECU 50a and the autonomous driving ECU 50b instead of the locator 35. The user terminal may also provide route information to the destination to the HCU 100 instead of the navigation ECU 38. More specifically, a route to the destination is set in an application executed on the user terminal based on a user operation by a driver or the like. The user terminal can provide guidance on the travel direction of the vehicle Am at intersections, branch points, and the like by combining screen displays, voice messages, and the like. The user terminal can provide route information to the destination set in the application to the HCU 100.

[0037] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel, the output of the on-board power source, and the steering angle based on one of an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, and a control command from the autonomous driving ECU 50b. In addition, the cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the vehicle Am based on detection signals from wheel speed sensors 41 installed in the hub portions of each wheel, and sequentially outputs the vehicle speed information to the communication bus 99.

[0038] The driving assistance ECU 50a and the automatic driving ECU 50b are installed in the vehicle Am as in-vehicle ECUs that constitute the automatic driving system 50. By installing the automatic driving system 50, the vehicle Am becomes an automatic driving vehicle equipped with an automatic driving function.

[0039] The driving assistance ECU 50a is an in-vehicle ECU that realizes driving assistance functions that assist the driver in driving operations. The driving assistance ECU 50a enables advanced driving assistance or partially automated driving control at approximately Level 2 in the automated driving levels defined by the Society of Automotive Engineers. The driving assistance ECU 50a is a computer that mainly includes a control circuit equipped with a processing unit, RAM, a storage unit, an input / output interface, and a bus connecting these. The driving assistance ECU 50a has multiple functional units that realize advanced driving assistance by executing programs by the processing unit. Specifically, the driving assistance ECU 50a has an adaptive cruise control (ACC) functional unit, a lane tracing assist (LTA) functional unit, and a lane change assist (LCA) functional unit.

[0040] The autonomous driving ECU 50b is an in-vehicle ECU that realizes an autonomous driving function that can take over driving operations from the driver. The autonomous driving ECU 50b enables autonomous driving at level 3 or higher, where the system is the main controller, only within a pre-defined operational design domain (ODD). The autonomous driving control by the autonomous driving ECU 50b complies with the laws and regulations of the country or region in which the vehicle Am is used, and enables eyes-off autonomous driving, which does not require the driver to visually monitor the vehicle's surroundings. The autonomous driving ECU 50b can perform area-limited level 3 autonomous driving, which allows level 3 autonomous driving within a specific autonomous driving area, and traffic jam level 3 autonomous driving, which allows level 3 autonomous driving when driving in traffic jams. Note that the autonomous driving ECU 50b may also be capable of autonomous driving functions at level 4 or higher.

[0041] The autonomous driving ECU 50b is a computer that mainly includes a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and a control circuit equipped with a bus connecting these. The autonomous driving ECU 50b has higher computing power than the driving assistance ECU 50a and can at least perform driving control equivalent to ACC, LTA, and LCA. The autonomous driving ECU 50b has an environment recognition unit 61, an action determination unit 62, and an operation execution unit 63 as multiple functional units that realize autonomous driving of the vehicle Am by executing a program by the processing unit 51.

[0042] The environment recognition unit 61 recognizes the driving environment of the vehicle Am based on the locator information and map data acquired from the locator 35 and the detection information acquired from the perimeter monitoring sensor 30. Specifically, the environment recognition unit 61 grasps the position of the host vehicle lane in which the host vehicle is traveling among multiple lanes, the lane shape of the host vehicle lane, and the relative positions and relative speeds of other vehicles around the host vehicle. The position of the host vehicle lane may be identified by the locator 35. The recognition result of the driving environment by the environment recognition unit 61 is provided to the HCU 100 as recognition information.

[0043] The behavior determination unit 62 generates a planned driving line along which the vehicle Am will travel, based on the results of the recognition of the driving environment by the environment recognition unit 61. The behavior determination unit 62 sequentially generates an optimal planned driving line for heading toward the destination, based on the route information generated by the navigation ECU 38. For example, if the set route includes a branch point that branches off from the main roadway, the behavior determination unit 62 generates a planned driving line that involves changing lanes toward a branch destination lane on the route (hereinafter, referred to as route lane Lnr, see FIG. 7).

[0044] The operation execution unit 63 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the vehicle Am in accordance with the planned driving line generated by the behavior determination unit 62. Specifically, the operation execution unit 63 generates control commands based on the planned driving line and outputs them to the cruise control ECU 40 one after another.

[0045] Next, the details of the multiple display devices, audio device 24, operation device 26, and HCU 100 included in the HMI system will be explained in order.

[0046] The multiple display devices include a meter display 21, a CID 22, a head-up display (hereinafter referred to as HUD) 23, and the like. The multiple display devices may further include displays EMB, EML, and EMR of an electronic mirror system (see FIG. 2). The meter display 21, the CID 22, and the HUD 23 present information to the driver through their vision.

[0047] The meter display 21 and the CID 22 are mainly configured to include, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. The meter display 21 and the CID 22 display various images on their display screens based on control signals and video data acquired from the HCU 100. The meter display 21 is installed, for example, in front of the driver's seat. The CID 22 is installed in the center of the instrument panel 9. As an example, the CID 22 is a vertically long display measuring 10 inches or more. The display screen of the CID 22 may be curved. Furthermore, the display screen of the CID 22 may be continuous with the display screen of the meter display 21. The CID 22 has a touch panel function and detects touch operations on the display screen by, for example, the driver, specifically, operations such as tapping, flicking, pinching, and swiping.

[0048] Based on the control signal and video data acquired from the HCU 100, the HUD 23 projects the light of the image formed in front of the driver onto a projection area PA defined on the windshield WS or the like. The light of the image reflected by the windshield WS toward the interior of the vehicle is perceived by the driver sitting in the driver's seat. In this way, the HUD 23 displays a virtual image in the space ahead of the projection area PA. The driver visually recognizes the virtual image within the field of view VA displayed by the HUD 23 superimposed on the foreground of the vehicle Am.

[0049] The audio device 24 has multiple speakers installed in the vehicle cabin, arranged around the driver's seat. The audio device 24 reproduces an alarm sound, a voice message, or the like in the vehicle cabin through the speakers based on a control signal and voice data acquired from the HCU 100. The audio device 24 presents information to the driver through his / her sense of hearing.

[0050] The operation device 26 is an input unit that accepts user operations by the driver, etc. User operations related to, for example, activation and deactivation of an autonomous driving function are input to the operation device 26. The operation device 26 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what the driver is saying.

[0051] The HCU 100 is an in-vehicle computer that controls the meter display 21, CID 22, HUD 23, and audio device 24 in the HMI system. The HCU 100 functions as a presentation control device that comprehensively manages the presentation of information to the driver. The HCU 100 mainly includes a control circuit that includes a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and buses connecting these.

[0052] The processing unit 11 is hardware for arithmetic processing coupled to the RAM 12. The processing unit 11 includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit 11 may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. The RAM 12 may include a video RAM for generating video data. The processing unit 11 accesses the RAM 12 to execute various processes for realizing the presentation control method of the present disclosure. The storage unit 13 includes a non-volatile storage medium. The storage unit 13 stores various programs (such as a presentation control program) executed by the processing unit 11.

[0053] The HCU 100 has a plurality of functional units that perform integrated control of information presentation to the driver using each display device and the audio device 24 by executing a presentation control program stored in the storage unit 13 using the processing unit 11. Specifically, the HCU 100 has functional units such as an information acquisition unit 71 and a provision control unit 77.

[0054] The information acquisition unit 71 acquires vehicle information indicating the state of the vehicle Am from the communication bus 99. The vehicle information includes, for example, vehicle speed information, status information indicating the state of the automatic driving function, and recognition information obtained by the environment recognition unit 61 regarding the driving environment around the vehicle. The information acquisition unit 71 acquires operation information indicating the content of user operations from the CID 22, the operation device 26, etc. The information acquisition unit 71 acquires driver state information from the driver monitor 29.

[0055] Additionally, the information acquisition unit 71 acquires locator information, map data, route information, etc., required for generating a navigation map MP (see FIG. 9, etc.). Note that the video data for the navigation map MP may be generated at a predetermined resolution by the navigation ECU 38 and provided to the information acquisition unit 71.

[0056] The information acquisition unit 71 also acquires content data (video files, etc.) necessary for entertainment-related display, such as video content CTV (see FIG. 9, etc.). The content data is provided to the information acquisition unit 71 by a television tuner mounted on the vehicle Am, external media electrically connected to the HCU 100, and a user terminal such as a smartphone paired with the HCU 100.

[0057] The provision control unit 77 performs integrated control of the provision of information to the driver using each display device and the audio device 24. The provision control unit 77 can change the display size and display layout of each content to be displayed on each display device according to the priority set for each content. As an example, the provision control unit 77 increases the display size or visually displays content closer to the front of the screen as the content has a higher priority.

[0058] Specifically, the provision control unit 77 has an arbitration function that arbitrates information to be presented to the driver and a data generation function that generates video data and audio data based on the arbitration result. As the arbitration function, the provision control unit 77 sets the above-mentioned priority for each content that is a candidate for provision based on various acquired information acquired by the information acquisition unit 71. The provision control unit 77 selects content that it determines to have a high priority as the content to be provided to the driver. As the data generation function, the provision control unit 77 generates control signals and video data to be provided to each display device and control signals and audio data to be provided to the audio device 24 based on the content selection result. The provision control unit 77 sequentially outputs the generated control signals, video data, audio data, etc. to each presentation device.

[0059] The autonomous driving ECU 50b and HCU 100 described above temporarily allow the driver to perform actions other than driving. More specifically, during an autonomous driving period in which the vehicle Am is autonomously driven by the level 3 autonomous driving function of the autonomous driving ECU 50b, the driver may be permitted to perform a predefined specific action other than driving (hereinafter referred to as a second task). In this case, the driver is a person (passenger) who takes over driving control from the autonomous driving system 50 when exiting a limited area or in an emergency. The driver may be legally permitted to perform the second task until a request to perform a driving operation by the autonomous driving system 50, i.e., a takeover request, is issued.

[0060] The second task may be called a secondary activity or other activity. The second task must not prevent the driver from responding to a request to take over driving operations from the automated driving system 50. For example, viewing entertainment content such as video content CTV (see FIG. 9), operating a smartphone, or eating may be considered as second tasks.

[0061] When the driver is performing the second task, the driver's attention is diverted from driving operations. Therefore, while the second task is being performed, the driver is likely to feel uneasy about changes in behavior due to autonomous driving by the autonomous driving ECU 50b. For example, when vehicle Am is traveling in a traffic jam, other vehicles frequently cut in depending on the traffic jam conditions. In such a scenario, even if the autonomous driving function is operating normally, the driver may feel uneasy about changes in behavior of vehicle Am in response to other vehicles cutting in.

[0062] Based on the presentation control program, the HCU 100 further includes a plurality of functional units that manage the execution of the driver's second task during automated driving in a congested section. Specifically, the HCU 100 further includes a congestion determination unit 72, an interruption prediction unit 73, an interruption determination unit 74, and an integrated state estimation unit 75.

[0063] The traffic congestion determination unit 72 determines whether or not the vehicle Am is in a traffic jam during an automatic driving period in which the vehicle Am is traveling using the automatic driving function. The traffic congestion determination unit 72 determines whether or not the vehicle Am (hereinafter also referred to as the vehicle itself) is caught in a traffic jam based on the vehicle speed information, map data, route information, and recognition information about the vehicle's surroundings acquired by the information acquisition unit 71. As an example, the traffic congestion determination unit 72 determines that the vehicle Am is in a traffic jam when the traveling speed of the vehicle itself is equal to or less than a predetermined traffic congestion determination threshold (e.g., 10 km / h) and a leading vehicle Af is present ahead of the vehicle itself. The leading vehicle Af is another vehicle ahead that the vehicle itself follows while maintaining a reasonable inter-vehicle distance (e.g., several meters to several tens of meters) during a traffic jam. After determining that the vehicle is in a traffic jam, the traffic congestion determination unit 72 determines that the traffic jam has been resolved when the traveling speed of the vehicle itself exceeds a predetermined traffic congestion resolution threshold (e.g., 50 km / h).

[0064] In addition, when it is determined that there is congestion around the host vehicle, the congestion determination unit 72 further determines the congestion pattern around the host vehicle. The congestion determination unit 72 identifies the congestion pattern that corresponds to the current congestion around the host vehicle from among preset congestion patterns A to D (see FIGS. 4 to 7).

[0065] The congestion pattern A shown in FIG. 4 is based on the assumption that the vehicle is traveling in the center lane Ln2 on a road that includes three or more lanes. The center lane Ln2 is a lane excluding the rightmost lane Ln3 and the leftmost lane Ln1. There may be multiple center lanes Ln2 on the road. The congestion pattern A is a congestion pattern in which other vehicles are present in front of and on both sides of the vehicle traveling in the center lane Ln2. The congestion determination unit 72 determines that the congestion is pattern A when the traveling speed of the vehicle is equal to or less than the congestion determination threshold and the preceding vehicle Af and adjacent vehicles Ad on the left and right are all detected.

[0066] The detection range for determining the presence or absence of an adjacent vehicle Ad may include not only the sides of the vehicle but also a small area (for example, about 5 m) in front of and behind the vehicle. Furthermore, the detection range for the adjacent vehicle Ad may be constant or may be adjusted according to the vehicle's traveling speed.

[0067] 5 is based on the assumption that the host vehicle is traveling in the rightmost lane Ln3 or the leftmost lane Ln1 on a road including multiple lanes. The congestion pattern B is a congestion pattern in which a preceding vehicle Af is present ahead of the host vehicle, and an adjacent vehicle Ad is present in the adjacent center lane Ln2. The congestion determination unit 72 determines that the congestion corresponds to pattern B when the traveling speed of the host vehicle is equal to or less than the congestion determination threshold, and both the preceding vehicle Af and the adjacent vehicle Ad are detected.

[0068] 6 is a congestion pattern in which only the host vehicle lane in which the host vehicle is traveling is congested among multiple lanes. The congestion determination unit 72 determines that the congestion is pattern C when the traveling speed of the host vehicle is equal to or less than the congestion determination threshold, a preceding vehicle Af is detected, and an adjacent vehicle Ad is not detected.

[0069] 7 is a congestion pattern in which only the route lane Lnr (see the dotted area) identified based on the route information is congested. The congestion determination unit 72 determines that the congestion is pattern D when the traveling speed of the host vehicle is equal to or less than the congestion determination threshold and a leading vehicle Af is detected ahead of the host vehicle traveling in the route lane Lnr.

[0070] Details of the congestion determination process performed by the congestion determination unit 72 will be described below based on Fig. 8 and with reference to Figs. 4 to 7. The congestion determination unit 72 starts the congestion determination process based on acquisition of status information indicating the start of autonomous driving by the autonomous driving ECU 50b. The congestion determination unit 72 starts the congestion determination process repeatedly at a predetermined cycle until autonomous driving by the autonomous driving ECU 50b ends.

[0071] In S101, it is determined whether the traveling speed of the vehicle is equal to or less than the congestion determination threshold based on the latest vehicle speed information. If it is determined in S101 that the traveling speed exceeds the congestion determination threshold, the process proceeds to S102. In S102, it is determined that there is no congestion around the vehicle (non-congestion determination), and the current congestion determination process is terminated.

[0072] On the other hand, if it is determined in S102 that the traveling speed is equal to or less than the congestion determination threshold, the process proceeds to S103. In S103, it is determined whether or not there is a preceding vehicle Af traveling ahead of the host vehicle. If it is determined in S103 that the preceding vehicle Af has not been detected, the process proceeds to S102, where a non-congestion determination is made. On the other hand, if it is determined in S103 that the preceding vehicle Af has been detected, the process proceeds to S104.

[0073] In S104, it is determined whether or not there is an adjacent vehicle Ad. If it is determined in S104 that adjacent vehicle Ad have been detected in all adjacent lanes, the process proceeds to S105. In S105, it is determined that there is congestion around the host vehicle (congestion determination), and the congestion pattern is determined, and the process proceeds to S109. In S105, it is determined that the congestion pattern is either congestion pattern A or congestion pattern B depending on the position of the host vehicle's lane.

[0074] If it is determined in S104 that there is an adjacent lane in which an adjacent vehicle Ad is not detected, the process proceeds to S106. In S106, it is determined based on the route information whether the lane in which the vehicle is traveling is the route lane Lnr. If it is determined in S106 that the lane in which the vehicle is traveling is not the route lane Lnr, the process proceeds to S107. In S107, it is determined that the lane in which the vehicle is traveling is congested, and it is determined that the congestion is of congestion pattern C, and the process proceeds to S109.

[0075] On the other hand, if the vehicle lane is the route lane Lnr and it is determined in S106 that the route lane Lnr is congested, the process proceeds to S108. In S108, it is determined that the route lane Lnr is congested and that it is congested according to congestion pattern D, and the process proceeds to S109.

[0076] In S109, it is determined whether the traveling speed of the vehicle has exceeded the congestion resolution threshold based on the latest vehicle speed information. If it is determined in S109 that the traveling speed is equal to or less than the congestion resolution threshold, the process returns to S104. On the other hand, if it is determined in S109 that the traveling speed has exceeded the congestion resolution threshold, the current congestion determination process is terminated.

[0077] The cut-in prediction unit 73 shown in FIG. 3 predicts a cut-in by detecting a sign that the adjacent vehicle Ad is about to cut in ahead of the host vehicle. As an example, the cut-in prediction unit 73 determines whether the turn signal (blinker) of the adjacent vehicle Ad on the host vehicle's lane side is flashing based on the recognition information of the environment recognition unit 61 or the analysis results of the image data of the camera unit 31. If the turn signal of the adjacent vehicle Ad on the host vehicle's lane side is flashing, the cut-in prediction unit 73 detects the activation of the turn signal as a sign of a cut-in. As another example, the cut-in prediction unit 73 may acquire detection information of another vehicle in an adjacent lane by a blind spot monitor. In this case, the approach of the adjacent vehicle Ad that is traveling at a speed different from the host vehicle is detected as a sign of a cut-in ahead of the host vehicle.

[0078] The cut-in prediction unit 73 may also detect a lateral movement of the adjacent vehicle Ad that offsets the adjacent vehicle Ad within the lane toward the dividing line between the adjacent lane and the own vehicle lane as a sign of an attempt to cut in. Furthermore, if the adjacent vehicle Ad is equipped with an autonomous driving function, the cut-in prediction unit 73 may acquire the planned driving line of the adjacent vehicle Ad through vehicle-to-vehicle communication with the adjacent vehicle Ad. In this case, the cut-in prediction unit 73 can detect a sign of an attempt to cut in from the planned driving line of the adjacent vehicle Ad that is planning to change lanes into the own vehicle lane.

[0079] The cutting-in determination unit 74 determines whether the adjacent vehicle Ad has actually cut in ahead of the host vehicle. As an example, the cutting-in determination unit 74 determines whether the adjacent vehicle Ad has entered the host vehicle's lane based on the recognition result by the environment recognition unit 61 or the analysis result of the image data captured by the camera unit 31. The cutting-in determination unit 74 determines that the adjacent vehicle Ad has cut in when at least a portion of the adjacent vehicle Ad crosses the dividing line between the adjacent lane and the host vehicle's lane and enters the host vehicle's lane. In addition, the cutting-in determination unit 74 may determine that the adjacent vehicle Ad is cutting in when the lateral movement speed of the adjacent vehicle Ad heading toward the host vehicle's lane exceeds a predetermined speed.

[0080] Here, some or all of the congestion determination process by the congestion determination unit 72, the cut-in prediction process based on sign detection by the cut-in prediction unit 73, and the process of determining whether a cut-in is being made by the cut-in determination unit 74 may be performed by the autonomous driving system 50. In this embodiment, the congestion determination unit 72, the cut-in prediction unit 73, and the cut-in determination unit 74 cooperate with the information acquisition unit 71 to acquire information indicating the processing results of the autonomous driving system 50. That is, the congestion determination unit 72 determines whether a traffic jam is occurring based on information acquired from the autonomous driving system 50 during the autonomous driving period. Similarly, the cut-in prediction unit 73 detects a sign of an attempt by an adjacent vehicle Ad to cut in based on information acquired from the autonomous driving system 50. Furthermore, the cut-in determination unit 74 determines whether an adjacent vehicle Ad has cut in based on information acquired from the autonomous driving system 50.

[0081] The integrated state estimation unit 75 acquires the driver's state information generated by the driver monitor 29 from the information acquisition unit 71. The integrated state estimation unit 75 determines the type of second task being performed by the driver at least during the autonomous driving period. Specifically, the integrated state estimation unit 75 identifies the second task currently being performed by the driver from among multiple types of second tasks assumed in advance.

[0082] For example, viewing content such as movies and audiobooks, watching television, using a smartphone, etc., and other activities (eating, etc.) are assumed as second tasks. The integrated state estimation unit 75 refers to content playback information from the provision control unit 77 and operation information transmitted from the smartphone, etc., and combines this with state information from the driver monitor 29 to select the second task being performed. The integrated state estimation unit 75 may be able to estimate the second task being performed by the driver from an image captured by a near-infrared camera, using a determiner (decision logic) generated by machine learning, for example.

[0083] The process of identifying the second task performed by the driver may be performed by the driver monitor 29. In this case, the integrated state estimation unit 75 acquires information indicating the type of the second task generated by the driver monitor 29 via the communication bus 99 and the information acquisition unit 71.

[0084] The provision control unit 77 controls the method of providing video content CTV (see FIG. 9) and the like provided in relation to the second task during the autonomous driving period in which execution of the second task is permitted, in accordance with the driving environment of the vehicle. When the congestion determination unit 72 determines that there is congestion around the vehicle, the provision control unit 77 restricts the provision of entertainment content and the like by CID 22 in accordance with the congestion pattern and the behavior of the adjacent vehicle Ad.

[0085] Specifically, during an autonomous driving period in which execution of the second task is permitted, the provision control unit 77 displays video in the second task mode, including entertainment content such as video content CTV, on the screen of CID 22. As an example, the display in the second task mode includes video content CTV and a navigation map MP. In the second task mode, the screen of CID 22 is divided into two screen areas, an upper and a lower one. The video content CTV is displayed in the upper screen area (hereinafter referred to as the main display area DA1) so that it is easily visible to the driver. On the other hand, the navigation map MP is displayed in the lower screen area (hereinafter referred to as the sub-display area DA2).

[0086] In the second task mode, the display objects displayed together with the video content CTV, etc. may be changed as appropriate. In the second task mode, the video content CTV may be displayed on the entire screen of CID 22. Furthermore, the content displayed in the second task mode may be set in advance by a driver, etc.

[0087] The provision control unit 77 restricts the display of the video content CTV by switching between multiple second task modes based on the provision information of the congestion determination unit 72, the interruption prediction unit 73, and the interruption determination unit 74. Specifically, the second task mode DMn shown in FIG. 9 is a display mode in which the display of the video content CTV is not restricted. In this unrestricted second task mode DMn, the video content CTV is normally displayed in the main display area DA1. On the other hand, each of the second task modes DMr1 to DMr3 shown in FIGS. 10 to 12 restricts the display of entertainment content such as the video content CTV.

[0088] The second task mode DMr1 shown in FIG. 10 is a display mode in which weak restrictions are imposed on the display of the video content CTV. The provision control unit 77 refers to the result of the congestion pattern determination by the congestion determination unit 72 and determines whether or not the vehicle is experiencing a specific pattern of congestion. Here, congestion patterns C and D make it more likely that an adjacent vehicle Ad wishing to move into the vehicle's lane will forcibly cut in. For this reason, the provision control unit 77 has registered congestion patterns C and D as specific patterns of congestion in which cut-in ahead of the vehicle is more likely to occur. If the determination result by the congestion determination unit 72 indicates congestion pattern C or congestion pattern D, the provision control unit 77 determines that the vehicle is experiencing a specific pattern of congestion and sets the mode to second task mode DMr1.

[0089] In the second task mode DMr1, an interrupt possibility notification MWi is displayed in the main display area DA1. The interrupt possibility notification MWi is a display object including a warning message such as "Watch out for vehicles cutting in front." The interrupt possibility notification MWi is displayed in a horizontal strip near the upper edge of the main display area DA1. The interrupt possibility notification MWi overlaps a portion of the video content CTV in the main display area DA1. Therefore, most of the video content CTV is displayed without being obscured by the interrupt possibility notification MWi. In addition, even when the interrupt possibility notification MWi is displayed, the video and audio of the video content CTV continue to be played. Therefore, the driver's viewing of the video content CTV can continue without being substantially interrupted by the additional display of the interrupt possibility notification MWi.

[0090] The second task mode DMr2 shown in FIG. 11 is a display mode in which a moderate degree of restriction is imposed on the display of the video content CTV. The provision control unit 77 refers to the detection result of an interruption indication by the interruption prediction unit 73, and if an interruption indication is detected, sets the display mode of CID22 to the second task mode DMr2. In the second task mode DMr2, the restriction on the display of the video content CTV is stronger than in the second task mode DMr1. In this way, when the interruption prediction unit 73 detects an interruption indication, the provision control unit 77 restricts the display of the video content CTV more than when the congestion determination unit 72 determines that a specific pattern of congestion is occurring.

[0091] In the second task mode DMr2, an interruption prediction notification MWf is displayed in the main display area DA1. The interruption prediction notification MWf is a display object that includes a warning message such as "There is an interruption ahead." The warning given by the interruption prediction notification MWf is stronger than the warning given by the interruption possibility notification MWi (see Figure 10), and makes the driver aware that the possibility of an interruption occurring is increasing.

[0092] Similar to the interruption prediction notification MWi, the interruption prediction notification MWf is displayed in a horizontally elongated band near the upper edge of the main display area DA1 so as to overlap with a portion of the video content CTV. The vertical width of the interruption prediction notification MWf is wider than that of the interruption possibility notification MWi. Therefore, the display area of ​​the video content CTV in second task mode DMr2 is narrower than that of the video content CTV in second task mode DMr1 (see FIG. 10). As described above, in second task mode DMr2, the display restriction of the video content CTV is strengthened by reducing the display area. On the other hand, even if hidden by the interruption prediction notification MWf, most of the video content CTV is visible to the driver. In addition, even if the interruption prediction notification MWf is additionally displayed, the video and audio playback of the video content CTV continues. Therefore, the driver's viewing of the video content CTV can continue without much hindrance, even in second task mode DMr2.

[0093] The second task mode DMr3 shown in FIG. 12 is a display mode in which strong restrictions are imposed on the display of the video content CTV. The provision control unit 77 refers to the result of the cut-in determination by the cut-in determination unit 74, and sets the mode to the second task mode DMr3 when the adjacent vehicle Ad is cutting in. The second task mode DMr3 imposes stronger restrictions on the display of the video content CTV than the second task modes DMr1 and DMr2. As described above, when the cut-in determination unit 74 determines that the adjacent vehicle Ad is cutting in, the provision control unit 77 restricts the display of the video content CTV more than when the cut-in prediction unit 73 detects a sign of an attempt to cut in. In addition, when the cut-in determination unit 74 determines that the adjacent vehicle Ad is cutting in, the provision control unit 77 restricts the display of the video content CTV more than when the congestion determination unit 72 determines that a specific pattern of congestion exists.

[0094] In second task mode DMr3, an interrupt occurring notification MWa is displayed in the main display area DA1. The interrupt occurring notification MWa is a display object that includes a warning message such as "Interrupt occurring." The warning given by the interrupt occurring notification MWa is stronger than the warnings given by the possible interrupt notification MWi (see FIG. 10) and the predicted interrupt notification MWf (see FIG. 11).

[0095] The interruption notification MWa is displayed in the center of the main display area DA1, overlapping the video content CTV. The interruption notification MWa is a horizontally long rectangle, similar to the video content CTV. The display area of ​​the interruption notification MWa is larger than the display areas of the interrupt possibility notification MWi and the interrupt prediction notification MWf. The interruption notification MWa is displayed overlapping the center of the video content CTV, obscuring most of the video content CTV. In addition, when the interruption notification MWa is displayed, the playback of the video and audio of the video content CTV is interrupted. As described above, in the second task mode DMr3, the display restrictions on the video content CTV are strengthened by reducing the display area and interrupting playback. As a result, the driver's viewing of the video content CTV is forcibly terminated at the discretion of the system.

[0096] As explained above, the content control process for adjusting the entertainment content display restriction by switching the second task mode will be described in detail below based on Fig. 13 and with reference to Figs. 9 to 12. The provision control unit 77 starts the content control process based on a user operation to instruct the start of playback of video content CTV or the like, or based on acquisition of status information indicating the start of autonomous driving by the autonomous driving ECU 50b.

[0097] In S121, CID22 is set to second task mode DMn (see FIG. 9) with no restrictions on display of video content CTV, and the process proceeds to S122. In S122, the result of congestion determination by congestion determination unit 72 is referenced to determine whether or not there is congestion around the vehicle. If it is determined in S122 that there is no congestion, the process returns to S121, and the unrestricted second task mode DMn continues. On the other hand, if it is determined in S122 that there is congestion, the process proceeds to S123.

[0098] In S123, the result of the determination by the cut-in determination unit 74 is referred to, and it is determined whether the adjacent vehicle Ad is currently cutting in front of the host vehicle. If it is determined in S123 that the adjacent vehicle Ad is currently cutting in, the process proceeds to S130. In S130, the second task mode DMr3 (see FIG. 12) is set, which places strict restrictions on the display of the video content CTV, and the process proceeds to S131. According to S130, a cut-in notification MWe is displayed as an overlay on the video content CTV. On the other hand, if it is determined in S123 that the adjacent vehicle Ad is not currently cutting in, the process proceeds to S124.

[0099] In S124, the result of the determination by the cut-in prediction unit 73 is referenced to determine whether or not a sign of an adjacent vehicle Ad cutting in has been detected, that is, whether or not a cut-in prediction has been made. If it is determined in S124 that there is no cut-in prediction for the adjacent vehicle Ad, the process proceeds to S125. In S125, the process sets to the unlimited second task mode DMn (see FIG. 9), and the process proceeds to S131. On the other hand, if it is determined in S124 that there is a cut-in prediction for the adjacent vehicle Ad, the process proceeds to S126.

[0100] In S126, the result of the congestion pattern determination by the congestion determination unit 72 is referenced to determine whether the vehicle is in a traffic jam of a specific pattern. If it is determined in S126 that the vehicle is in a traffic jam of a pattern other than a specific pattern (hereinafter, a non-specific pattern), that is, if the determination result indicates congestion pattern A or congestion pattern B, the process proceeds to S128. In S128, the second task mode DMr1 (see FIG. 10) is set, which places weak restrictions on the display of the video content CTV, and the process proceeds to S131. According to S128, an interrupt possibility notification MWi is additionally displayed at the upper edge of the main display area DA1.

[0101] If it is determined in S126 that the vehicle is in a traffic jam of a specific pattern, that is, if the determination result indicates traffic jam pattern C or traffic jam pattern D, the process proceeds to S127. In S127, it is determined whether the vehicle's traveling speed during the traffic jam exceeds a speed threshold (for example, approximately 30 km / h). If it is determined in S127 that the traveling speed is less than the speed threshold and the vehicle is traveling at a low speed (approximately 0 to 29 km / h), the process proceeds to S129. In S129, the second task mode DMr2 (see FIG. 11) is set, which places a moderate restriction on the display of the video content CTV, and the process proceeds to S131. According to S129, an interrupt prediction notification MWf is additionally displayed at the upper edge of the main display area DA1.

[0102] If it is determined in S127 that the traveling speed is equal to or greater than the speed threshold and the host vehicle is traveling at high speed (approximately 30 to 50 km / h), the mode is set to second task mode DMr3 in S130, and the process proceeds to S131.

[0103] In S131, it is determined whether to terminate the second task mode. As one example, if a user operation to terminate the display of the video content CTV is performed, a determination is made in S131 as to whether to terminate the second task mode. As another example, if status information indicating the end or interruption of level 3 autonomous driving by the autonomous driving ECU 50b is acquired, a determination is made in S131 as to whether to terminate the second task mode. If it is determined in S131 that the second task mode should be continued, the process returns to S122, and the provision of the video content CTV, etc. to the driver continues. As described above, even if, for example, the determined traffic congestion pattern transitions from a non-specific pattern to a specific pattern, switching to the second task mode results in an adjustment to strengthen the display restriction on the video content CTV.

[0104] On the other hand, if it is determined in S131 that the second task mode should be ended, the process proceeds to S132. In S132, the screen of CID 22 is switched from the second task mode to the normal mode, and the series of content control processes ends. In addition to the navigation map MP, CID 22 may display the status of vehicle Am, video from the rear camera, and the like.

[0105] 3 changes the allowable range of second tasks permitted to the driver during the autonomous driving period based on the information provided by the congestion determination unit 72. When the vehicle is in a traffic jam of a non-specific pattern, the provision control unit 77 adjusts the allowable range of second tasks permitted to the driver to be wider than when the vehicle is in a traffic jam of a specific pattern.

[0106] To explain in more detail, there are two types of driving handover from the automated driving system 50 to the driver: handover, in which the system decides to hand over control to the driver in a planned manner, and override, in which the driver takes control at their own discretion in a highly urgent situation. A driving handover in which the driver suspends the second task being performed and the automated driving system 50 takes over driving operations from the driver falls under handover.

[0107] Here, if the driver is simply watching the video content CTV displayed on CID22, both of the driver's hands are free. Therefore, the driver can quickly respond to a request to take over driving for handover. Therefore, operating CID22, including watching the video content CTV, is a second task that is likely to be permitted. On the other hand, if the driver is operating the user terminal and eating, both or one of the driver's hands will be occupied. Therefore, it will be difficult for the driver to quickly respond to a request to take over driving for handover. Therefore, operating the user terminal and eating are second tasks that are unlikely to be permitted.

[0108] For the above reasons, when the vehicle is autonomously traveling in a traffic jam of a non-specific pattern with a relatively low frequency of interruptions, the provision control unit 77 includes not only the operation of CID 22 but also the operation of the user terminal and actions such as eating in the allowable range of the second task. On the other hand, when the vehicle is autonomously traveling in a traffic jam of a specific pattern with a relatively high frequency of interruptions, the provision control unit 77 includes the operation of CID 22 in the allowable range of the second task, but excludes the operation of the user terminal and actions such as eating from the allowable range of the second task.

[0109] In the second task mode DMa when the second task currently being performed identified by the integrated state estimation unit 75 is of an unauthorized type outside the allowable range, the provision control unit 77 displays an interruption request notification MWr in the main display area DA1 of the CID 22, as shown in FIG. 14 . The interruption request notification MWr is a display object including a warning message such as, for example, "An unauthorized task is being performed." The interruption request notification MWr is displayed in a horizontal strip near the upper edge of the main display area DA1 so as to overlap with a portion of the video content CTV. In addition to displaying the interruption request notification MWr, the provision control unit 77 also controls the audio device 24 to play an audio message requesting the interruption of the currently being performed task.

[0110] As explained above, the range control process that controls the allowable range of the second task, and the state monitoring process that monitors the driver's state and issues a warning about the execution of an unauthorized task will be described in detail below based on Figures 15 and 16 and with reference to Figures 3 and 14. The provision control unit 77 starts the range control process and the state monitoring process based on the acquisition of status information that indicates the start of autonomous driving by the autonomous driving ECU 50b. The provision control unit 77 repeatedly starts the range control process and the state monitoring process at a predetermined cycle until autonomous driving by the autonomous driving ECU 50b ends.

[0111] 15, in S141 of the range control process, the result of the congestion pattern determination by the congestion determination unit 72 is referenced to determine the congestion pattern around the vehicle, and the process proceeds to S142. In S142, it is determined whether or not the vehicle is in a congestion of a specific pattern. If it is determined in S142 that the vehicle is in a congestion of a specific pattern, that is, if the determination result indicates congestion pattern C or congestion pattern D, the process proceeds to S143. In S143, the allowable range for the second task is set narrower so that operation of the user terminal and actions such as eating are not permitted, and the range control process for this time is terminated.

[0112] On the other hand, if it is determined in S142 that a non-specific pattern of congestion is occurring, that is, if the determination result indicates congestion pattern A or congestion pattern B, the process proceeds to S144. In S144, the allowable range for the second task is set wide so that operation of the user terminal and activities such as eating are permitted, and the range control process ends.

[0113] In S151 of the state monitoring process shown in Figure 16, the allowable range of the second task set in the range control process (see Figure 15) is determined, and the process proceeds to S152. In S152, the second task currently being performed by the driver is determined, and the process proceeds to S153. In S153, it is determined whether the second task being performed determined in S152 is within the current allowable range determined in S151. If it is determined in S153 that the second task being performed is within the allowable range, the current state monitoring process is terminated.

[0114] On the other hand, if it is determined in S153 that the second task being performed is outside the allowable range, the process proceeds to S154. In S154, a request to interrupt the second task being performed is output to the driver, and the current state monitoring process is terminated. According to S154, an interrupt request notification MWr is additionally displayed on CID 22 (see FIG. 14).

[0115] In the first embodiment described above, when the vehicle is traveling in a traffic jam using the autonomous driving function, if a sign that an adjacent vehicle Ad is about to cut in ahead is detected, the display of the video content CTV provided to the driver is restricted. Therefore, the driver is notified of the predicted cut-in by the adjacent vehicle Ad by a change in the display of the video content CTV being provided. This notification makes it less likely that the driver will feel anxious when traveling in a traffic jam using the autonomous driving function.

[0116] More specifically, when an adjacent vehicle Ad cuts in, the autonomous driving function performs braking control, for example, to maintain a certain distance from the adjacent vehicle Ad. Such a change in the vehicle's behavior may seem sudden to a driver who is paying attention to the video content CTV and not aware of the situation around the vehicle, and this can easily cause anxiety for the driver. Therefore, if a display change is made in the video content CTV when a sign of an attempt to cut in is detected, the driver can recognize the possibility of a behavior change occurring in the vehicle before it actually occurs. As a result, when a cut-in actually occurs, the driver's anxiety about the change in the vehicle's behavior can be reduced.

[0117] Additionally, in the first embodiment, when the vehicle is traveling in a traffic jam using the autonomous driving function, if it is determined that the traffic jam is of a specific pattern that makes it likely for an adjacent vehicle Ad to cut in, the display of the video content CTV provided to the driver is restricted. Therefore, the driver can be notified of the possibility of an adjacent vehicle Ad cutting in by a change in the display of the video content CTV being provided. This notification reduces the driver's anxiety when traveling in a traffic jam using the autonomous driving function.

[0118] As described above, if a display change occurs in the video content CTV when a traffic jam occurs with a specific pattern that makes it easy for a cut-in to occur, the driver can recognize the possibility of a behavior change occurring in the vehicle before the behavior change actually occurs. As a result, when a cut-in actually occurs, the driver's anxiety about the behavior change of the vehicle can be reduced.

[0119] Furthermore, in the first embodiment, when the vehicle is traveling in a traffic jam using the autonomous driving function, if it is determined that the traffic jam is of a specific pattern in which an adjacent vehicle Ad is likely to cut in, the tolerance range of specific actions permitted to the driver is narrowed. Therefore, when there is a possibility that an adjacent vehicle Ad will cut in, the tolerance range may be changed so that a second task that is likely to cause anxiety is not permitted. As a result, the driver is less likely to feel anxious when traveling in a traffic jam using the autonomous driving function.

[0120] As described above, if the second task, which is difficult to respond to, is interrupted in advance when a traffic jam of a specific pattern where cutting in is likely to occur, the driver can recognize the possibility of a behavior change occurring in the vehicle before the behavior change actually occurs. As a result, when a cutting in actually occurs, the driver's anxiety about the behavior change of the vehicle can be reduced.

[0121] Furthermore, in the first embodiment, when the interruption determination unit 74 determines that the adjacent vehicle Ad is currently interrupting, the display of the video content CTV is more restricted than when the interruption prediction unit 73 detects signs that the adjacent vehicle Ad is about to interrupt.

[0122] In addition, in the first embodiment, when the interruption determination unit 74 determines that the adjacent vehicle Ad is interrupting, the display of the video content CTV is more restricted than when the congestion determination unit 72 determines that a specific pattern of congestion is occurring.

[0123] As described above, if the display of the video content CTV is severely restricted, the driver's attention is more likely to be directed away from the video content CTV and toward the situation around the vehicle. As a result, the driver can predict the behavioral changes of the vehicle caused by the adjacent vehicle Ad cutting in. Therefore, the driver's anxiety about the actual behavioral changes can be reduced.

[0124] On the other hand, if a vehicle is not actually cutting in, the display restrictions on the CTV video content can be relaxed, allowing the driver to continue watching the CTV video content while paying attention to the situation around the vehicle. As a result, the driver's anxiety can be alleviated and the warning message can be provided in a way that is less likely to be annoyed.

[0125] Furthermore, in the first embodiment, the display restriction imposed when the congestion determination unit 72 determines that a traffic jam of a specific pattern is occurring is weaker than the display restriction imposed when the cut-in prediction unit 73 detects a sign that an adjacent vehicle Ad is about to cut in. As a result, a warning message can be issued that directs the driver's attention to the surroundings of the vehicle while not interfering with the viewing of the video content CTV.

[0126] Furthermore, in the first embodiment, the provision control unit 77 determines whether the traveling speed of the host vehicle during traffic congestion exceeds a speed threshold. If the traveling speed of the host vehicle exceeds the speed threshold, the display of the content is more restricted than when the traveling speed is below the speed threshold. As such, as the traveling speed increases, it becomes more difficult to ensure time to issue a warning based on the detection of an early warning sign. Therefore, by strengthening the display restriction of the video content CTV while the vehicle is traveling at high speed, the driver's attention can be drawn to the surroundings of the host vehicle at an early stage, allowing the driver to recognize the possibility of a change in behavior in sufficient time.

[0127] In the above embodiment, the video content CTV corresponds to the “content,” the provision control unit 77 corresponds to the “provision restriction unit,” and the HCU 100 corresponds to the “presentation control device.” As described above, the congestion patterns A and B correspond to “non-specific pattern” congestion, and the congestion patterns C and D correspond to “specific pattern” congestion.

[0128] Second Embodiment 17 to 35 are modified examples of the first embodiment. In the second embodiment, when a vehicle Am is traveling in a traffic jam using an automatic driving function, the situation behind the vehicle Am is grasped, and display restrictions on video content CTV are implemented in accordance with a prediction of a rear-end collision.

[0129] The perimeter monitoring sensor 30 shown in FIG. 17 has a camera unit 31 and millimeter-wave radar 32 that detect the area in front of and to the sides of the host vehicle, as well as a camera unit 31 and millimeter-wave radar 32 whose detection range is behind and to the rear sides of the host vehicle. The perimeter monitoring sensor 30 detects a following vehicle Ab (see FIG. 18) and a following-side vehicle Abs (see FIG. 18) as other vehicles traveling around the host vehicle, in addition to a leading vehicle Af and an adjacent vehicle Ad. In addition to the camera unit 31 and millimeter-wave radar 32, the perimeter monitoring sensor 30 can use detection components such as lidar and sonar to detect the following vehicle Ab and the following-side vehicle Abs. The perimeter monitoring sensor 30 provides detection information behind the host vehicle to the autonomous driving system 50.

[0130] The environment recognition unit 61 of the autonomous driving system 50 grasps the relative positions and relative speeds of the following vehicle Ab and the rear-side vehicles Abs based on the detection information behind the host vehicle by the periphery monitoring sensor 30. The environment recognition unit 61 recognizes, as the following vehicle Ab, a close following vehicle Ab1 (see FIG. 18) traveling in the host vehicle lane at a position close to the host vehicle, and a distant following vehicle Ab2 (see FIG. 25) traveling at a position farther away from the host vehicle than the close following vehicle Ab1. The environment recognition unit 61 distinguishes between the close following vehicle Ab1 and the distant following vehicle Ab2 based on the inter-vehicle distance and relative speed (inter-vehicle time) between the host vehicle and the close following vehicle Ab1. As an example, the close following vehicle Ab1 is another vehicle that follows the host vehicle at a reasonable distance (several meters to several tens of meters) during traffic congestion. The distant following vehicle Ab2 is not limited to another vehicle traveling in the host vehicle lane, but may also be another vehicle traveling in an adjacent lane. The inter-vehicle distances from the host vehicle to the close rear vehicle Ab1 and the distant rear vehicle Ab2 are both stable. The environment recognition unit 61 recognizes other vehicles located behind the host vehicle and traveling close to the host vehicle in adjacent lanes as rear-side vehicles Abs. The environment recognition unit 61 provides the recognition results of the rear vehicle Ab and the rear-side vehicles Abs to the HCU 100 along with the recognition results of other driving environments.

[0131] The HCU 100 further includes a rear recognition unit 76 as a functional unit that manages the execution of the driver's second task while the vehicle is automatically traveling through a congested section. The rear recognition unit 76 recognizes the presence of a rear vehicle Ab and a rear-side vehicle Abs traveling behind the vehicle Am, based on the recognition result acquired from the environment recognition unit 61 via the information acquisition unit 71.

[0132] The congestion determination unit 72 determines the congestion pattern around the vehicle during the automatic driving period when the vehicle is congested (congestion level 3) based on information about the rear vehicle Ab and the rear side vehicle Abs grasped by the rear grasping unit 76. In addition to the congestion patterns A to D (see FIGS. 4 to 7) of the first embodiment, the congestion determination unit 72 identifies the congestion pattern that corresponds to the current congestion around the vehicle from congestion patterns E to H, J, and K (see FIGS. 18 to 26 and 31) depending on the status of other vehicles behind the vehicle.

[0133] 18 and 19 is a state in which the area around vehicle Am is filled with other vehicles. The congestion determination unit 72 determines that the congestion is pattern E when, in addition to the leading vehicle Af and adjacent vehicle Ad, the closely following vehicle Ab1 and the rearward vehicle Abs are all present. The congestion pattern E shown in FIG. 18 is based on congestion pattern A (see FIG. 4), in which vehicle Am and the closely following vehicle Ab1 are traveling in the center lane Ln2 of a road that includes three or more lanes. The rearward vehicle Abs is present in both the leftmost lane Ln1 and the rightmost lane Ln3. The congestion pattern E shown in FIG. 19 is based on congestion pattern B (see FIG. 5), in which vehicle Am and the closely following vehicle Ab1 are traveling in the leftmost lane Ln1 or the rightmost lane Ln3. The rearward vehicle Abs is traveling in the center lane Ln2.

[0134] 20 and 21 is a state in which only the rear of the host vehicle's lane is clear. The congestion determination unit 72 determines that the congestion is pattern F when a leading vehicle Af, an adjacent vehicle Ad, and a rear vehicle Abs are present, but a rear vehicle Ab (close rear vehicle Ab1) is not present. The congestion pattern F shown in FIG. 20 is based on congestion pattern A (see FIG. 4), and the rear of the vehicle Am traveling in the center lane Ln2 is clear. Meanwhile, rear vehicles Abs are present in both the leftmost lane Ln1 and the rightmost lane Ln3. The congestion pattern F shown in FIG. 21 is based on congestion pattern B (see FIG. 5), and the rear of the vehicle Am traveling in the leftmost lane Ln1 or the rightmost lane Ln3 is clear. Meanwhile, a rear vehicle Abs is present in the center lane Ln2.

[0135] 22 and 23 is a state in which only the lane behind the vehicle (adjacent lane) is empty. The congestion determination unit 72 determines that the congestion is pattern G when a leading vehicle Af, an adjacent vehicle Ad, and a trailing vehicle Ab (close trailing vehicle Ab1) are present, but no trailing vehicle Abs is present. The congestion pattern G shown in FIG. 22 is based on congestion pattern A (see FIG. 4), in which vehicle Am and the trailing vehicle Ab1 are traveling in the center lane Ln2. In contrast, a space where no trailing vehicle Abs is present is created in at least one of the leftmost lane Ln1 or the rightmost lane Ln3. The congestion pattern G shown in FIG. 23 is based on congestion pattern B (see FIG. 5), in which vehicle Am and the trailing vehicle Ab1 are traveling in the leftmost lane Ln1 or the rightmost lane Ln3. In contrast, a space where no trailing vehicle Abs is present is created in the center lane Ln2.

[0136] Congestion pattern H shown in Figure 24 is a state in which all lanes other than the vehicle's lane (adjacent lanes) are empty. The congestion determination unit 72 determines that the congestion is pattern H when a leading vehicle Af and a trailing vehicle Ab (close trailing vehicle Ab1) are present but no rearward vehicle Abs is present. Congestion pattern H is based on congestion pattern C (see Figure 6), in which vehicle Am and the nearby trailing vehicle Ab1 are traveling in the center lane Ln2. In contrast, a space where no adjacent vehicle Ad or rearward vehicle Abs is present exists in at least one of the leftmost lane Ln1 or the rightmost lane Ln3.

[0137] 25 and 26 is a state in which there are no close following vehicles Ab1 and no rear lateral vehicles Abs, but there is a distant following vehicle Ab2 traveling at approximately the same speed as the host vehicle Am. The congestion pattern J shown in FIG. 25 is based on congestion pattern A (see FIG. 4), and there is at least one distant following vehicle Ab2 behind the vehicle Am traveling in the center lane Ln2. The congestion pattern J shown in FIG. 26 is based on congestion pattern B (see FIG. 5), and there is at least one distant following vehicle Ab2 behind the vehicle Am traveling in the leftmost lane Ln1 or the rightmost lane Ln3.

[0138] The congestion pattern K (see FIG. 31) is a state in which there are no distant following vehicles Ab2 in addition to the close following vehicle Ab1 and the rear side vehicles Abs. The congestion determination unit 72 determines that the congestion is of pattern K when the distant following vehicle Ab2 is not recognized by the periphery monitoring sensor 30.

[0139] The congestion determination unit 72 shown in FIG. 17 further determines whether the route lane Lnr (see the dotted range in FIG. 8 and FIG. 27) identified based on the route information is a risk section SeR in congestion pattern D when traveling through the route lane Lnr. The risk section SeR is a section related to merging or branching. Specifically, risk sections SeR include sections of branch lanes (see FIG. 8) branching off from the main lane that contact the main lane, and sections of merged lanes of the main line that connect to the merging lane (see FIG. 27) that contact the merging lane. When traveling through such a risk section SeR, as will be described later, the display restriction of the video content CTV or the second task restriction continues until the vehicle Am passes the end point NE of the risk section SeR.

[0140] If the traveling speed of the vehicle Am is equal to or less than the traffic congestion determination threshold and a preceding vehicle Af is detected, the traffic congestion determination unit 72 determines whether the road on which the vehicle is traveling is a one-lane road (see FIG. 28). On such a one-lane road, there is essentially no chance of a vehicle cutting into the host vehicle's lane Lns from the adjacent oncoming lane Lna. Therefore, if the traffic congestion determination unit 72 determines that the vehicle is traveling on a one-lane road, the provision control unit 77 stops restricting the display of the video content CTV or the second task.

[0141] Details of the congestion determination process of the second embodiment performed by the congestion determination unit 72 will be described below based on Figures 29 and 30, and with reference to Figures 17 to 26 and 31. Note that the processing contents of S201 to S207 and S209 in the second embodiment are substantially the same as the processing contents of S101 to S108 (see Figure 8) in the first embodiment, and therefore detailed description of these steps will be omitted.

[0142] In S208, it is determined whether the congested route lane Lnr is a risk section SeR. If it is determined in S208 that it is not a risk section SeR, the process proceeds to S207, where it is determined that the area around the vehicle is a congestion pattern of pattern C. On the other hand, if it is determined that it is a risk section SeR, the process proceeds to S209, where it is determined that it is a congestion pattern D, which has a higher risk of cutting in than congestion pattern C.

[0143] In S210, after identifying the congestion patterns ahead and to the sides in S203 to S209, the presence of a nearby rear vehicle Ab1 traveling behind the host vehicle and approaching the host vehicle is determined. If it is determined in S210 that a nearby rear vehicle Ab1 is present, the process proceeds to S211, where the presence of a rear side vehicle Abs traveling in an adjacent lane is determined. If it is determined in S211 that a rear side vehicle Abs is present in all adjacent lanes, the process proceeds to S212. In S212, it is determined that the area around the host vehicle is a congestion pattern of pattern E, the determination result is updated to congestion patterns A to D, and the process proceeds to S221.

[0144] On the other hand, if it is determined in S211 that there is an adjacent lane in which a rear vehicle Abs does not exist, the process proceeds to S213. In S213, it is determined whether or not there is an adjacent vehicle Ad traveling in an adjacent lane. If it is determined in S213 that there is an adjacent vehicle Ad in all adjacent lanes, the process proceeds to S214. In S214, it is determined that the congestion pattern around the host vehicle is pattern G, the determination result is updated to congestion pattern A or B, and the process proceeds to S221. On the other hand, if it is determined that there is an adjacent lane in which there is no adjacent vehicle Ad, the process proceeds from S213 to S215. In S215, it is determined that the congestion pattern around the host vehicle is pattern H, the determination result is updated to congestion pattern C or D, and the process proceeds to S221.

[0145] If it is determined in S210 that there is no closely following vehicle Ab1, the process proceeds to S216, where the presence of a rear vehicle Abs traveling in an adjacent lane is ascertained. If it is determined in S216 that there are rear vehicles Abs in all adjacent lanes, the process proceeds to S217. In S217, it is determined that the area around the vehicle is in a congestion pattern of pattern F, the determination result of which is congestion pattern A to D, and the process proceeds to S221.

[0146] On the other hand, if it is determined in S216 that there is an adjacent lane in which there is no rear vehicle Abs, the process proceeds to S218. In S218, it is determined whether there is a distant rear vehicle Ab2. If it is determined in S218 that there is at least one distant rear vehicle Ab2, the process proceeds to S219. In S219, it is determined that the congestion pattern around the host vehicle is pattern J, the determination result between congestion patterns A and D is updated, and the process proceeds to S221. On the other hand, if it is determined that there is no distant rear vehicle Ab2, the process proceeds to S220. In S220, it is determined that the congestion pattern around the host vehicle is pattern K, the determination result between congestion patterns A and D is updated, and the process proceeds to S221. Furthermore, if the situation behind the host vehicle is unknown due to factors such as road shape and weather information, the determination result between congestion patterns A and D is maintained, and the process proceeds to S221.

[0147] In S221, it is determined whether the traveling speed of the vehicle has exceeded the congestion resolution threshold based on the latest vehicle speed information. If it is determined in S221 that the traveling speed is equal to or less than the congestion resolution threshold, the process returns to S204. On the other hand, if it is determined in S221 that the traveling speed has exceeded the congestion resolution threshold, the current congestion determination process is terminated.

[0148] The provision control unit 77 (see FIG. 17 ) changes the allowable range of the second task permitted to the driver during the autonomous driving period according to the status of the rear vehicle Ab grasped by the rear grasping unit 76, and restricts the display of the video content CTV. Specifically, the provision control unit 77 predicts the risk of a rear-end collision from behind the vehicle based on the traffic congestion pattern determination result by the traffic congestion determination unit 72, and switches the second task mode according to the risk of rear-end collision. By switching the second task mode, the provision control unit 77 adjusts the display restriction of entertainment content provided during the autonomous driving period. When the traffic congestion determination unit 72 determines that the vehicle is in a traffic jam of a specific pattern, the provision control unit 77 can tighten the restriction on the display of the video content CTV that is provided.

[0149] More specifically, the provision control unit 77 sets a level of risk of a rear-end collision for each congestion pattern (see FIG. 31). As an example, the ranking of the risk of a rear-end collision is as follows: congestion pattern K, congestion pattern J, congestion pattern E, congestion pattern G, congestion pattern H, congestion pattern F, and congestion patterns A to D. That is, congestion pattern K, in which there is no vehicle Ab behind, is set as the congestion pattern with the lowest risk of a rear-end collision. In contrast, congestion patterns A to D, in which the presence of vehicle Ab behind cannot be confirmed, are set as the congestion patterns with the highest risk of a rear-end collision. As the risk of a rear-end collision becomes lower, the provision control unit 77 relaxes the restrictions on the second task and weakens or eliminates the display restrictions on the video content CTV.

[0150] When a following vehicle Ab traveling in the same lane as the host vehicle is not recognized, the provision control unit 77 sets a narrower tolerance range for the second task and strengthens the display restriction on the video content CTV compared to when a following vehicle Ab is recognized. That is, the provision control unit 77 registers congestion patterns F, A to D in which a following vehicle Ab is not recognized as specific patterns of congestion that are likely to increase the risk of a rear-end collision with the following vehicle Ab. On the other hand, congestion patterns other than congestion patterns F, A to D, in which the rear of the host vehicle is guarded by a close following vehicle Ab1 or a distant following vehicle Ab2, are considered to be non-specific patterns of congestion.

[0151] When the congestion determination unit 72 recognizes that the current traffic congestion is one of congestion patterns K, J, or E, the provision control unit 77 sets the current traffic congestion mode to a second task mode DMn (see FIG. 9 ) in which the display of the video content CTV is not restricted. As a result, the video content CTV is normally displayed in the main display area DA1.

[0152] When the traffic congestion determination unit 72 recognizes that the traffic congestion is pattern G or H, the provision control unit 77 sets the mode to second task DMr1 (see FIG. 32), in which the display of the video content CTV is slightly restricted. In second task mode DMr1, a nearby vehicle notification MWis is displayed in the main display area DA1. The nearby vehicle notification MWis is a display object containing a warning message such as "Pay attention to surrounding vehicles." The nearby vehicle notification MWis is displayed in a horizontal strip near the upper edge of the main display area DA1, slightly obscuring the upper edge of the video content CTV. In second task mode DMr1, the video and audio playback of the video content CTV continues.

[0153] When the traffic congestion determination unit 72 recognizes that the traffic congestion is one of the traffic congestion patterns F, A to D (specific patterns), the provision control unit 77 sets the display of the video content CTV to a second task mode DMr2 (see FIG. 33), in which the display of the video content CTV is further restricted. In the second task mode DMr2, a surrounding vehicle warning MWbn is displayed in the main display area DA1. The surrounding vehicle warning MWbn is a display object including a warning message such as "Pay attention to vehicles ahead and behind you." The warning message provided by the surrounding vehicle warning MWbn is stronger than the information provided by the surrounding vehicle notification MWis (see FIG. 32). Like the surrounding vehicle notification MWis, the surrounding vehicle warning MWbn is displayed in a horizontal strip near the upper edge of the main display area DA1 so as to overlap with part of the video content CTV. Even if it is hidden by the surrounding vehicle warning MWbn, most of the video content CTV is visible to the driver.

[0154] As described above, the content control process of the second embodiment, which adjusts the content display restriction by switching the second task mode, will be described in detail below based on Fig. 34, with reference to Figs. 9, 12, 17, 31 to 33, etc. The content control process is performed by the provision control unit 77 during an automatic driving period when the vehicle Am is driving using the automatic driving function.

[0155] In S221, the display of CID 22 is set to second task mode DMn (see FIG. 9), and the process proceeds to S222. In S222, it is determined whether or not there is a traffic jam around the vehicle based on the result of the traffic jam determination by traffic jam determination unit 72. If it is determined in S222 that there is no traffic jam, the process returns to S221, and second task mode DMn is continued. On the other hand, if it is determined in S222 that there is a traffic jam, the process proceeds to S223.

[0156] In S223, it is determined whether the road on which the vehicle is traveling is a road with one lane in each direction. If it is determined in S223 that the vehicle is traveling on a road with one lane in each direction, the process returns to S221, and the second task mode DMn is continued. As a result, the display restriction on the video content CTV during traffic jams is canceled. On the other hand, if it is determined in S223 that the vehicle is traveling on a road with multiple lanes, the process proceeds to S224.

[0157] In S224, it is determined whether the adjacent vehicle Ad is currently cutting in front of the host vehicle based on the determination result by the cutting-in determination unit 74. If it is determined in S224 that the adjacent vehicle Ad is currently cutting in, the process proceeds to S232. In S232, the second task mode DMr3 (see FIG. 12) is set, and the process proceeds to S233. On the other hand, if it is determined in S224 that the adjacent vehicle Ad is not currently cutting in, the process proceeds to S225. In S225, the determination result by the cutting-in prediction unit 73 is referenced, and it is determined whether or not there is a cutting-in prediction. If it is determined in S225 that there is no cutting-in prediction for the adjacent vehicle Ad, the process proceeds to S226. In S226, the second task mode DMn is set, and the process proceeds to S233. On the other hand, if it is determined in S225 that there is a cutting-in prediction for the adjacent vehicle Ad, the process proceeds to S227.

[0158] In S227, it is determined whether the traffic congestion around the vehicle corresponds to any one of patterns K, J, and E. If it is determined in S227 that the traffic congestion corresponds to any one of patterns K, J, and E, the process proceeds to S226, where the second task mode DMn is set. On the other hand, if it is determined in S227 that the traffic congestion does not correspond to any of patterns K, J, and E, the process proceeds to S228.

[0159] In S228, it is determined whether the vehicle is currently in a traffic jam of a specific pattern that is likely to increase the risk of a rear-end collision. Specifically, in S228, it is determined whether the traffic jam around the vehicle corresponds to any of patterns A to D, or F. If it is determined in S228 that the traffic does not correspond to any of patterns A to D, or F, that is, that the vehicle is currently in a traffic jam of pattern G or H, the process proceeds to S230. In S230, the second task mode DMr1 (see FIG. 32) with weak restrictions is set, and the process proceeds to S233. On the other hand, if it is determined in S228 that the traffic jam corresponds to any of patterns A to D, or F, that is, that the vehicle is currently in a traffic jam of a specific pattern, the process proceeds to S229.

[0160] In S229, it is determined whether the traveling speed in the traffic jam exceeds the speed threshold. If it is determined in S229 that the traveling speed is less than the speed threshold, the process proceeds to S231. In S231, the process sets the mode to second task mode DMr2 (see FIG. 33), which has stronger display restrictions on the video content CTV than second task mode DMr1, and then proceeds to S233. On the other hand, if it is determined in S229 that the traveling speed exceeds the speed threshold, the process proceeds to S232, where the process sets the mode to second task mode DMr3, which has stronger display restrictions on the video content CTV, and then proceeds to S233.

[0161] In S233, it is determined whether or not to end the second task mode. If it is determined in S233 that the second task mode should continue, the process returns to S222, and provision of video content CTV and the like continues. On the other hand, if it is determined in S233 that the second task mode should end, the process proceeds to S234. In S234, the screen of CID22 is switched from the second task mode to the normal mode, and the series of content control processes ends.

[0162] Next, the range control process of the second embodiment for controlling the allowable range of the second task will be further described in detail based on FIG. 35 and with reference to FIG.

[0163] In S241, the traffic congestion pattern around the vehicle is determined based on the traffic congestion pattern determination result by the traffic congestion determination unit 72, and the process proceeds to S242. In S242, similar to S228 of the content control process (see FIG. 34), it is determined whether the vehicle is currently in a traffic jam of a specific pattern that is likely to increase the risk of a rear-end collision. Specifically, if it is determined in S242 that the traffic congestion around the vehicle corresponds to one of the specific patterns A to D, or F, the process proceeds to S243. In S243, the allowable range for the second task is set narrow, and the current range control process is terminated. On the other hand, if it is determined in S242 that the traffic congestion around the vehicle does not correspond to any of patterns A to D, or F, that is, the vehicle is currently in a traffic jam of a non-specific pattern, the process proceeds to S244. In S244, the allowable range for the second task is set wide, and the current range control process is terminated.

[0164] As a result of the above, the allowable range of the second task permitted to the driver is changed depending on the situation of the rear vehicle Ab grasped by the rear grasping unit 76. Specifically, in a traffic jam of a specific pattern with a high risk of a rear-end collision, actions such as operating the user terminal and eating are not permitted. In contrast, in a traffic jam of a non-specific pattern with a low risk of a rear-end collision, actions such as operating the user terminal and eating are permitted.

[0165] The second embodiment described so far also has the same effect as the first embodiment, and notifies the driver of a predicted cut-in by the adjacent vehicle Ad. As a result, the driver's anxiety can be reduced while driving in a traffic jam using the autonomous driving function.

[0166] Additionally, in the second embodiment, when the vehicle is traveling in a traffic jam using the autonomous driving function, the display of the provided video content CTV is limited depending on the situation of the vehicle Ab traveling behind the vehicle. Therefore, the risk of a rear-end collision is notified to the driver by a change in the display of the video content CTV being provided. This notification makes it less likely that the driver will feel anxious when traveling in a traffic jam using the autonomous driving function.

[0167] In the second embodiment, when the vehicle is traveling in a traffic jam using the autonomous driving function, if it is determined that the traffic jam pattern is one that increases the risk of a rear-end collision with a following vehicle Ab, the display of the video content CTV provided to the driver is restricted. Therefore, the risk of a rear-end collision with a following vehicle Ab can be notified to the driver by a change in the display of the content being provided. Such notification makes it less likely that the driver will feel anxious when traveling in a traffic jam using the autonomous driving function.

[0168] Furthermore, in the second embodiment, when the vehicle is traveling in a traffic jam using the autonomous driving function, the allowable range of the second task permitted to the driver is changed depending on the situation of the vehicle Ab traveling behind the vehicle. Therefore, when there is a risk of a rear-end collision, the change in the allowable range may result in the second task that is likely to cause anxiety being disallowed. As a result, the driver is less likely to feel anxious when traveling in a traffic jam using the autonomous driving function.

[0169] Additionally, in the second embodiment, when the congestion determination unit 72 determines that the vehicle is congested, the provision control unit 77 determines whether the lane in which the vehicle is traveling is a risk section SeR related to merging, branching, or the like. Then, in a scene such as congestion pattern D (see FIGS. 7 and 27) in which the vehicle is traveling through a risk section SeR, the provision control unit 77 continues to restrict the display of the video content CTV. In a risk section SeR during congestion, it is more likely that an adjacent vehicle Ad will cut in than in a normal section without merging, branching, or the like. Therefore, by adding a process for determining road environments in which cutting in is more likely to occur and continuing to notify the driver of a state in which there is a high possibility of cutting in, the driver's anxiety can be further alleviated.

[0170] Furthermore, in the second embodiment, when the congestion determination unit 72 determines that the vehicle is congested, the provision control unit 77 determines whether the road on which the vehicle is traveling is a road with one lane in each direction (see FIG. 28). Then, when the vehicle is traveling on a road with one lane in each direction, the provision control unit 77 suspends the restriction on the display of the video content CTV. On a road with one lane in each direction, no cut-ins occur even during a congestion. Therefore, by restricting the display of the video content CTV on a road with one lane in each direction, in other words, by suspending the notification of cut-ins, the convenience for the driver in automated driving can be improved.

[0171] Furthermore, in the second embodiment, when a following vehicle Ab traveling in the same lane as the host vehicle is not recognized, the second task allowable range permitted to the driver is set narrower than when the following vehicle Ab is recognized. That is, the provision control unit 77 restricts the display of the video content CTV when a following vehicle traveling in the same lane as the host vehicle is not recognized, more than when the following vehicle Ab is recognized. When the range behind the host vehicle is filled with the following vehicle Ab, the risk of a rear-end collision is lower than when the rear range is empty. Therefore, if the allowable range of the second task is widened or the display restriction on the video content CTV is relaxed when the following vehicle Ab is recognized, it is possible to achieve both a reduction in the risk of a rear-end collision during autonomous driving and convenience.

[0172] As described above, in the second embodiment, congestion patterns A to D and F correspond to "specific pattern" congestion, and the other congestion patterns E, G, H, J and K correspond to "non-specific pattern" congestion.

[0173] (Other embodiments) Although several embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0174] In the above embodiment, the display restriction of entertainment content was switched among three levels: "strong," "medium," and "weak." However, the degree of display restriction may be switched among two levels, or may be switched among four or more levels. Furthermore, a simple switch as to whether or not to impose a display restriction may be implemented.

[0175] For example, in Modifications 1 and 2 of the first embodiment, the display restriction based on the determination of a specific pattern of congestion is omitted. The provision control unit 77 of Modification 1 switches to the second task mode with a "weak" display restriction when a sign of an attempt to cut in is detected, and switches to the second task mode with a "strong" display restriction when it is determined that an attempt to cut in is in progress. Furthermore, the provision control unit 77 of Modification 2 restricts the display of the video content CTV when a sign of an attempt to cut in is detected, and does not restrict the display of the video content CTV when a sign of an attempt to cut in is not detected.

[0176] Furthermore, in Modifications 3 and 4 of the first embodiment, the display restriction based on the detection of a sign of a cut-in is omitted. The provision control unit 77 of Modification 3 switches to a second task mode in which the display restriction is "weak" when it is determined that a traffic jam of a specific pattern exists, and switches to a second task mode in which the display restriction is "strong" when it is determined that a cut-in is occurring. Furthermore, the provision control unit 77 of Modification 4 restricts the display of the video content CTV when it is determined that a traffic jam of a specific pattern exists, and does not restrict the display of the video content CTV when it is determined that a traffic jam of a non-specific pattern exists. As described above, the process of strengthening the content display restriction includes a process of switching the restriction from off to on and a process of strengthening a weak restriction.

[0177] Furthermore, in the fifth modification of the first embodiment, the display restriction is applied to the same extent when it is determined that a traffic jam of a specific pattern exists and when a sign of an attempt to cut in is detected. As an example, the provision control unit 77 sets the display restriction to a second task mode with a "weak" display restriction based on the determination of a traffic jam of a specific pattern or the prediction of an attempt to cut in.

[0178] Furthermore, in the sixth modification of the above embodiment, the display restriction based on the determination that a cut-in is being made is omitted. When it is determined that a traffic jam of a specific pattern is occurring, the provision control unit 77 switches to the second task mode with a "weak" display restriction, and when a sign of a cut-in is detected, the provision control unit 77 switches to the second task mode with a "strong" display restriction.

[0179] In the seventh modification of the above embodiment, the display restriction of the content is adjusted in multiple stages or continuously according to the driving speed in the traffic jam. Specifically, as the driving speed in the traffic jam increases, the provision control unit 77 increases the display area (for example, the vertical width) of the cut-in prediction notification MWf (see FIG. 10 ) and decreases the display area of ​​the video content CTV.

[0180] In the eighth modification of the above embodiment, the restriction on the display of content according to the driving speed during traffic congestion is omitted. Also, in the ninth modification of the above embodiment, the process of adjusting the allowable range of the second task based on the result of determining the traffic congestion pattern is omitted.

[0181] The provision control unit 77 of the modified example 10 of the second embodiment switches the restriction on the video content CTV between "none" and "strong" depending on the status of the following vehicle Ab that is detected during traffic congestion. Also, in the modified example 11 of the second embodiment, even when traveling on a road with one lane in each direction, if it is determined that there is traffic congestion, a slight display restriction is imposed on the video content CTV.

[0182] In the second embodiment, when the vehicle is in a non-specific traffic jam with a low risk of a rear-end collision, the restriction on the video content CTV is set to either "none" or "weak." On the other hand, in the 12th modification, the restriction on the video content CTV is set to either "none" or "weak."

[0183] In a thirteenth modification of the above embodiment, information indicating the angle at which the backrest of the driver's seat is tilted backward relative to the left side thereof is acquired as reclining information by the integrated state estimation unit 75. The integrated state estimation unit 75 grasps the reclining state of the driver's seat. The integrated state estimation unit 75 sets tilting the backrest backward and relaxing as one type of second task.

[0184] In this modification 13, the provision control unit 77 allows the driver's seat to be reclined when the allowable range of the second task is widened. On the other hand, the provision control unit 77 does not allow the driver's seat to be reclined when the allowable range of the second task is narrowed. When the reclining of the driver's seat goes out of the allowable range due to a transition in the traffic congestion pattern, the provision control unit 77 prompts the driver to raise the backrest by playing a voice message through the audio device 24.

[0185] In a fourteenth modification of the above embodiment, the driver's line of sight is detected by the driver monitor 29. The integrated state estimation unit 75 determines whether the driver's line of sight is directed toward a display device (e.g., CID 22, etc.) that provides entertainment content. If the driver's line of sight is not directed toward CID 22, the provision control unit 77 only issues a voice message to alert the driver who is performing a second task outside the allowable range, without displaying an interrupt request notification MWr by CID 22. Furthermore, the provision control unit 77 can use vibration devices provided on the driver's seat, footrest, etc. to alert the driver who is performing a second task outside the allowable range.

[0186] In the above embodiment, the provision control unit 77 enables the display restriction of entertainment content based on information regarding the cutting in of an adjacent vehicle Ad ahead of the host vehicle. However, the provision control unit 77 may also implement the display restriction of content using information regarding the cutting in of an adjacent vehicle Ad behind the host vehicle. In addition, when grasping the situation behind the host vehicle, hazard control may be implemented to notify the following vehicle Ab of a traffic jam while alerting or warning the driver. Furthermore, the provision control unit 77 may also implement the display restriction of content based on information regarding the cutting in of an adjacent vehicle Ad further ahead of the leading vehicle.

[0187] The autonomous driving system 50 of the above embodiment is provided with two in-vehicle ECUs, the driving assistance ECU 50a and the autonomous driving ECU 50b. However, the autonomous driving system 50 may be configured with a single in-vehicle ECU that has the functions of both the driving assistance ECU 50a and the autonomous driving ECU 50b.

[0188] The display device that displays the content related to the second task is not limited to the CID 22. For example, the meter display 21 and the HUD 23 may be used to provide the content. Furthermore, the displays EMB, EML, and EMR of the electronic mirror system may be used to provide the content. The display device that displays the content may be selectable by the driver. In addition, the shape, luminous color, display position, etc. of each image displayed on each display device may be changed as appropriate. Furthermore, the language type of the message displayed on each display device may be changed as appropriate based on user settings such as the driver's settings and settings such as the country and region in which the vehicle Am is used. Similarly, the language type of the voice message played by the audio device 24 may also be changed as appropriate.

[0189] The second task permitted to the driver may be changed as appropriate depending on the laws and regulations, such as the Road Traffic Act, of the country and region in which the vehicle Am is used. Furthermore, the avoidance action to avoid interruption of the second task is not limited to the automated LC, and may be changed as appropriate depending on the driving situation.

[0190] In the fifteenth modification of the above embodiment, any one of the meter display 21, the CID 22, and the HUD 23 is configured integrally with the HCU 100. In other words, the processing function of the HCU 100 is implemented in the control circuit of any one of the display devices. In this tenth modification, the display device including the processing function of the HCU 100 corresponds to the "presentation control device."

[0191] In the above embodiment, each function provided by the HCU 100 can be provided by software and hardware that executes the software, software only, hardware only, or a combination of these. Furthermore, when such a function is provided by an electronic circuit as hardware, each function can also be provided by a digital circuit including a large number of logic circuits or an analog circuit.

[0192] The form of the storage medium storing the program or the like that can realize the presentation control method described above may also be changed as appropriate. For example, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the control circuit of the HCU. Furthermore, the storage medium may be an optical disk or a hard disk drive, etc., from which the program is copied to the HCU.

[0193] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium. The technical ideas that can be understood from the embodiments and modifications described so far are described below as "Appendix". (Appendix 1-1) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a congestion determination unit (72) that determines whether or not there is congestion during an automatic driving period in which the vehicle is driving using the automatic driving function; an interruption prediction unit (73) that detects a sign of an interruption by an adjacent vehicle (Ad) adjacent to the vehicle, which is the vehicle itself, when the congestion determination unit determines that the vehicle is in a congestion; a provision restriction unit (77) that restricts display of content (CTV) provided during the automatic driving period when the cut-in prediction unit detects a sign of an cut-in by the adjacent vehicle; A presentation control device comprising: (Appendix 1-2) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a congestion determination unit (72) that determines whether or not a traffic jam of a specific pattern is occurring during an automatic driving period in which the vehicle is driven by the automatic driving function, the traffic jam being set as a traffic jam in which an adjacent vehicle (Ad) adjacent to the vehicle is likely to cut in; a provision restriction unit (77) that strengthens restrictions on the display of content (CTV) provided during the automatic driving period when the congestion determination unit determines that the vehicle is in a congestion of the specific pattern; A presentation control device comprising: In this aspect, when the autonomous driving function is used to drive through a traffic jam, if it is determined that the traffic jam is of a specific pattern that makes it likely for an adjacent vehicle to cut in, the display of the content provided to the driver is restricted. Therefore, the driver can be notified of the possibility of an adjacent vehicle cutting in by a change in the display of the content being provided. This notification makes it less likely that the driver will feel anxious when driving through a traffic jam using the autonomous driving function. (Appendix 1-3) The presentation control device described in Appendix 2, wherein the provision restriction unit sets a narrower range of tolerance for specific actions other than driving that are permitted to the driver when the vehicle is in a traffic jam of the specific pattern than when the vehicle is in a traffic jam of a non-specific pattern other than the specific pattern. (Appendix 1-4) a cut-in prediction unit (73) that detects a sign that the adjacent vehicle will cut in, 4. The presentation control device according to claim 2, wherein the provision restriction unit restricts display of the content when the cut-in prediction unit detects a sign that the adjacent vehicle will cut in. (Appendix 1-5) a cut-in determination unit (74) that determines whether or not the adjacent vehicle has cut in, The presentation control device according to any one of Appendices 2 to 4, wherein the provision restriction unit restricts the display of the content when the interruption determination unit determines that the adjacent vehicle is interrupting compared to when the traffic congestion determination unit determines that the vehicle is in a traffic jam of the specific pattern. (Appendix 1-6) a cut-in determination unit (74) that determines whether or not the adjacent vehicle has cut in, The presentation control device described in Appendix 4, wherein the provision restriction unit restricts the display of the content when the interruption determination unit determines that the adjacent vehicle is in the process of interrupting, more than when the interruption prediction unit detects signs that the adjacent vehicle is about to interrupt. (Appendix 1-11) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a rear grasping unit (76) for grasping the presence of a rear vehicle (Ab) traveling behind the host vehicle; a congestion determination unit (72) that determines whether or not there is congestion during an automatic driving period in which the vehicle is driving using the automatic driving function; a provision restriction unit (77) that restricts the display of content (CTV) provided during the automatic driving period according to the status of the rear vehicle grasped by the rear grasping unit during traffic congestion; A presentation control device comprising: In this aspect, when the vehicle is traveling in a traffic jam using the autonomous driving function, the display of the content provided during the autonomous driving period is limited depending on the situation of the vehicle traveling behind the vehicle. Therefore, the risk of a rear-end collision is notified to the driver by a change in the display of the content being provided. This notification makes it less likely that the driver will feel anxious when traveling in a traffic jam using the autonomous driving function. (Appendix 1-12) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a rear grasping unit (76) for grasping the presence of a rear vehicle (Ab) traveling behind the host vehicle; a congestion determination unit (72) that determines whether or not the vehicle is in a traffic jam of a specific pattern that is set as a situation in which a risk of a rear-end collision with the vehicle behind is likely to increase during an automatic driving period in which the vehicle is driving using the automatic driving function; a provision restriction unit (77) that strengthens restrictions on the display of content (CTV) provided during the automatic driving period when the congestion determination unit determines that the vehicle is in a congestion of the specific pattern; A presentation control device comprising: In this aspect, when the autonomous driving function is used to drive through a traffic jam, if it is determined that the traffic jam is of a specific pattern that increases the risk of a rear-end collision with a vehicle behind, the display of content provided to the driver is restricted. Therefore, the risk of a rear-end collision with a vehicle behind can be notified to the driver by a change in the display of the content being provided. This notification makes it less likely that the driver will feel anxious when driving through a traffic jam using the autonomous driving function. (Appendix 1-13) The presentation control device according to claim 12, wherein the provision restriction unit restricts the display of the content when the vehicle behind traveling in the same lane as the vehicle is not detected, more than when the vehicle behind is detected. (Appendix 1-14) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a congestion determination unit (72) that determines whether or not there is congestion during an automatic driving period in which the vehicle is driven by the automatic driving function, and further determines whether or not there is congestion of a specific pattern that is set as a condition in which an adjacent vehicle (Ad) adjacent to the vehicle is likely to cut in; a provision restriction unit (77) that sets a wider tolerance range for specific actions other than driving that are permitted to the driver during the automatic traveling period when the vehicle is in a traffic jam of a non-specific pattern other than the specific pattern than when the vehicle is in a traffic jam of the specific pattern; A presentation control device comprising: In this aspect, when the automated driving function is used to drive through a traffic jam, if it is determined that the traffic jam is of a specific pattern that makes it likely for an adjacent vehicle to cut in, the tolerance range of specific actions permitted to the driver is narrowed. Therefore, when there is a possibility that an adjacent vehicle will cut in, the tolerance range can be changed to disallow specific actions that are likely to cause anxiety. As a result, the automated driving function is used to reduce anxiety in the driver when driving through a traffic jam. (Appendix 1-15) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a rear grasping unit (76) for grasping the presence of a rear vehicle (Ab) traveling behind the host vehicle; a congestion determination unit (72) that determines whether or not there is congestion during an automatic driving period in which the vehicle is driving using the automatic driving function; an offering restriction unit (77) that changes the allowable range of specific actions other than driving that are permitted to the driver during the automatic traveling period according to the situation of the rear vehicle grasped by the rear grasping unit during traffic congestion; A presentation control device comprising: (Appendix 2-15) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a rear grasping unit (76) for grasping the presence of a rear vehicle (Ab) traveling behind the host vehicle; a congestion determination unit (72) that determines whether or not there is congestion during an automatic driving period in which the vehicle is driving using the automatic driving function; an offering restriction unit (77) that changes the allowable range of specific actions other than driving that are permitted to the driver during the automatic traveling period according to the status of the rear vehicle grasped by the rear grasping unit during traffic congestion, and sets the allowable range of the specific actions that are permitted to the driver narrower when the rear vehicle traveling in the same lane as the host vehicle is not grasped than when the rear vehicle is grasped; A presentation control device comprising: In this aspect, when the autonomous driving function is used to drive in a traffic jam, the tolerance range of specific actions permitted to the driver is changed depending on the situation of the vehicle behind the vehicle. Therefore, when there is a risk of a rear-end collision, the tolerance range may be changed to disallow specific actions that are likely to cause anxiety. As a result, the driver is less likely to feel anxious when driving in a traffic jam using the autonomous driving function. (Appendix 2-16) A presentation control device used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, a congestion determination unit (72) that determines whether or not a traffic jam is occurring during an automatic driving period in which the vehicle is driven by the automatic driving function and the driver is permitted to perform a predetermined specific action other than driving; an interruption determination unit (74) that detects an interruption by an adjacent vehicle (Ad) adjacent to the vehicle, which is the vehicle itself, when the congestion determination unit determines that the vehicle is in a congestion state; a provision restriction unit (77) that, when the cutting-in determination unit detects that the adjacent vehicle has cut in, issues a warning to the driver without lowering the level of autonomous driving and restricts the display of content (CTV) related to the specific action; A presentation control device comprising: (Appendix 2-17) the provision restriction unit warns the driver by displaying a warning image superimposed on the content; 17. The presentation control device according to claim 16, wherein the content continues to be displayed with the warning image superimposed thereon. (Appendix 1-17) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined whether or not the vehicle is in a traffic jam (S122, S222), When it is determined that the vehicle is in a traffic jam, a sign of an adjacent vehicle (Ad) adjacent to the vehicle is detected (S124, S225), When a sign of an attempt by the adjacent vehicle to cut in is detected, display of the content (CTV) provided during the automatic driving period is restricted (S128 to S130, S230 to S232). A presentation control program that executes a process including the above. (Appendix 1-18) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined whether or not the vehicle is in a traffic jam of a specific pattern that is set as a situation in which an adjacent vehicle (Ad) adjacent to the vehicle is likely to cut in (S126); When it is determined that the vehicle is in a traffic jam of the specific pattern, the display restriction of the content (CTV) provided during the automatic driving period is strengthened (S129, S130). A presentation control program that executes a process including the above. (Appendix 1-19) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) The presence of a rear vehicle (Ab) traveling behind the vehicle is detected (S210, S218). During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined whether or not the vehicle is in a traffic jam (S222). limiting the display of the content (CTV) provided during the automatic driving period according to the situation of the rear vehicle grasped during the traffic jam (S230 to S232); A presentation control program that executes a process including the above. (Appendix 1-20) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) The presence of a rear vehicle (Ab) traveling behind the vehicle is detected (S210, S218). During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined whether or not the vehicle is in a traffic jam of a specific pattern that is set as being likely to increase the risk of a rear-end collision with the vehicle behind (S228); When it is determined that the vehicle is in a traffic jam of the specific pattern, the display restriction of the content (CTV) provided during the automatic driving period is strengthened (S231, S232). A presentation control program that executes a process including the above. (Appendix 1-21) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function, it is determined whether or not the vehicle is in a traffic jam of a specific pattern that is set as a situation in which an adjacent vehicle (Ad) adjacent to the vehicle is likely to cut in (S142); When the vehicle is in a traffic jam of a non-specific pattern other than the specific pattern, the allowable range of specific actions other than driving that are permitted to the driver during the automatic driving period is set wider than when the vehicle is in a traffic jam of the specific pattern (S143, S144). A presentation control program that executes a process including the above. (Appendix 1-22) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) The presence of a rear vehicle (Ab) traveling behind the vehicle is detected (S210, S218). During an automatic driving period in which the vehicle is driving in a traffic jam by the automatic driving function, the allowable range of specific actions other than driving permitted to the driver is changed according to the status of the rear vehicle ascertained (S243, S244). A presentation control program that executes a process including the above. (Appendix 2-23) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) The presence of a rear vehicle (Ab) traveling behind the vehicle is detected (S210, S218). During an automatic driving period in which the vehicle is driving in a traffic jam by the automatic driving function, the allowable range of specific actions other than driving permitted to the driver is changed according to the status of the vehicle behind that is grasped, and when the vehicle behind that is driving in the same lane as the vehicle is not grasped, the allowable range of specific actions permitted to the driver is set narrower than when the vehicle behind is grasped (S243, S244). A presentation control program that executes a process including the above. (Appendix 2-24) A presentation control program used in a vehicle (Am) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function and the driver is permitted to perform a predetermined specific action other than driving, it is determined whether or not the vehicle is in a traffic jam (S122, S222); When it is determined that the vehicle is in a traffic jam, the vehicle detects an attempt to cut in by an adjacent vehicle (Ad) adjacent to the vehicle (S123, S224), When detecting an attempt by the adjacent vehicle to cut in, a warning is given to the driver without lowering the level of autonomous driving, and the display of content (CTV) related to the specific act is restricted (S130, S232). A presentation control program that executes a process including the above. [Explanation of symbols]

[0194] Am vehicle (own vehicle), Ad adjacent vehicle, Ab rear vehicle, SeR risk section, CTV video content (content), 11 processing unit, 72 congestion determination unit, 73 cut-in prediction unit, 74 cut-in determination unit, 76 rearward recognition unit, 77 provision control unit (provision restriction unit), 100 HCU (presentation control device)

Claims

1. A presentation control device used in a vehicle (Am) equipped with an automatic driving function, which controls the presentation of information to a driver of the vehicle, a congestion determination unit (72) that determines whether or not a traffic jam is occurring during an automatic driving period in which the vehicle is driven by the automatic driving function and the driver is permitted to perform a predetermined specific action other than driving; an interruption determination unit (74) that detects an interruption by an adjacent vehicle (Ad) adjacent to the vehicle, which is the vehicle itself, when the congestion determination unit determines that the vehicle is in a congestion state; a provision restriction unit (77) that, when the cutting-in determination unit detects that the adjacent vehicle has cut in, issues a warning to the driver without lowering the level of autonomous driving and restricts the display of content (CTV) related to the specific act; A presentation control device comprising:

2. The provision restriction unit warns the driver by displaying a warning image superimposed on the content, The presentation control device according to claim 1 , wherein the content continues to be displayed with the warning image superimposed thereon.

3. A presentation control program used in a vehicle (Am) equipped with an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function and the driver is permitted to perform a predetermined specific action other than driving, it is determined whether or not the vehicle is in a traffic jam (S122, S222); When it is determined that the vehicle is in a traffic jam, it detects an attempt by an adjacent vehicle (Ad) adjacent to the vehicle (S123, S224), When it is detected that the adjacent vehicle has cut in, a warning is given to the driver without lowering the level of autonomous driving, and the display of the content (CTV) related to the specific act is restricted (S130, S232). A presentation control program that executes a process including the above.

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