Presentation control device and presentation control program

Abstract

To provide presentation control and others, capable of securing convenience related to routing for an automatic operation imposing no periphery monitoring obligation.SOLUTION: An HCU 100 functions as a presentation control device that controls presentation of information relating to an automatic operation function allowing an own vehicle to travel by autonomous travel control imposing no periphery monitoring obligation to a driver. The HCU 100, when a route to a destination is set to the own vehicle while the automatic operation function is allowing the own vehicle to travel by the autonomous travel control, grasps a state of the autonomous travel control implemented by the automatic operation function after the route has been set. Then, the HCU 100 notifies of the state of the autonomous travel control after the route has been set.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The disclosure in this specification relates to a control technique for presenting information related to an automated driving function. Technique Regarding. [Background technology]

[0002] Patent Document 1 describes a vehicle control device that starts automatic driving when a traffic jam occurs that is longer than a predetermined length. [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] In recent years, not only automated driving requiring the driver to monitor the surroundings, but also technologies enabling automated driving without the driver's obligation to monitor the surroundings are being realized. During the implementation of such automated driving without the obligation to monitor the surroundings, if a route setting occurs, for example, when a new destination is set, the destination is changed, or the route to the destination is updated, it may become impossible to continue the automated driving without the obligation to monitor the surroundings. Such changes in the state of automated driving related to route setting could impair convenience for the driver, etc.

[0005] The present disclosure relates to a presentation control device and a presentation control program that can ensure convenience related to route setting for automated driving that does not have a surrounding monitoring obligation. Mu's The purpose is to provide. [Means for solving the problem]

[0018] In order to achieve the above object, one disclosed aspect is a presentation control device that controls the presentation of information related to an automatic driving function that can drive a vehicle (Am) by autonomous driving control without the driver having to monitor the surroundings, and includes a control understanding unit (82) that, when a route to a destination is searched for while the automatic driving function is driving the vehicle by autonomous driving control using map data, determines whether the route passes through an unupdated area that requires updating of map data, and a notification control unit (88) that notifies the presence of an unupdated area when the route passes through an unupdated area. The notification control unit notifies the driver that the searched route can be set in the autonomous driving function if the update of the map data of the unupdated area can be completed by the time the vehicle reaches the unupdated area. It is a presentation control device. Another disclosed aspect is a presentation control device that controls the presentation of information related to an autonomous driving function that allows the driver to drive the vehicle (Am) using autonomous driving control without the driver having to monitor the surrounding area, and when a route to a destination is searched for while the autonomous driving function is driving the vehicle using autonomous driving control using map data, the presentation control device is equipped with a control understanding unit (82) that determines whether the route passes through an unupdated area that requires updating of the map data, and a notification control unit (88) that notifies the driver of the existence of an unupdated area when the route passes through an unupdated area, and the notification control unit is configured to suggest actions to delay reaching the unupdated area if it is not possible to complete updating the map data for the unupdated area by the time the vehicle reaches the unupdated area.

[0019] Another disclosed aspect is a presentation control program that controls the presentation of information related to an automated driving function that allows a vehicle (Am) to be driven by autonomous driving control without the driver having to monitor the surroundings. When a route to a destination is searched for while the automated driving function is driving the vehicle by autonomous driving control using map data, the program determines whether the route passes through an unupdated area that requires updating of the map data (S147), and if the route passes through an unupdated area, notifies the driver of the existence of the unupdated area. death (S148), If the update of the map data of the unupdated area can be completed by the time the vehicle reaches the unupdated area, a notification is issued that the searched route can be set in the automatic driving function (S152). The presentation control program causes at least one processing unit (11) to execute a process including the above. Another disclosed aspect is a presentation control program that controls the presentation of information related to an automatic driving function that allows the driver to drive the vehicle (Am) using autonomous driving control without the driver having to monitor the surroundings. When the automatic driving function is driving the vehicle using autonomous driving control using map data and a route to a destination is searched for, the program causes at least one processing unit (11) to execute processing including: determining whether the route passes through an unupdated area that requires updating of the map data (S147); if the route passes through an unupdated area, notifying the driver of the existence of the unupdated area (S148); and, if the update of the map data for the unupdated area cannot be completed by the time the vehicle reaches the unupdated area, suggesting an action to delay reaching the unupdated area (S150).

[0020] In these aspects, when a route is searched for that passes through an unupdated area that requires updating of map data, the existence of the unupdated area is notified. Therefore, the driver can recognize that there is a lack of information necessary to continue autonomous driving control and that there is a risk of autonomous driving control being interrupted. As described above, by indicating the possibility of a change in the autonomous driving state in advance, the convenience of autonomous driving related to route setting is more easily ensured.

[0021] 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]

[0022] [Figure 1] 1 is a diagram showing an overall view of an in-vehicle network including an HCU and an autonomous driving ECU according to a first embodiment of the present disclosure. FIG. [Figure 2] FIG. 2 is a block diagram showing details of an autonomous driving ECU. [Figure 3] FIG. 2 is a block diagram showing details of an HCU. [Figure 4] 10 is a flowchart showing details of an autonomous driving continuation determination process performed by an autonomous driving ECU. [Figure 5] 7 is a flowchart showing details of a notification control process performed by the HCU, together with FIG. 6. [Figure 6] 6 is a flowchart showing details of the notification control process together with FIG. 5. [Figure 7] 10 is a flowchart showing details of a continuation determination process according to a second embodiment. [Figure 8] 10 is a flowchart showing details of a continuation determination process according to a third embodiment. [Figure 9] 10 is a flowchart showing details of a continuation determination process according to a fourth embodiment. [Figure 10] 6 is a flowchart showing details of the notification control process together with FIG. 5. [Figure 11] 10 is a flowchart showing details of an interruption notice process. [Figure 12] FIG. 13 is a timing diagram illustrating details of notification and control in a scene where route setting is performed in the fifth embodiment. [Figure 13] 10 is a flowchart showing details of a notification control process for implementing a pre-determination notification. [Figure 14] 10 is a flowchart showing details of a notification control process for implementing a post-determination notification. [Figure 15]FIG. 13 is a timing diagram illustrating details of notification and control in a scene where a route is set in the sixth embodiment. [Figure 16] 10 is a flowchart showing details of a control standby process for setting a standby period for vehicle control after a route is set. [Figure 17] FIG. 13 is a timing diagram illustrating details of notification and control in a scene in which a route is set on a road with no travel history in the seventh embodiment. [Figure 18] FIG. 10 is a timing diagram illustrating details of notification and control in a scene where a route is set on a road with a travel history. [Figure 19] 10 is a flowchart showing details of a standby control process for changing the start timing of vehicle control depending on whether or not there is a driving history. [Figure 20] FIG. 13 is a timing diagram illustrating details of notification and control in a scene where route setting is performed in the eighth embodiment. [Figure 21] 10 is a flowchart showing details of a control start process for starting vehicle control before a decision operation. [Figure 22] 10 is a flowchart showing details of a notification control process for issuing a delay warning. DETAILED DESCRIPTION OF THE INVENTION

[0023] Hereinafter, several embodiments will be described with reference to the drawings. Note that corresponding components in each embodiment are given the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment described previously can be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments can also be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0024] (First embodiment) 1 to 3, an HCU (Human Machine Interface Control Unit) according to a first embodiment of the present disclosure is an interface control device used in a vehicle (hereinafter, referred to as host vehicle Am). The HCU 100 constitutes an HMI (Human Machine Interface) system 10 of the host vehicle Am together with a plurality of input / output devices. The HMI system 10 has an input interface function that accepts operations by an occupant such as a driver of the host vehicle Am, and an output interface function that presents information to the driver, etc.

[0025] The HCU 100 is communicatively connected to a communication bus 99 of an in-vehicle network 1 mounted on the host vehicle Am. The HCU 100 is one of a plurality of nodes provided in the in-vehicle network 1. A periphery monitoring sensor 30, a locator 35, a navigation ECU (Electronic Control Unit) 38, an in-vehicle communication device 39, a cruise control ECU 40, etc. are connected to the communication bus 99 of the in-vehicle network 1. In addition, a driving assistance ECU 50a, an autonomous driving ECU 50b, etc. are connected to the communication bus 99 of the in-vehicle network 1. These nodes connected to the communication bus 99 can communicate with each other. Specific nodes among these devices and ECUs, etc. may be directly electrically connected to each other and be able to communicate without going through the communication bus 99.

[0026] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the host vehicle Am. The perimeter monitoring sensor 30 includes, for example, one or more of a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. The perimeter monitoring sensor 30 is capable of detecting moving objects and stationary objects within a detection range around the host vehicle. The perimeter monitoring sensor 30 provides detection information of objects around the host vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc.

[0027] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of vehicle Am by combining positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensor, and 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.

[0028] The locator 35 further includes a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 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 HD (High Definition) map data and high-precision map data, and includes road information necessary for autonomous driving. Specifically, the 3D map data includes 3D road shape information and detailed information about each lane. The locator 35 can update the 3D map data and 2D map data to the latest information through external communication via the in-vehicle communication device 39. The locator 35 reads map data around the current location from the map DB 36 and provides it to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc., along with locator information.

[0029] The navigation ECU 38 acquires information about a destination specified by a passenger such as a driver based on operation information acquired from the HCU 100. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35, and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the driving assistance ECU 50a, the autonomous driving ECU 50b, the HCU 100, etc. The navigation ECU 38 works in cooperation with the HMI system 10 to provide route guidance to the destination by combining screen displays and voice messages, etc., and notifying the driver of the direction of travel of the vehicle Am at intersections, branching points, etc.

[0030] Here, 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 the driving assistance ECU 50a, the autonomous driving ECU 50b, and the like with vehicle position information, direction information, map data, and the like, instead of the locator 35. Furthermore, the user terminal may provide the driving assistance ECU 50a, the autonomous driving ECU 50b, the HCU 100, and the like with route information to a destination, instead of the navigation ECU 38.

[0031] The in-vehicle communication device 39 is an external communication unit mounted on the host vehicle Am, and functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information via wireless communication with roadside devices installed on the side of the road. As an example, the in-vehicle communication device 39 receives congestion information and road construction information around the current location of the host vehicle Am and in the direction of travel from the roadside devices. The congestion information and road construction information is VICS (registered trademark) information or the like. The in-vehicle communication device 39 provides the received congestion information and road construction information to the autonomous driving ECU 50b, HCU 100, etc.

[0032] 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.

[0033] The driving assistance ECU 50a and the automatic driving ECU 50b configure the automatic driving system 50 of the host vehicle Am. By installing the automatic driving system 50, the host vehicle Am becomes an automatic driving vehicle equipped with an automatic driving function, and is able to travel using the automatic driving function.

[0034] The driving assistance ECU 50a realizes a driving assistance function that assists the driver in driving operations in the automated driving system 50. The driving assistance ECU 50a enables advanced driving assistance or partial automated driving at approximately level 2 of the automated driving levels defined by the Society of Automotive Engineers. The automated driving performed by the driving assistance ECU 50a is automated driving with a periphery monitoring obligation, which requires the driver to visually monitor the area around the vehicle.

[0035] The autonomous driving ECU 50b can take over driving operations from the driver and can perform autonomous driving at level 3 or higher, where the system is the main controller, according to the autonomous driving levels defined by the Society of Automotive Engineers. The autonomous driving performed by the autonomous driving ECU 50b does not require monitoring of the surroundings of the vehicle, i.e., it is eyes-off autonomous driving where the driver is not required to monitor the surroundings.

[0036] In the above-described autonomous driving system 50, the driving control state of the autonomous driving function is switched among a plurality of states including at least autonomous driving control by the driving assistance ECU 50a with the obligation to monitor the surroundings, and autonomous driving control by the autonomous driving ECU 50b without the obligation to monitor the surroundings. In the following description, autonomous driving control of level 2 or lower by the driving assistance ECU 50a will be referred to as "driving assistance control," and autonomous driving control of level 3 or higher by the autonomous driving ECU 50b will be referred to as "autonomous driving control."

[0037] During the autonomous driving period in which the host vehicle Am is driven by autonomous driving control, the driver may be permitted to perform a specific action (hereinafter referred to as a second task) other than a predetermined driving operation. The second task is legally permitted to the driver until a request to perform a driving operation performed in cooperation with the autonomous driving ECU 50b and the HCU 100, i.e., a request to take over driving, occurs. For example, actions such as watching entertainment content such as video content, operating a device such as a smartphone, and eating are considered as second tasks.

[0038] 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 realizes driving assistance functions such as ACC (Adaptive Cruise Control) and LTC (Lane Trace Control) by executing a program in the processing unit. The driving assistance ECU 50a performs driving assistance control to keep the host vehicle Am traveling in its own lane by coordinating the ACC and LTC functions. In addition, the driving assistance ECU 50a provides control status information indicating the status of the driving assistance control to the autonomous driving ECU 50b.

[0039] The autonomous driving ECU 50b has a higher computing capability than the driving assistance ECU 50a and can perform at least driving control equivalent to ACC and LTC. The autonomous driving ECU 50b may be capable of performing driving assistance control in which the driver is responsible for monitoring the surroundings, in place of the driving assistance ECU 50a, in situations where the autonomous driving control is temporarily suspended. The autonomous driving ECU 50b is a computer mainly including a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a control circuit including a bus connecting these. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method of the present disclosure. The storage unit 53 stores various programs (e.g., autonomous driving control programs) executed by the processing unit 51. By executing the programs by the processing unit 51, the autonomous driving ECU 50b is configured with multiple functional units for implementing the autonomous driving function, such as an information linking unit 61, an environment recognition unit 62, an action determination unit 63, and a control execution unit 64 (see FIG. 2).

[0040] The information linking unit 61 provides information to the information linking unit 82 of the HCU 100 and acquires information from the information linking unit 82. Through the cooperation between these information linking units 61, 82, the autonomous driving ECU 50b and the HCU 100 share the information they have acquired. The information linking unit 61 generates control status information indicating the operation status of the autonomous driving function and provides the generated control status information to the information linking unit 82. In addition, the information linking unit 61 outputs a request to the information linking unit 82 to perform notification, thereby enabling the HCU 100 to issue a notification synchronized with the operation status of the autonomous driving function. Meanwhile, the information linking unit 61 acquires driver operation information and the like from the information linking unit 82. Based on the operation information, the information linking unit 61 understands the content of the user operation input to the HMI system 10 and the like.

[0041] The environment recognition unit 62 recognizes the driving environment of the host vehicle Am by combining locator information acquired from the locator 35 and detection information acquired from the perimeter monitoring sensor 30. Specifically, the environment recognition unit 62 grasps information about the road on which the host vehicle Am is traveling, and the relative positions and relative speeds of dynamic targets (other vehicles, etc.) around the host vehicle. In addition, the environment recognition unit 62 acquires vehicle information indicating the state of the host vehicle Am from the communication bus 99. As an example, the environment recognition unit 62 acquires vehicle speed information indicating the current driving speed of the host vehicle Am.

[0042] The environment recognition unit 62 combines information about other vehicles around the host vehicle with vehicle speed information, etc. to grasp the congestion around the host vehicle Am. When the current traveling speed of the host vehicle Am is equal to or lower than the congestion speed (for example, about 30 km / h) and there are both a vehicle ahead and a vehicle behind the host vehicle traveling in the host vehicle lane, the environment recognition unit 62 determines that the area around the host vehicle is in a congestion state.

[0043] The environment recognition unit 62 determines whether the road on which the host vehicle Am is traveling or is scheduled to travel is a predetermined autonomous driving area (hereinafter referred to as an AD area) or a restricted AD area. Information indicating whether the road is an AD area or a restricted AD area may be recorded in the map data stored in the map DB 36, or may be included in the received information received by the in-vehicle communication device 39.

[0044] AD areas and restricted AD areas may correspond to operational design domains where autonomous driving without the driver's obligation to monitor the surroundings is legally permitted. Autonomous driving without the obligation to monitor the surroundings includes multiple control modes: congestion-limited control (hereinafter, congestion level 3), which is implemented only during traffic jams, and area-limited control (hereinafter, area level 3), which is implemented only within specific areas (AD areas). On roads within AD areas, both congestion level 3 and area level 3 are permitted, while on roads within restricted AD areas, only congestion level 3 is permitted. In manual driving areas (hereinafter, MD areas), which are not included in either AD areas or restricted AD areas, driving with level 3 autonomous driving control is generally prohibited. In MD areas, driving with level 2 or higher autonomous driving control may be prohibited. AD areas or restricted AD areas are set on expressways, including expressways.

[0045] The behavior determination unit 63 cooperates with the driving assistance ECU 50a and the HCU 100 to control the automatic driving system 50 and the driving changeover between the driver. In addition, when the automatic driving ECU 50b has control over the driving operation, the behavior determination unit 63 generates a planned driving line for the host vehicle Am to travel based on the recognition result of the driving environment by the environment recognition unit 62, and outputs the generated planned driving line to the control execution unit 64.

[0046] The behavior determination unit 63 has a control switching unit 77 as a sub-function unit for controlling the operating state of the autonomous driving function. The control switching unit 77 cooperates with the driving assistance ECU 50a to switch between driving assistance control, in which the driver is required to monitor the surroundings, and autonomous driving control, in which the driver is not required to monitor the surroundings. In addition, when driving the host vehicle Am using autonomous driving control, the control switching unit 77 switches the control mode of the autonomous driving control among multiple modes, including congestion level 3 and area level 3.

[0047] When the autonomous driving ECU 50b has control of driving operations, the control execution unit 64 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am in accordance with the planned driving line generated by the behavior determination unit 63. Specifically, the control execution unit 64 generates control commands based on the planned driving line and outputs the generated control commands to the cruise control ECU 40 one after another.

[0048] Next, the details of the multiple display devices, audio device 24, ambient light 25, operation device 26, and HCU 100 included in the HMI system 10 will be described in order.

[0049] The display devices present information to the driver's vision by displaying images, etc. The display devices include a meter display 21, a center information display (hereinafter referred to as CID) 22, and a head-up display (hereinafter referred to as HUD) 23. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver, etc.

[0050] The audio device 24 has multiple speakers installed in the vehicle cabin surrounding the driver's seat, and reproduces alarm sounds, voice messages, etc. through the speakers within the vehicle cabin. The ambient light 25 is provided on the instrument panel, steering wheel, etc. The ambient light 25 presents information using the driver's peripheral vision through an ambient display that changes the light emission color.

[0051] The operation device 26 is an input unit that accepts user operations by the driver, etc. For example, user operations related to activation and deactivation of the autonomous driving function, user operations related to setting a destination for route guidance, etc. 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.

[0052] The HCU 100 is an information presentation device that comprehensively controls information presentation using multiple display devices, an audio device 24, and ambient light 25. The HCU 100 controls the presentation of information related to autonomous driving in cooperation with an autonomous driving system 50. The HCU 100 is a computer that mainly includes a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a control circuit including a bus connecting these. The processing unit 11 accesses the RAM 12 to execute various processes for presentation control processing. The RAM 12 may be configured to include a video RAM for generating video data. The storage unit 13 is configured to include a non-volatile storage medium. Various programs (such as a presentation control program) executed by the processing unit 11 are stored in the storage unit 13. The HCU 100 configures multiple functional units by having the processing unit 11 execute the programs stored in the storage unit 13. The HCU 100 is configured with functional units such as an information control unit 81, an information linking unit 82, and a presentation control unit 88 (see FIG. 3).

[0053] The information control unit 81 acquires operation information indicating the content of user operations from the CID 22, the operation device 26, etc. The information control unit 81 provides operation information of user operations related to the autonomous driving function to the information linkage unit 82. The information control unit 81 provides operation information of user operations for setting the destination of the host vehicle Am to the navigation ECU 38. In addition, the information control unit 81 acquires route information to the destination, a guidance image based on map data, a request for implementing guidance, etc. from the navigation ECU 38 and provides these to the presentation control unit 88. The information control unit 81 cooperates with the navigation ECU 38 to enable route guidance by the HMI system 10.

[0054] The information linking unit 82 links with the autonomous driving ECU 50b to enable information sharing between the autonomous driving system 50 and the HCU 100. The information linking unit 82 provides the autonomous driving ECU 50b with operation information grasped by the information control unit 81. In addition, the information linking unit 82 acquires, from the autonomous driving ECU 50b, a request to present information related to the autonomous driving function and control status information indicating the state of the autonomous driving function.

[0055] The information-coordination unit 82 determines the operating status of autonomous driving by the autonomous driving system 50 based on the control status information. Specifically, the information-coordination unit 82 determines whether the driving control currently being performed is driving assistance control or autonomous driving control, that is, whether autonomous driving control in which the driver is not required to monitor their surroundings is being performed by the autonomous driving function. When the host vehicle Am is traveling in a state in which the driver is not required to monitor their surroundings, the information-coordination unit 82 further determines the control mode of autonomous driving control.

[0056] The presentation control unit 88 comprehensively provides information to the driver using each display device, the audio device 24, the ambient light 25, etc. As an example, the presentation control unit 88 provides route guidance to the destination based on route information, guidance images, etc. acquired by the information control unit 81. The presentation control unit 88 also provides content and presents information tailored to the operating state of the autonomous driving based on control status information and implementation requests acquired by the information linkage unit 82. When the information linkage unit 82 determines that autonomous driving control is being performed with eyes off, the presentation control unit 88 enables the playback of video content, etc. In addition, the presentation control unit 88 requests the driver to take over driving, etc., based on the implementation requests acquired by the information linkage unit 82.

[0057] When the navigation ECU 38 sets a route while the host vehicle Am is being driven by autonomous driving control, the autonomous driving ECU 50b described above determines whether to continue autonomous driving without the obligation to monitor the surroundings based on the continuation determination process (see FIG. 4). Below, we will explain in detail the functions related to the determination of whether to continue autonomous driving in conjunction with route setting.

[0058] The environment recognition unit 62 has a route information ascertaining unit 74 as a sub-functional unit for realizing cooperation between the navigation ECU 38 and the autonomous driving ECU 50b. The route information ascertaining unit 74 acquires route information from the navigation ECU 38. Based on the route information, the route information ascertaining unit 74 determines whether a route to the destination has been set in the navigation ECU 38 of the host vehicle Am.

[0059] In addition, the route information ascertaining unit 74 ascertains changes to the route to the destination set in the navigation ECU 38 based on the route information. A route change occurs when the driver or other party changes the destination, when a waypoint is added, when route search conditions are changed, etc. A route change is also implemented when the navigation ECU 38 searches for a new route that can arrive at the destination more quickly based on congestion information, road construction information, etc. acquired by the in-vehicle communication device 39. When such a route change occurs, the route information ascertaining unit 74 further ascertains whether the route change is accompanied by a change of destination, and whether the route change is due to a driver's operation or a route change based on a suggestion by the navigation ECU 38. The route information ascertaining unit 74 may be able to ascertain, based on the route information, that a destination set in the navigation ECU 38 has been deleted.

[0060] When the route setting in the navigation ECU 38 is recognized by the route information ascertaining unit 74 while autonomous driving without the obligation to monitor the surroundings is being performed, the control switching unit 77 determines whether or not to permit continuation of autonomous driving without the obligation to monitor the surroundings even after the route is set. In addition, when the route setting in the navigation ECU 38 is recognized by the route information ascertaining unit 74 while autonomous driving without the obligation to monitor the surroundings is being performed, the control switching unit 77 determines whether or not to permit continuation of autonomous driving without the obligation to monitor the surroundings even after the route is changed.

[0061] More specifically, when the route information grasping unit 74 grasps a newly set route or a changed route, the behavior determination unit 63 updates the planned driving line along which the host vehicle Am will travel based on the grasped route, i.e., the latest route set in the navigation ECU 38. The control switching unit 77 references the updated planned driving line and determines whether automated driving without the need for peripheral awareness, i.e., autonomous driving control, can be continued. As an example, if a planned driving line for a lane change is generated and a lane change of the host vehicle Am is scheduled within a predetermined time or a predetermined distance after the route is set, the control switching unit 77 does not permit continuation of autonomous driving control.

[0062] Furthermore, when the route is changed, the control switching unit 77 determines whether to permit continuation of autonomous driving control after the route change, depending on the control mode of the autonomous driving control currently being performed. Specifically, when the control mode of the autonomous driving control currently being performed is congestion level 3, the control switching unit 77 permits continuation of autonomous driving control even after the route is changed. On the other hand, when the control mode of the autonomous driving control currently being performed is area level 3, the control switching unit 77 restricts continuation of autonomous driving control after the route is changed.

[0063] If it is determined not to continue autonomous driving control after setting a route or changing a route, the control switching unit 77 changes the state of autonomous driving control, in other words, the autonomous driving level. Specifically, the control switching unit 77 switches from level 3 autonomous driving (autonomous driving control) to level 2 or lower, hands-off or hands-on autonomous driving (driving assistance control), manual driving, or the like.

[0064] The behavior determination unit 63 generates a driving plan for the host vehicle Am that includes, together with the planned driving line, the determination result of whether or not to continue autonomous driving control after the route is set, a control state transition plan for when autonomous driving control is not continued, etc. The driving plan generated by the behavior determination unit 63 is provided to the HCU 100 via the information linking unit 61.

[0065] The continuation determination process for determining whether or not to continue autonomous driving control as described above will be further described in detail based on Fig. 4, with reference to Fig. 1 and Fig. 2. The continuation determination process is started by the autonomous driving ECU 50b when the route information understanding unit 74 understands that a route has been set in the navigation ECU 38.

[0066] In S11 of the continuation determination process, the route information grasping unit 74 acquires the latest route information and grasps the details of the latest route set in the navigation ECU 38. In S12, the control switching unit 77 determines whether level 3 autonomous driving (autonomous driving control), which does not require monitoring of the surroundings, is being performed. If it is determined in S12 that autonomous driving control is not being performed, the continuation determination process is terminated. On the other hand, if it is determined in S12 that autonomous driving control is being performed, the process proceeds to S13.

[0067] In S13, it is determined whether the current route setting by the navigation ECU 38 is a new route setting. A new route setting is when a route has not been set, in other words, when a new destination and route are set in a state where a destination has not been set and route guidance is not in progress. On the other hand, a route setting that is not a new one is what is called a reroute, where a destination has been set and route guidance is in progress, but the destination or route is changed. If the route information understanding unit 74 determines in S13 that the route setting is not a new route setting but a reroute, the process proceeds to S14.

[0068] In S14, the control mode of the autonomous driving control currently being performed is determined. If it is determined in S14 that Level 3 congestion control is in effect, the process proceeds to S16, where continuation of Level 3 autonomous driving is permitted, and the current continuation determination process is terminated. As described above, when a reroute is performed, if Level 3 congestion control is in effect, autonomous driving without the obligation to monitor the surroundings at Level 3 congestion control is continued. This makes it possible to perform a reroute during autonomous driving without the obligation to monitor the surroundings.

[0069] If it is determined in S14 that area level 3 is being implemented rather than congestion level 3, the process proceeds to S17, a decision is made to temporarily suspend or cancel level 3 autonomous driving, and the current continuation determination process is terminated. As an example, in S17, a decision is made to transition to level 2 hands-on driving assistance control. If a temporary transition to level 2 is made in S17, a return to level 3 may be made after a predetermined time has passed or after driving a predetermined distance. As described above, when a reroute is performed, whether to allow continuation of level 3 autonomous driving is determined depending on whether congestion level 3 or area level 3 is in effect.

[0070] On the other hand, if the route information grasping unit 74 determines in S13 that a new route is being set, the process proceeds to S15. In S15, a decision is made as to whether or not to continue autonomous driving without the obligation to monitor the surroundings, based on whether a lane change will occur after the route is set. If it is determined in S15 that a lane change is scheduled within a predetermined time or distance after the route is set, the process proceeds to S17, where a decision is made to suspend level 3 autonomous driving. In this case, S17 also decides to transition to level 2 hands-on driving assistance control. On the other hand, if it is determined in S15 that a lane change is not scheduled after the route is set, the process proceeds to S16, where continuation of level 3 autonomous driving is permitted, and the current continuation decision process is terminated. As a result, it becomes possible to set a new route during autonomous driving without the obligation to monitor the surroundings.

[0071] Here, even when the destination setting is canceled, the autonomous driving ECU 50b may determine whether to continue autonomous driving control depending on the control mode of autonomous driving control, just as when a route change is made. Specifically, if congestion level 3 is being implemented, autonomous driving control will continue even after the destination setting is canceled. On the other hand, if area level 3 is being implemented, a decision is made to temporarily suspend or cancel autonomous driving control based on the cancellation of the destination setting.

[0072] As explained above, if a route is set or changed while autonomous driving level 3 is being implemented, the driver may be required to monitor the surrounding area. Therefore, when a route is set in the navigation ECU 38, the HCU 100 notifies the driver of the status of autonomous driving control by the autonomous driving ECU 50b after the route is set. Details of the notification of the status of autonomous driving control associated with route setting are explained below.

[0073] When a route to a destination is set in the navigation ECU 38 while the autonomous driving ECU 50b is driving the host vehicle Am under autonomous driving control, the information linking unit 82 grasps the state of the autonomous driving control that will be implemented after the route is set. Specifically, the information linking unit 82 acquires from the autonomous driving ECU 50b a driving plan that was generated based on the result of the determination made in the continuation determination process (see FIG. 4) as to whether or not to continue the autonomous driving control, as information indicating the "state of the autonomous driving control that will be implemented after the route is set." When the autonomous driving ECU 50b terminates the autonomous driving control, the information linking unit 82 acquires the driving plan before the autonomous driving control is terminated.

[0074] The information linking unit 82 grasps the autonomous driving level of the autonomous driving control that will be implemented after route setting based on the driving plan, while the autonomous driving control continues. Specifically, the information linking unit 82 grasps whether a handover to the driver is scheduled within a predetermined time or distance after route setting. Furthermore, if there is no plan for a handover to the driver and driving under autonomous driving control will continue after route setting, the information linking unit 82 further grasps whether the driver needs to monitor the surroundings, whether the driver needs to hold the steering wheel, etc.

[0075] The presentation control unit 88 notifies the state of the autonomous driving control that is implemented after the route is set. The presentation control unit 88 starts notifying the state of the autonomous driving control (hereinafter, continuation possibility notification) before the state of the autonomous driving control is changed by the autonomous driving ECU 50b. The continuation possibility notification may be ended based on the passage of a predetermined time, or may be ended based on the completion of the change in the state of the autonomous driving control. The presentation control unit 88 implements the continuation possibility notification as a level 3 continuation notification (see S108 in FIG. 6), a level 3 interruption notification (see S110 in FIG. 6), a driver change notice (see S111 in FIG. 6), etc.

[0076] The Level 3 continuation notification is a notification to the driver that autonomous driving control will continue if the autonomous driving ECU 50b continues autonomous driving control after route setting. In the Level 3 continuation notification, for example, a message such as "Autonomous driving can continue" is displayed on the meter display 21 and CID 22, etc., along with a message notifying the completion of route setting. In the Level 3 continuation notification, voice guidance does not have to be provided.

[0077] The Level 3 interruption notification is a notification to inform the driver of the interruption of autonomous driving control and the change in the state of autonomous driving control when the autonomous driving ECU 50b interrupts or cancels autonomous driving control after route setting. In the Level 3 interruption notification, for example, a message such as "Please hold the steering wheel" or "Please check your vehicle's surroundings" is displayed on the meter display 21 and CID 22, etc., along with a message notifying the completion of route setting. In the Level 3 interruption notification, an audio alert may be provided.

[0078] The driver change notice is a notification that notifies the driver of the occurrence of a driver change when a driver change is scheduled after route setting. The driver change notice notifies the driver that autonomous driving control will not continue and that control of driving operations will be transferred to the driver. Specifically, in the driver change notice, a message such as "Autonomous driving will end soon" is displayed on the meter display 21 and CID 22, etc., and is also played in the vehicle cabin by the audio device 24.

[0079] Next, the notification control process for realizing the continuation / non-continuation notification explained so far will be further described in detail based on Fig. 5 and Fig. 6, and with reference to Fig. 1 to Fig. 3. The notification control process is started by the HCU 100 when the information control unit 81 recognizes that the navigation ECU 38 has set a route.

[0080] In S101 of the notification control process, the information linking unit 82 acquires control status information from the autonomous driving ECU 50b, and then proceeds to S102. In S102, it is determined whether level 3 autonomous driving (autonomous driving control), which does not require monitoring of the surroundings, is being performed, based on the control status information acquired in S101.

[0081] If it is determined in S102 that autonomous driving control is not being performed, the process proceeds to S103. In S103, the presentation control unit 88 notifies the completion of route setting. Then, the current notification control process is terminated. On the other hand, if it is determined in S102 that autonomous driving control is being performed, the process proceeds to S104.

[0082] In S104, it is determined whether the route set by the navigation ECU 38 this time is a new route setting. If it is determined in S104 that the route is a new route setting, the process proceeds to S105, where the travel plan for the host vehicle Am after the route setting is determined. If it is determined in S104 that the route is not a new route setting but a reroute, the process proceeds to S106, where the travel plan for the host vehicle Am after the reroute is determined.

[0083] In S107, the driving plan determined in S105 or S106 is referenced to determine whether level 3 autonomous driving (autonomous driving control) will continue after the route is set. If it is determined in S107 that autonomous driving control will continue, the process proceeds to S108. In S108, the presentation control unit 88 issues a level 3 continuation notification to notify the driver that autonomous driving control will continue. This ends the notification control process this time.

[0084] On the other hand, if it is determined in S107 that the autonomous driving control will not be continued, the process proceeds to S109. In the processing from S109 onwards, a notification is issued to inform the driver that the autonomous driving level will be changed. Specifically, in S109, the driving plan determined in S105 or S106 is referenced to determine whether there will be a driver change within a predetermined time after the route is set. If it is determined in S109 that there is no plan for a driver change, the process proceeds to S110. In S110, the presentation control unit 88 issues a level 3 interruption notification, and notifies the driver of the autonomous driving level of the autonomous driving control that will be implemented after the route is set. This concludes the current notification control processing.

[0085] On the other hand, if it is determined in S109 that a driver change is planned, the process proceeds to S111. In S111, the presentation control unit 88 issues a driver change notice and requests the driver to change drivers after the route is set. Furthermore, the presentation control unit 88 issues a notice for a driver change in accordance with the end of the autonomous driving control in the autonomous driving ECU 50b. This ends the current notification control process.

[0086] In the first embodiment described so far, when a route to a destination is set for the host vehicle Am traveling under autonomous driving control, the state of the autonomous driving control implemented by the autonomous driving system 50 after the route is set, i.e., the autonomous driving level, is notified. Therefore, when autonomous driving control, which does not require periphery monitoring, is terminated due to route setting, the driver can know in advance that autonomous driving control will be terminated. This ensures the convenience of autonomous driving related to route setting.

[0087] Additionally, in the first embodiment, when a new route is set for a host vehicle Am that is traveling under autonomous driving control with no route to a destination set, the state of autonomous driving control after the route is set is notified. When a new route is set, the autonomous driving level is more likely to decrease after route setting than when the route is reset (rerouted). Therefore, notifying the driver whether or not the route can be continued when a new destination is set from an unset state is particularly effective in helping the driver understand the control status of the autonomous driving.

[0088] In the first embodiment, if autonomous driving control is continued after the route is set, the continuation of autonomous driving control is notified. In this way, if the continuation of autonomous driving control is notified, the driver can continue driving under autonomous driving control with peace of mind even after the route is set. Therefore, the convenience of autonomous driving can be further ensured.

[0089] Furthermore, in the first embodiment, if autonomous driving control is not continued after route setting, a change in autonomous driving control, i.e., a reduction in the level of autonomous driving, is notified. In this way, if a change in the level of autonomous driving control is notified, the driver can begin monitoring the surroundings and gripping the steering wheel with ample time. Therefore, the convenience of autonomous driving is less likely to be impaired even in situations where autonomous driving control is interrupted due to route setting.

[0090] In addition, in the first embodiment, after the route is set, if a driver change is scheduled within a predetermined time or distance, the driver is notified of the change. If the driver is notified of the change, the driver can resume driving with ample time to spare. Therefore, even if the automated driving control is terminated due to the route setting, the convenience of the automated driving is unlikely to be impaired.

[0091] Furthermore, in the first embodiment, if a planned lane change is identified within a predetermined time or distance after the route is set, the driver is notified that autonomous driving control will be suspended. Changing lanes while autonomous driving control is still in progress may not be permitted by law. Therefore, if the suspension of autonomous driving control is notified based on the identification of a planned lane change, the driver can smoothly begin monitoring the surroundings before the lane change begins. As a result, the convenience of automated driving is less likely to be impaired even if autonomous driving control is suspended due to route setting.

[0092] Furthermore, in the first embodiment, when the route to the destination set in the navigation ECU 38 is changed, whether or not to permit continuation of autonomous driving control after the route change is determined depending on the control mode of the autonomous driving control currently being performed. Therefore, if the control mode allows continuation of autonomous driving control even after the route is changed, driving can be continued without the driver being required to monitor the surroundings. As described above, if continuation of autonomous driving control is permitted even after the route is changed, the convenience of automated driving related to route setting can be ensured.

[0093] Additionally, in the first embodiment, if the autonomous driving control currently being performed is at congestion level 3, which is performed only when driving in congestion, continuation of the autonomous driving control is permitted even after the route is changed. In this way, when driving in congestion, the driving speed of the host vehicle Am, etc. is low, so continuation of driving using the autonomous driving control may be permitted. As a result, the period during which the autonomous driving control is available is increased, making it easier to ensure the convenience of automated driving.

[0094] Furthermore, in the first embodiment, when the autonomous driving control currently being implemented is at area level 3, which is limited to the AD area, continuation of the autonomous driving control after the route is changed is restricted. As described above, when area level 3 is being implemented, the driving speed of the host vehicle Am and the like is likely to increase. Therefore, it is desirable to restrict the continuation of the autonomous driving control when area level 3 is being implemented.

[0095] In the first embodiment, the control switching unit 77 corresponds to the "continuation determination unit", the information linking unit 82 corresponds to the "control understanding unit", and the presentation control unit 88 corresponds to the "notification control unit". Furthermore, the HCU 100 corresponds to the "presentation control device", and the autonomous driving ECU 50b corresponds to the "autonomous driving control device".

[0096] Second Embodiment The second embodiment of the present disclosure is a modified example of the first embodiment. When the route set in the navigation ECU 38 is changed, the autonomous driving ECU 50b according to the second embodiment determines whether or not to continue autonomous driving control after the route change, based on whether or not the route change is a system-proposed route change. Details of the continuation determination process according to the second embodiment will be described below based on FIG. 7 and with reference to FIGS. 1 to 3. Note that S21 to S23 and S25 of the continuation determination process are substantially the same as S11 to S13 and S15 (see FIG. 4) of the first embodiment, and therefore description thereof will be omitted.

[0097] If it is determined in S23 of the continuation determination process that the current route setting is a reroute, the route information understanding unit 74 determines in S24 whether the current route change is a system-proposed route change. If the route change is based on the driver's approval of a route newly searched for by the navigation ECU 38, it is determined in S24 that the route change is a system-proposed route change. In this case, the process proceeds to S26, where continuation of level 3 autonomous driving is permitted, and the current continuation determination process ends. If the route change is a system-proposed route change and continuation of level 3 autonomous driving is permitted, the presentation control unit 88 may omit the level 3 continuation notification (see S108 in FIG. 6).

[0098] Here, the navigation ECU 38 searches preferentially for a route that does not involve a lane change within a predetermined time or distance from the current location. The navigation ECU 38 may suggest a route change only if a route that does not involve an upcoming lane change is found. In addition, the control switching unit 77 of the HCU 100 may select a route that does not involve an upcoming lane change as the route to be suggested to the driver from among multiple candidate routes found by the navigation ECU 38.

[0099] Furthermore, the system of the host vehicle Am that proposes route changes is not limited to the navigation ECU 38. For example, a user terminal connected to the in-vehicle network 1 may propose an optimal route, similar to the navigation ECU 38. Furthermore, the energy manager of the host vehicle Am may propose a new route with less energy consumption, taking into account a decrease in the remaining fuel or battery charge.

[0100] On the other hand, if the route change is due to a change in destination, addition of a waypoint, or change in route search conditions by an occupant (such as the driver) of the vehicle Am, S24 determines that the route change is not a system-proposed route change but is driver-initiated. In this case, the process proceeds to S27, where it is determined to temporarily suspend or cancel Level 3 autonomous driving and transition to Level 2 hands-on driving assistance control, and the continuation determination process ends.

[0101] The second embodiment described so far also achieves the same effects as the first embodiment, ensuring the convenience of autonomous driving related to route setting. Specifically, in the second embodiment, if the route is changed by an input from an occupant such as a driver while the host vehicle Am is traveling under autonomous driving control, continuation of autonomous driving control after the route change is restricted. On the other hand, if the route is changed by a system of the host vehicle Am, such as the navigation ECU 38, continuation of autonomous driving control after the route change is permitted. As a result of the above, it is possible to avoid a situation in which the driver is suddenly required to monitor the surroundings due to an automatic route change by the system. Therefore, it is possible to ensure the convenience of autonomous driving related to route setting.

[0102] In the second embodiment, the navigation ECU 38 corresponds to the "system" of the host vehicle Am.

[0103] (Third embodiment) The third embodiment of the present disclosure is another modified example of the first embodiment. When the route set in the navigation ECU 38 is changed, the autonomous driving ECU 50b according to the third embodiment determines whether autonomous driving control can be continued after the route change based on whether the route change involves a change of destination. Details of the continuation determination process according to the third embodiment will be described below based on FIG. 8 and with reference to FIGS. 1 to 3. Note that S31 to S33 and S35 of the continuation determination process are substantially the same as S11 to S13 and S15 (see FIG. 4) of the first embodiment, and therefore description thereof will be omitted.

[0104] If it is determined in S33 of the continuation determination process that the current route setting is a reroute, the route information understanding unit 74 determines in S34 whether the destination has been changed in the current route change. If it is determined in S34 that the destination has not been changed, the process proceeds to S36. In this way, if the destination has been maintained and only the route has been changed, the continuation of level 3 autonomous driving after the route change is permitted in S36, and the current continuation determination process ends.

[0105] On the other hand, if it is determined in S34 that the destination has changed, the changed destination and the route to this destination are identified, and the process proceeds to S37. In this way, if the route is changed along with the change in destination, continuation of level 3 autonomous driving after the route change is restricted in S37. Specifically, in S37, it is determined to temporarily suspend or cancel level 3 autonomous driving and transition to level 2 hands-on driving assistance control, and the current continuation determination process ends.

[0106] The third embodiment described so far also achieves the same effects as the first embodiment, and makes it possible to ensure the convenience of autonomous driving related to route setting. Specifically, in the third embodiment, if the route is changed with a change in destination while the host vehicle Am is traveling under autonomous driving control, the continuation of autonomous driving control after the route change is restricted. On the other hand, if the route is changed while the destination is maintained, the continuation of autonomous driving control is permitted even after the route change. As a result of the above, it becomes possible to use autonomous driving without the obligation to monitor the surroundings for a long period of time, thereby making it possible to ensure the convenience of autonomous driving related to route setting.

[0107] (Fourth embodiment) The fourth embodiment of the present disclosure is yet another modification of the first embodiment. The autonomous driving ECU 50b according to the fourth embodiment determines whether the 3D map data used for autonomous driving control is the latest information. The autonomous driving ECU 50b determines that the 3D map data for which update data exists in a map data distribution server provided on the network, or the 3D map data that has not been updated for a preset period of time, is not the latest information. The autonomous driving ECU 50b avoids driving under autonomous driving control in areas where the 3D map data stored in the map DB 36 is not the latest information (hereinafter, "unupdated areas").

[0108] When a new route is searched for by the navigation ECU 38 during autonomous driving control, the autonomous driving ECU 50b checks whether all 3D map data related to the searched route is the latest information. The autonomous driving ECU 50b checks the update status of the 3D map data regardless of whether a new route is set or a reroute is performed. The autonomous driving ECU 50b restricts the continuation of autonomous driving control if at least a portion of the searched route passes through an unupdated area. Details of the continuation determination process performed by the autonomous driving ECU 50b of the fourth embodiment, and the notification control process and interruption notice process performed by the HCU 100 will be described below based on FIGS. 9 to 11 and with reference to FIGS. 1 to 3 and 5.

[0109] 9 is started by the autonomous driving ECU 50b, which has recognized that a route search is being performed, when the navigation ECU 38 searches for a route to a destination while the host vehicle Am is traveling under autonomous driving control or driving assistance control. The newly searched route to the destination may be set in the navigation ECU 38 immediately, or setting may be postponed until the continuation determination process is completed.

[0110] In S41 of the continuation determination process, the route information ascertaining unit 74 acquires route information indicating the latest route searched by the navigation ECU 38. In S42, the control switching unit 77 determines whether or not there is a periphery monitoring obligation in the driving control being executed. If it is determined in S42 that driving assistance control with a periphery monitoring obligation is being executed, the continuation determination process is terminated. On the other hand, if it is determined in S42 that autonomous driving control (level 3 autonomous driving) with a periphery monitoring obligation is being executed, the process proceeds to S43.

[0111] In S43, the route information understanding unit 74 obtains 3D map data related to the newly searched route from the map DB 36 based on the route information obtained in S41. The route information understanding unit 74 verifies whether the obtained 3D map data includes 3D map data that needs to be updated to the latest information. If it is determined in S43 that there is no 3D map data that needs to be updated and that the searched route does not pass through an unupdated area, the behavior determination unit 63 permits continuation of level 3 autonomous driving in S47. This starts autonomous driving control in accordance with the new route information. On the other hand, if it is determined in S43 that there is 3D map data that needs to be updated and that the searched route passes through an unupdated area, the process proceeds to S44.

[0112] In S44, the route information ascertaining unit 74, in cooperation with the locator 35, determines whether the update of the 3D map data for the unupdated area identified in S43 can be completed by the time the host vehicle Am reaches the unupdated area. As an example, the locator 35 calculates the time required to download the 3D map data (hereinafter referred to as the reception time) based on the communication speed of the in-vehicle communication device 39, and creates a download schedule for the 3D map data for the unupdated area. Furthermore, the locator 35 estimates the travel distance of the host vehicle Am until reception is complete based on the reception time and vehicle speed information of the host vehicle Am. If the travel distance until reception is complete is shorter than the distance from the current position to the unupdated area, the route information ascertaining unit 74 determines that the update of the 3D map data can be completed.

[0113] If it is determined in S44 that the update of the 3D map data can be completed before the host vehicle Am reaches an unupdated area, continuation of level 3 autonomous driving is permitted in S47. If there are multiple unupdated areas on the route, continuation of level 3 autonomous driving is permitted if data reception can be completed for all unupdated areas before the host vehicle Am reaches the unupdated area.

[0114] On the other hand, if it is determined in S44 that the update of the 3D map data cannot be completed by the time the host vehicle Am reaches the unupdated area, in S45 the information linking unit 61 outputs a request to the HCU 100 to implement an action suggestion notification (S150 in FIG. 10). The action suggestion notification is a notification that suggests to the driver an action to ensure that the download of the 3D map data for the unupdated area is completed in time, in other words, an action to delay arrival at the unupdated area. For example, the action suggestion notification suggests to the driver an action such as slowing down the set vehicle speed of the host vehicle Am in the autonomous driving control or stopping for a predetermined time at a service area or the like just before the unupdated area.

[0115] In S46, the information linking unit 61 determines whether the driver has approved the implementation of the action proposed in S45. If it is determined in S46 that the proposal has been approved, it is assumed that the update of the 3D map data can be completed before arriving at the unupdated area, and continuation of level 3 autonomous driving is permitted in S47. On the other hand, if it is determined in S46 that the proposal has not been approved, a decision is made in S48 to temporarily suspend or cancel level 3 autonomous driving. In this case, after starting to travel along the new route, the driving control state of the host vehicle Am is transitioned from autonomous driving control to driving assistance control.

[0116] 10 is started by the HCU 100, which has recognized that a route search is being performed, when the navigation ECU 38 searches for a route to a destination while the host vehicle Am is traveling under autonomous travel control or driving assistance control. In the fourth embodiment, the processing contents of S101 to S106 (see FIG. 5) are substantially the same as those in the first embodiment.

[0117] In S147 of the notification control processing, the information linking unit 82 refers to the driving plan for autonomous driving control grasped in S106 or S107 (see FIG. 5) and determines whether the newly searched route is a route that passes through an unupdated area. If it is determined in S147 that the newly searched route does not pass through an unupdated area, the presentation control unit 88 performs a level 3 interruption notification or a driver change notice based on S109 to S111.

[0118] On the other hand, if it is determined in S147 that the route passes through an unupdated area, the presentation control unit 88 performs an unupdated area notification in S148. The unupdated area notification is a notification that notifies the driver that an unupdated area exists on the route of the host vehicle Am. In the unupdated area notification, for example, a message such as "Map data needs to be updated" is displayed on the meter display 21, HUD 23, etc. In the unupdated area notification, the display color of the route section corresponding to the unupdated area in the map image displayed on the CID 22 may be highlighted in a color different from that of route sections that are not unupdated areas. Furthermore, in the unupdated area notification, an inquiry such as "Do you want to update the map data?" may be issued.

[0119] In S149, it is determined whether or not autonomous driving control is to be continued. If, in the continuation determination process, the update of the 3D map data can be completed before reaching an unupdated area and continuation of autonomous driving control is permitted (see S44 and S47 in FIG. 9), it is determined in S149 that autonomous driving control is to be continued. Then, in S152, the presentation control unit 88 issues a route setting availability notification using the meter display 21 or the HUD 23. The route setting availability notification may be a notification that also serves as a level 3 continuation notification (see S108 in FIG. 6). The route setting availability notification notifies the driver that even a route that passes through an unupdated area can be set as a new route without interrupting autonomous driving control. On the other hand, if it is determined in S149 that autonomous driving control is not to be continued, the process proceeds to S150.

[0120] In S150, the presentation control unit 88 performs an action suggestion notification based on an implementation request (see S45 in FIG. 9 ) acquired from the autonomous driving ECU 50b. In the action suggestion notification, an action to delay arrival at the unupdated area is presented, for example, on the meter display 21 or the CID 22. One or more actions may be presented. The driver can cause the autonomous driving ECU 50b to implement the action to delay arrival by performing a user operation to select a presented action.

[0121] In S151, the information linking unit 82 determines whether the proposal has been approved based on the presence or absence of a user operation to select an action. If the information control unit 81 determines in S151 that a user operation to select an action has been performed, the information linking unit 82 determines that the action has been approved and notifies the autonomous driving ECU 50b of the approval of the proposal. This makes it possible to continue autonomous driving control. As a result, in S152, the presentation control unit 88 issues a notification that a route can be set. Furthermore, in S153, an interruption notice process (see FIG. 11) is started.

[0122] The interruption warning process shown in Fig. 11 is a process for notifying the possibility of an interruption of autonomous driving control when the distance to an unupdated area is within a predetermined distance but the download of 3D map data is not complete. In S161 of the interruption warning process, the information control unit 81 or the information linkage unit 82 determines the update status of the 3D map data in the map DB 36 and determines whether the download and update process are complete. If it is determined in S161 that the update of the 3D map data is complete, the interruption warning process ends. On the other hand, if it is determined in S161 that the update of the 3D map data is not complete, the process proceeds to S162.

[0123] In S162, the information control unit 81 determines whether the host vehicle Am has approached an unupdated area. As an example, the information control unit 81 acquires position information of the host vehicle Am from the locator 35, and determines that the host vehicle Am has approached an unupdated area when the distance from the host vehicle Am to the unupdated area is less than a predetermined distance (for example, several kilometers). The information control unit 81 may determine that the host vehicle Am has approached an unupdated area when there are only a few minutes left until the estimated arrival time at the unupdated area. If it is determined in S162 that the host vehicle Am has not approached an unupdated area, the process returns to S161. On the other hand, if it is determined in S162 that the host vehicle Am has approached an unupdated area, the process proceeds to S163.

[0124] In S163, the presentation control unit 88 issues an interruption possibility notification. The interruption possibility notification is a notification to the driver that an interruption of autonomous driving control is scheduled and that the driver will soon be required to monitor the surroundings. In the interruption possibility notification, for example, a message such as "End of autonomous driving is scheduled" is displayed on the meter display 21 and the CID 22. The interruption possibility notification may also be accompanied by an audio alert.

[0125] In S164, the presentation control unit 88 performs an action suggestion notification. The action suggestion notification may be started after the interruption possibility notification has ended, or may be performed together with the interruption possibility notification. The action suggestion notification performed after approaching an unupdated area also suggests to the driver an action such as changing the setting to slow down the set vehicle speed or stopping at a service area, just like the action suggestion notification performed before approaching an unupdated area (see S150 in FIG. 10).

[0126] In the fourth embodiment described above, when a route is searched for that passes through an unupdated area that requires updating of the 3D map data, the existence of the unupdated area is notified. Therefore, the driver can recognize that there is a lack of information necessary to continue autonomous driving control and that there is a risk that autonomous driving control will be interrupted. As described above, by indicating the possibility of a change in the autonomous driving state in advance, the convenience of autonomous driving related to route setting is more easily ensured.

[0127] Additionally, in the fourth embodiment, if updating of the 3D map data for an unupdated area can be completed by the time the host vehicle Am reaches the unupdated area, the presentation control unit 88 notifies the autonomous driving ECU 50b that the searched route can be set. This route setting availability notification allows the driver to understand that autonomous driving control can continue to be used while recognizing the risk of autonomous driving control being interrupted. This can improve the convenience of autonomous driving related to route setting.

[0128] In the fourth embodiment, if the host vehicle Am approaches an unupdated area before the update of the 3D map data for that area is complete, a warning is issued that autonomous driving control may be interrupted. Therefore, even if the driver was performing a second task before the autonomous driving control was interrupted, the driver can smoothly resume monitoring the surroundings and driving.

[0129] Furthermore, in the fourth embodiment, if the update of the 3D map data for the unupdated area cannot be completed by the time the host vehicle Am reaches the unupdated area, an action to delay arrival at the unupdated area is suggested. Such suggestions make it easier for the driver to continuously use the autonomous driving control. Note that in the fourth embodiment, the 3D map data corresponds to "map data."

[0130] Fifth Embodiment The fifth embodiment of the present disclosure is yet another modified example of the first embodiment. In the fifth embodiment, the continuation determination process (see FIG. 4, etc.) by the autonomous driving ECU 50b is omitted. When a route is set during autonomous driving control, the autonomous driving ECU 50b generally permits continuation of autonomous driving control, regardless of whether a new route is set or the control mode currently being implemented. In addition, the autonomous driving ECU 50b can perform automated lane change (hereinafter, referred to as automatic LC) while continuing autonomous driving control without the obligation to monitor the surroundings.

[0131] When the driver performs a series of user operations (hereinafter referred to as setting operations) to set a destination in the navigation ECU 38, the HCU 100 grasps the contents of the series of setting operations using the information control unit 81. When a setting operation to set a new route or a route that will be a reroute is started, the HCU 100 performs a notification (hereinafter referred to as pre-decision notification, see FIG. 12) to call attention to vehicle control that is scheduled to be started after the route setting is completed, before the route setting is completed. In addition, the HCU 100 performs a notification (hereinafter referred to as post-decision notification, see FIG. 12) to call attention to vehicle control that is scheduled to be implemented, after the setting operation is completed. Details of each notification control process for implementing the pre-decision notification and post-decision notification will be further described below based on FIGS. 13 and 14, with reference to FIGS. 12 and 1 to 3.

[0132] The notification control process for implementing the pre-decision notification shown in FIG. 13 is started by the HCU 100 when the start of the setting operation is recognized by the information control unit 81 (see point P0 or time t0 in FIG. 12).

[0133] In S501, the information control unit 81 acquires route candidate information indicating a route before confirmation from the navigation ECU 38. The navigation ECU 38 estimates a rough direction (area) of the destination during a period in which destination candidates or route candidates are presented as options, and generates route candidate information to be provided to the information control unit 81. The information control unit 81 may be able to acquire one or more pieces of route candidate information from the navigation ECU 38. In addition, the information control unit 81 may be able to acquire route candidate information that extracts only a partial section of a route that will be traveled recently from the navigation ECU 38.

[0134] If the information control unit 81 acquires the route candidate information (S501: YES), it estimates in S502 whether or not vehicle control by the autonomous driving ECU 50b will occur after the destination is determined, based on the acquired route candidate information. The vehicle control includes, for example, changing the settings of the autonomous driving control (LC) and the target cruising speed.

[0135] If the information control unit 81 estimates that vehicle control will be performed (S502: YES), the presentation control unit 88 performs a pre-decision notification in S503 (see point P1 or time t1 in FIG. 12). The pre-decision notification is performed before a decision operation for deciding the destination is performed (see point P2 or time t2 in FIG. 12). The presentation control unit 88 grasps the content of the vehicle control estimated by the information control unit 81, and displays the content of the vehicle control that is scheduled to be performed to the driver in the pre-decision notification.

[0136] After the presentation control unit 88 performs a pre-decision notification, the information control unit 81 determines whether a decision operation has been input. If a decision operation has not been input (S504: NO), the information control unit 81 continues to acquire route candidate information. As a result, if the driver changes the candidate destination, a pre-decision notification may be performed that assumes route candidates leading to the changed candidate destination. On the other hand, if a decision operation has been input, the notification control process is terminated.

[0137] The determination of whether vehicle control will occur based on the route candidate information may be made by the action determination unit 63 of the autonomous driving ECU 50b. In this embodiment, the action determination unit 63 generates a tentative driving plan based on the route candidate information. The tentative driving plan is provided to the HCU 100 via the information linkage unit 61. As a result, in the notification control process, the information linkage unit 82 performs a process corresponding to S501 and S502, in which the information linkage unit 82 determines whether vehicle control will occur after the destination is determined based on the tentative driving plan.

[0138] 14 is started by the HCU 100 when the input of a decision operation to decide a destination is grasped by the information control unit 81 (see point P2 or time t2 in FIG. 12). That is, the notification control process for implementing the post-decision notification is started in synchronization with the end of the notification control process for implementing the pre-decision notification.

[0139] In S511, the information linking unit 82 acquires a driving plan for the host vehicle Am that was generated by the action determination unit 63 after the route was set. In S512, the information linking unit 82 refers to the acquired driving plan and determines whether or not vehicle control is scheduled to be performed while continuing autonomous driving control within a predetermined time (approximately 30 seconds) or a predetermined distance (approximately 1 km) after the route was set. If vehicle control is not scheduled to be performed in the near future (S512: NO), the current notification control process is terminated.

[0140] On the other hand, if vehicle control is scheduled to be performed in the near future (S512: YES), the information control unit 81 determines in S513 the type of vehicle control that is scheduled to be performed, such as automatic LC and a change in cruising speed. In addition, if automatic LC is scheduled to be performed, the information control unit 81 further determines the type of automatic LC. Specifically, the information control unit 81 determines whether the lane change is a move to a branch lane or a move to an adjacent lane in preparation for moving to the branch lane. In other words, the information control unit 81 determines whether multiple automatic LCs are scheduled.

[0141] In S514, the presentation control unit 88 determines the mode of post-decision notification according to the type of vehicle control determined in S513. In addition, if automatic LC is scheduled to be performed, the presentation control unit 88 changes the intensity of the post-decision notification according to the type of automatic LC. The presentation control unit 88 performs post-decision notification in S515 based on the determined notification mode (see point P3 or time t3 in FIG. 12). The post-decision notification is performed before the timing when vehicle control is started (see point P4 or time t4 in FIG. 12).

[0142] The presentation control unit 88, like the pre-decision notification, notifies the driver of the details of the vehicle control that is scheduled to be performed in the post-decision notification. In addition, the presentation control unit 88 changes the intensity of the post-decision notification depending on the type of automatic LC, making the post-decision notification stronger when moving to a branch lane than when moving to an adjacent lane. As described above, when an automatic LC to move to a branch lane, in other words, the only or last automatic LC, is scheduled to be performed, an emphasized post-decision notification is performed. On the other hand, when an automatic LC to move to an adjacent lane in preparation for branching, in other words, an automatic LC that is not the last of multiple automatic LCs, a normal or weakened post-decision notification is performed. Furthermore, when an automatic LC to move to an adjacent lane is scheduled to be performed, the post-decision notification may be omitted.

[0143] The fifth embodiment described so far also achieves the same effects as the first embodiment, ensuring the convenience of automated driving related to route setting. Specifically, in the fifth embodiment, when an automated LC by autonomous driving control is scheduled within a predetermined time or a predetermined distance after route setting, the information linking unit 82 identifies the type of the automated LC. The presentation control unit 88 then changes the intensity of the post-decision notification indicating the implementation of the automated LC according to the type of the automated LC. Therefore, the driver can identify the type of the automated LC from the intensity of the post-decision notification. As a result, the convenience of automated driving related to route setting can be ensured even in a system in which the implementation of automated LC is permitted.

[0144] Additionally, in the fifth embodiment, it is possible to determine whether the vehicle is moving to a branch lane or to an adjacent lane in preparation for moving to the branch lane. If the vehicle is moving to a branch lane, the post-determination notification is stronger than if the vehicle is moving to an adjacent lane. Therefore, the driver can determine whether the vehicle is moving to a branch lane from the strength of the post-determination notification.

[0145] Furthermore, in the fifth embodiment, when the driver performs a series of setting operations to set a destination, a pre-decision notification is performed before the decision operation to decide the destination is performed. The pre-decision notification notifies the driver of vehicle control that will be performed after the destination is decided. Therefore, even in a situation where a behavior change of the host vehicle Am occurs immediately after the decision operation is input, it is possible to alert the driver or other occupants to the occurrence of the behavior change in advance. As a result, the anxiety of occupants due to the behavior change can be reduced, making it easier to ensure the convenience of automated driving.

[0146] (Sixth embodiment) The sixth embodiment of the present disclosure is a modified example of the fifth embodiment. In the sixth embodiment, as in the fifth embodiment, the execution of automatic LC by the automatic driving ECU 50b is permitted. Details of the control executed by the automatic driving ECU 50b of the sixth embodiment will be described below based on FIGS. 15 and 16 and with reference to FIGS. 1 to 3.

[0147] When autonomous driving control without the obligation to monitor the surroundings is continued after route setting, the autonomous driving ECU 50b suspends the start of vehicle control based on the newly set route for a certain period of time by performing a control standby process (see FIG. 16). The control standby process is started based on the driver performing a series of setting operations (see points P0 to P1 or times t0 to t1 in FIG. 15).

[0148] In S61 of the control standby process, the route information grasping unit 74 acquires newly set route information and grasps the contents of the changed route set in the navigation ECU 38. In S62, the control switching unit 77 determines whether to continue level 3 autonomous driving control based on the route grasped in S61. If the control switching unit 77 determines that autonomous driving control cannot be continued (S62: NO), it terminates level 3 autonomous driving control in S67. On the other hand, if autonomous driving control is to be continued (S62: YES), the behavior determination unit 63 changes the setting to prohibit the start of vehicle control in S63. As a result, when the route information grasping unit 74 grasps the change in route and the control switching unit 77 permits the continuation of autonomous driving control, the start of vehicle control based on the changed route is temporarily put on standby. For example, vehicle control such as automatic LC, change in cruising speed, overtaking control, and passing control is temporarily put on standby.

[0149] In S64, the behavior determination unit 63 determines whether a guidance notification has been issued to guide the driver along the newly set route. The HCU 100 issues a guidance notification, for example, a route display using the CID 22. The behavior determination unit 63 may determine whether a guidance notification has been issued based on notification implementation information provided from the HCU 100 to the information linking unit 61, or may consider that a guidance notification has been issued when a certain time has elapsed since the end of the decision operation.

[0150] When the behavior determination unit 63 determines that a guidance notification has been issued (S64: YES), it waits in S65 for the end of the standby period (see points P2 to P3 or times t2 to t3 in FIG. 15). The behavior determination unit 63 determines that the standby period has ended when the host vehicle Am has traveled a predetermined time (approximately 30 seconds) or a predetermined distance (approximately 1 km) after the guidance notification has been issued. Based on the determination that the standby period has ended (S65: YES), the behavior determination unit 63 changes the setting to permit the start of vehicle control. As a result, vehicle control based on the changed route is started (see point P3 or time t3 in FIG. 15).

[0151] The sixth embodiment described so far also achieves the same effects as the fifth embodiment, and the convenience of automated driving related to route setting can be ensured even when autonomous driving control continues after route setting. Specifically, in the sixth embodiment, when a new route is set or a reroute is performed, the start of vehicle control is delayed until the host vehicle Am has traveled a predetermined time or a predetermined distance after a guidance notification. By setting such a waiting period, it is possible to provide a sufficient time between the guidance notification and the start of vehicle control. As a result, the driver is less likely to feel uneasy about vehicle control performed based on the set route, and the convenience of automated driving can be ensured. Note that in the sixth embodiment, the behavior determination unit 63 corresponds to the "driving control unit."

[0152] Seventh Embodiment The seventh embodiment of the present disclosure is another modified example of the fifth embodiment. As with the sixth embodiment, the autonomous driving ECU 50b according to the seventh embodiment also starts a control standby process (see FIG. 19) based on a series of setting operations performed by the driver (see points P0 to P1 or times t0 to t1 in FIGS. 17 and 18). By performing the control standby process, the autonomous driving ECU 50b changes the start timing of vehicle control based on the new set route when autonomous driving control without the obligation to monitor the surroundings is to be continued after route setting. Details of the control performed by the autonomous driving ECU 50b according to the seventh embodiment will be described below based on FIGS. 17 to 19 and with reference to FIGS. 1 to 3.

[0153] 19, in S71, the route information grasping unit 74 starts acquiring newly set route information. In S72, it is determined whether or not the road on which the host vehicle Am is currently traveling has been traveled in the past. The behavior determining unit 63 determines whether or not the road has been traveled before, based on the history information provided by the navigation ECU 38.

[0154] If the host vehicle Am is traveling on a road that has been traveled in the past (S72: YES), the processes of S73 to S75 are skipped. On the other hand, if the host vehicle Am is traveling on a road that has not been traveled in the past (S72: NO), the behavior determination unit 63 changes the setting to prohibit the start of vehicle control in S73. Furthermore, the behavior determination unit 63 determines in S74 whether a guidance notification guiding the driver to a new route has been performed by the HCU 100. If the behavior determination unit 63 determines that a guidance notification has been performed (S74: YES), the behavior determination unit 63 changes the setting to permit the start of vehicle control in S75.

[0155] In S76, the behavior determination unit 63 generates a driving plan based on the acquired route information and determines whether or not it is necessary to implement vehicle control based on the new set route. If vehicle control is not necessary (S76: NO), the current control standby process is ended. If level 3 autonomous driving control is to be ended, the current control standby process is also ended. On the other hand, if vehicle control is necessary (S76: YES), the behavior determination unit 63 starts vehicle control in S77.

[0156] According to the above, when traveling on a road with no driving history, i.e., a road that is unfamiliar to the driver, the processes of S73 to S75 cause the start of vehicle control based on the changed route to be put on hold until the guidance announcement is completed. As a result, even if route information is acquired before the guidance announcement (see point P2 or time t2 in FIG. 17) is made, the start of vehicle control is put on hold. Then, after the guidance announcement is made, vehicle control is started (see point P3 or time t3 in FIG. 17).

[0157] On the other hand, when traveling on a road with a driving history, i.e., a road that the driver knows, the processes of S73 to S75 are skipped. Therefore, even before the guidance announcement (see point P3 or time t3 in FIG. 18) is made, if route information is acquired, vehicle control is initiated (see point P2 or time t2 in FIG. 18).

[0158] The seventh embodiment described so far also achieves the same effects as the fifth and sixth embodiments, and makes it possible to ensure the convenience of automatic driving related to route setting even when autonomous driving control continues after route setting.

[0159] More specifically, route calculation by the navigation ECU 38 requires time for calculation. Also, if high-precision map data needs to be updated, time may be required for downloading. Therefore, when setting a new route or rerouting, a certain amount of time inevitably occurs between the driver's input of a confirmation operation and the announcement of guidance.

[0160] Therefore, in the seventh embodiment, when a new route is set or a reroute is performed, vehicle control is initiated after a guidance notification is issued to guide the driver along the newly set route. This can prevent a sudden change in vehicle behavior before the guidance notification is issued and before the driver has grasped the new route, which can cause anxiety among occupants such as the driver. As a result, the convenience of automated driving is further ensured.

[0161] Additionally, in the seventh embodiment, if the host vehicle Am is traveling on a road that has been traveled in the past, vehicle control is initiated even before the guidance notification is issued. Therefore, in a situation where the host vehicle Am is traveling on a familiar road and the occupants are unlikely to feel anxious, vehicle control can be initiated when the vehicle is ready. As described above, if vehicle control is initiated quickly, a delay in the start of control is unlikely to cause discomfort to the driver. As a result, the convenience of automated driving is further ensured.

[0162] In the seventh embodiment, when the host vehicle Am is traveling on a road that has not been traveled before, vehicle control is initiated after a guidance announcement is made. Therefore, when the host vehicle Am is traveling on an unfamiliar road and is likely to feel anxious, control that reduces anxiety is given priority. As described above, by selectively using both anxiety reduction and rapid control transition, the convenience of automated driving can be further ensured. In the seventh embodiment, the environment recognition unit 62 corresponds to the "history determination unit."

[0163] Eighth Embodiment The eighth embodiment of the present disclosure is yet another modification of the fifth embodiment. In the eighth embodiment, the navigation ECU 38 predicts a destination to be selected by the driver during a period in which the driver performs a series of setting operations to set a destination (see points P0 to P3 or times t0 to t3 in FIG. 20). The navigation ECU 38 starts calculating a route to the predicted new destination (hereinafter, a destination candidate) before a decision operation to decide the destination is input. The navigation ECU 38 provides at least a portion of the route to the predicted destination candidate to the autonomous driving ECU 50b as a tentative route. The route information indicating the tentative route is substantially the same as the route candidate information of the fifth embodiment and includes at least information indicating the direction in which the host vehicle Am is heading.

[0164] The autonomous driving ECU 50b starts the advance control process (see FIG. 21) and the notification control process (see FIG. 22) based on the start of the setting operation by the driver (see point P0 or time t0 in FIG. 20). In the advance control process and the notification control process, vehicle control and notification are performed based on the tentative route.

[0165] The advance control process shown in Fig. 21 enables vehicle control based on the tentative route to be started before the timing at which the final operation is performed (see point P3 or time t3 in Fig. 20). Specifically, in S81 of the advance control process, the route information ascertaining unit 74 ascertains the tentative route based on route information provided by the navigation ECU 38. If the tentative route can be ascertained (S81: YES), the behavior determination unit 63 determines in S82 whether vehicle control based on the tentative route is necessary.

[0166] When the behavior determination unit 63 determines that vehicle control is necessary (S82: YES), in S83, it starts vehicle control according to the tentative route. As an example, when a branch point exists within a predetermined distance (for example, about several kilometers) and a lane change is required before the branch point, the behavior determination unit 63 determines that automatic LC is necessary as vehicle control and performs automatic LC to a lane suitable for heading toward the destination candidate. On the other hand, when the tentative route cannot be grasped (S81: NO) or when vehicle control is not necessary in the immediate vicinity (S82: NO), vehicle control is not performed.

[0167] In S84, the information linking unit 61 determines whether or not the driver has performed a decision operation. Until it is determined that the driver has performed a decision operation, S81 to S83 are repeated to perform vehicle control based on the tentative route in advance of the decision operation. Then, when it is determined in S84 that the driver has performed a decision operation, the advance control process is terminated.

[0168] The notification control process shown in FIG. 22 enables the implementation of a delay warning notification that warns the driver of a possible delay in arrival at the destination before the timing of the final operation (see point P3 or time t3 in FIG. 20). Specifically, also in S86 of the notification control process, the route information grasping unit 74 grasps a tentative route based on route information provided by the navigation ECU 38. If the tentative route can be grasped (S86: YES), the behavior determination unit 63 determines in S87 whether the nearest branch point set on the tentative route is approaching. If a branch point exists within a predetermined time or a predetermined distance (S87: YES), the information linking unit 61 outputs an implementation request to the HCU 100 in S88 to implement a delay warning notification using a display device. The delay warning notification warns a driver or other occupant that if a new destination and a route to the destination are not determined quickly, the nearest branch point may be passed, resulting in a significant delay in arrival. On the other hand, if the tentative route cannot be grasped (S86: NO) or if there is no nearest branch point (S87: NO), the delay warning is not issued.

[0169] In S89, the information linking unit 61 determines whether or not the driver has performed a decision operation. Until it is determined that the driver has performed a decision operation, S86 to S88 are repeated to issue a delay warning based on the tentative route prior to the decision operation. Then, when it is determined in S89 that the driver has performed a decision operation, the notification control process is terminated. Note that the notification control process may be performed by the HCU 100, which acquires the tentative route from the navigation ECU 38.

[0170] The eighth embodiment described so far also achieves the same effects as the above-described embodiments, and can ensure the convenience of automated driving related to route setting. Specifically, in the eighth embodiment, when the driver performs a series of setting operations to set a destination, the destination to be set is predicted before the final operation to determine the destination is performed. Then, at least a portion of the route to the predicted destination is recognized by the route information recognition unit 74 as a tentative route. Therefore, vehicle control or notification related to the newly set route can be performed early. As a result, it is possible to provide highly convenient automated driving.

[0171] Additionally, in the eighth embodiment, vehicle control based on the tentative route is initiated before the final operation is performed. Therefore, even when a branch point is approaching, automated LC can be performed to move toward the branch lane with sufficient time to spare. As a result, the convenience of automated driving can be further improved.

[0172] In the eighth embodiment, if the host vehicle Am approaches a branch point set on the tentative route before the final operation is performed, a delay warning is issued. This allows the driver to recognize that it is better to decide on the destination early. In addition, it is possible to avoid a situation in which a reroute occurs due to passing through a branch point immediately after inputting a decision operation to decide the destination. As a result, the convenience of automated driving can be further improved. In the eighth embodiment, the information linking unit 61 corresponds to the "warning implementation unit."

[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] The HCU 100 in the above embodiment was capable of issuing both a level 3 continuation notification and a level 3 interruption notification, regardless of whether a new route was set. In contrast, in Modification 1 of the above embodiment, when a new route was set, both a level 3 continuation notification and a level 3 interruption notification were issued, while when a reroute was set, only the level 3 interruption notification was issued. In other words, even if a reroute occurred, if autonomous driving control continued, a level 3 continuation notification was not issued. According to Modification 1, notifications associated with route updates are suppressed, thereby reducing the annoyance caused by notifications.

[0175] In the second modification of the above embodiment, only a level 3 interruption notification is made, and a level 3 continuation notification is not made. That is, regardless of whether a new route is set or not, if autonomous driving control is continued, a continuation possibility notification is not made.

[0176] In the third modification of the above embodiment, when a new route is set, autonomous driving control is at least temporarily suspended regardless of whether a lane change is planned. Furthermore, in the fourth modification of the above embodiment, continuation of autonomous driving control is permitted when a new route is set. For example, if lane changes are legally permitted without the obligation to monitor the surroundings, whether a lane change is planned does not need to be taken into consideration. Furthermore, in the fifth modification of the first embodiment, even when a new route is set, whether autonomous driving control can be continued is determined depending on the control mode of the autonomous driving control currently being performed, as in the case of a reroute setting.

[0177] The manner of the continuation / non-continuation notification in the above embodiment may be changed as appropriate. As an example, the presentation control unit 88 may use the HUD 23 for at least one of the level 3 continuation notification and the level 3 interruption notification. Furthermore, when autonomous driving control is interrupted due to route setting, details of the reason for the interruption may be displayed on the CID 22. Furthermore, the display color, display size, display brightness, and the presence or absence of animation and blinking of the content used for the continuation / non-continuation notification may be changed as appropriate. Furthermore, to urge the driver to take action, a voice message may be played as appropriate.

[0178] In a sixth modification of the above embodiment, the functions of the driving assistance ECU 50a and the autonomous driving ECU 50b are provided by a single autonomous driving ECU. That is, the autonomous driving ECU 50b of the sixth modification is equipped with the functions of the driving assistance ECU 50a. In this sixth modification, the integrated autonomous driving ECU corresponds to the "autonomous driving control device." Furthermore, the integrated autonomous driving ECU may further be equipped with the functions of the HCU 100. In this embodiment, the autonomous driving ECU corresponds to the "presentation control device." Furthermore, at least some of the functions of the navigation ECU 38 may be equipped in the autonomous driving ECU.

[0179] Furthermore, in a form in which the autonomous driving control and presentation control according to the present disclosure are implemented by cooperation between the autonomous driving ECU 50b and the HCU 100, a system including these corresponds to the "autonomous driving control device" and the "presentation control device." Also, a system including at least one of the autonomous driving ECU 50b and the HCU 100 and the navigation ECU 38 may correspond to the "autonomous driving control device" and the "presentation control device."

[0180] In Modifications 7 and 8 of the fourth embodiment, if the new route passes through an unupdated area, the determination of whether the update of the 3D map data can be completed is omitted. In Modification 7, if the route passes through an unupdated area, the autonomous driving control is terminated after the unupdated area notification is performed. Furthermore, in Modification 8, the autonomous driving control continues even after the unupdated area notification is performed, and if the update is not completed when the vehicle approaches the unupdated area, the autonomous driving control is terminated. Furthermore, in Modifications 7 and 8, the action suggestion notification does not have to be performed.

[0181] In the ninth modification of the sixth embodiment, a waiting period is set only when a reroute is performed, and no waiting period is set when a new route is set. In the tenth modification of the seventh embodiment, vehicle control is started after the completion of the announcement of guidance, regardless of whether or not there is a driving history. On the other hand, in the eleventh modification of the seventh embodiment, the start of vehicle control before the announcement of guidance is permitted, regardless of whether or not there is a driving history. Furthermore, in the fifth to eighth embodiments, at least a part of the series of setting operations, including the decision operation, may be performed by voice input.

[0182] In the above embodiments, the functions provided by the driving assistance ECU, autonomous driving ECU, and HCU can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, the functions can also be provided by digital circuits including multiple logic circuits or analog circuits.

[0183] Each processing unit in the above embodiments is hardware for arithmetic processing coupled to a RAM. The processing unit includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. Such processing units may be individually mounted on a printed circuit board, or may be mounted on an application-specific integrated circuit (ASIC), an FPGA, or the like.

[0184] The form of the storage medium (non-transitory tangible storage medium) that stores various programs and the like may also be changed as appropriate. Such storage media are not limited to being mounted 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 a control circuit such as an autonomous driving ECU or HCU. Furthermore, the storage medium may be an optical disk or hard disk drive, from which programs are copied to the autonomous driving ECU or HCU.

[0185] Vehicles equipped with the above-described autonomous driving system and HMI system are not limited to ordinary private passenger cars, but may also be rental cars, manned taxis, ride-sharing vehicles, freight vehicles, buses, etc. Furthermore, vehicles equipped with the autonomous driving system and HMI system may be right-hand drive vehicles or left-hand drive vehicles. Furthermore, the traffic environment in which the vehicle travels may be one based on left-hand traffic or one based on right-hand traffic. The information presentation control and autonomous driving control according to the present disclosure may be optimized as appropriate according to the road traffic laws of each country and region, as well as the position of the vehicle's steering wheel.

[0186] 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. [Explanation of symbols]

[0187] Am: Vehicle, 11, 51: Processing section, 38: Navigation ECU (system), 50b: Autonomous driving ECU (autonomous driving control device), 61: Information linking section (warning implementation section), 62: Environment recognition section (history determination section), 63: Action determination section (driving control section), 74: Route information grasping section, 77: Control switching section (continuation determination section), 82: Information linking section (control grasping section), 88: Presentation control section (notification control section, warning implementation section), 100: HCU (presentation control device)

Claims

1. A presentation control device that controls the presentation of information related to an automatic driving function that allows a vehicle (Am) to travel by autonomous driving control without a driver having to monitor the surroundings, a control understanding unit (82) that, when a route to a destination is searched for while the automatic driving function is driving the vehicle by the autonomous driving control using map data, determines whether the route passes through an unupdated area that requires updating of the map data; a notification control unit (88) that notifies the user of the existence of the unupdated area when the route passes through the unupdated area; The notification control unit is a presentation control device that notifies that the searched route can be set in the autonomous driving function if the update of the map data for the unupdated area can be completed by the time the vehicle reaches the unupdated area.

2. A presentation control device that controls the presentation of information related to an automatic driving function that allows a vehicle (Am) to travel by autonomous driving control without a driver having to monitor the surroundings, a control understanding unit (82) that, when a route to a destination is searched for while the automatic driving function is driving the vehicle by the autonomous driving control using map data, determines whether the route passes through an unupdated area that requires updating of the map data; a notification control unit (88) that notifies the user of the existence of the unupdated area when the route passes through the unupdated area; The notification control unit is a presentation control device that suggests actions to delay arrival at the unupdated area if the update of the map data for the unupdated area cannot be completed by the time the vehicle reaches the unupdated area.

3. 3. The presentation control device according to claim 1, wherein the notification control unit notifies the driver of the possibility that the autonomous driving control will be interrupted if the vehicle approaches an unupdated area before updating of the map data for the unupdated area is completed.

4. A presentation control program that controls the presentation of information related to an automatic driving function that allows a vehicle (Am) to travel by autonomous driving control without a driver having to monitor its surroundings, When a route to a destination is searched for while the automatic driving function is driving the vehicle by the autonomous driving control using map data, it is determined whether or not the route passes through an unupdated area that requires updating of the map data (S147). If the route passes through the unupdated area, the presence of the unupdated area is notified (S148); If the update of the map data for the unupdated area can be completed by the time the host vehicle reaches the unupdated area, a notification is given that the searched route can be set in the automatic driving function (S152). A presentation control program that causes at least one processing unit (11) to execute a process including the steps of:

5. A presentation control program that controls the presentation of information related to an automatic driving function that allows a vehicle (Am) to travel by autonomous driving control without a driver having to monitor its surroundings, When a route to a destination is searched for while the automatic driving function is driving the vehicle by the autonomous driving control using map data, it is determined whether or not the route passes through an unupdated area that requires updating of the map data (S147). If the route passes through the unupdated area, the presence of the unupdated area is notified (S148); If the update of the map data for the unupdated area cannot be completed by the time the host vehicle reaches the unupdated area, an action to delay the arrival of the host vehicle to the unupdated area is suggested (S150). A presentation control program that causes at least one processing unit (11) to execute a process including the steps of:

Images