Notification Control Device

Abstract

To provide a vehicle control device and a vehicle control method that can reduce the possibility of contact with another vehicle in a road section after passing through a gate.SOLUTION: A processor with which an automatic driving ECU is provided determines whether or not a host vehicle has entered a gate region, which is a section in which a gate is present, on the basis of map data and the like. A processor 31 displays an eyes-on request image on the basis of the gate region having been entered by automatic driving control. The eyes-on request image is for asking a driver to monitor the surrounding traffic situation. However, the processor 31 may omit the display of the eyes-on request image if there is not another vehicle present around the host vehicle.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a technology for controlling notifications to drivers when passing through a toll road gate during automated driving. [Background technology]

[0002] Patent Document 1 discloses a vehicle control device that automatically drives a vehicle through a toll road gate. The vehicle control device can change the gate that the vehicle is scheduled to pass through depending on whether a card for paying the toll is inserted in the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6692935 Summary of the Invention [Problem to be solved by the invention]

[0004] Around gates, vehicle tracks are likely to cross, which can increase the risk of collision compared to when traveling on a straight road.

[0005] The present disclosure has been made based on the above considerations or points of view, and one of its purposes is to provide a notification control device that can reduce the possibility of contact with other vehicles when traveling near a gate in an autonomous driving mode. Place The purpose is to provide. [Means for solving the problem]

[0006] Disclosed herein 1st The notification control device is a notification control device used in a vehicle configured to be able to perform automatic driving control, and includes the following functions: acquiring data indicating whether the vehicle is traveling under automatic driving control; acquiring information about gate points, which are points on a toll road where multiple gates are provided; and determining whether the vehicle has entered a gate area defined based on the gate points. Acquire data on other vehicles around the vehicle, and if there are other vehicles around the vehicle,Based on the fact that the vehicle has entered the gate area under the automatic driving control, a notification is sent to the driver urging them to check the surrounding traffic conditions; If there are no other vehicles around the vehicle, the notification is stopped. Included in this disclosure The second notification control device is a notification control device used in a vehicle configured to be able to perform autonomous driving control, and is configured to execute the following: acquire data indicating whether the vehicle is traveling under autonomous driving control; acquire information about gate points, which are points on a toll road where multiple gates are provided; determine whether the vehicle has entered a gate area defined based on the gate points; acquire data about other vehicles present around the vehicle; and, based on the vehicle's entry into the gate area under autonomous driving control, issue a notification urging the driver to check the surrounding traffic conditions; and further, is configured to weaken the intensity of the notification when there are no other vehicles present around the vehicle compared to when there are other vehicles present around the vehicle. . A third notification control device included in the present disclosure is a notification control device used in a vehicle configured to be able to perform automatic driving control, and is configured to perform the following operations: acquire data indicating whether the vehicle is traveling under automatic driving control; acquire information about gate locations, which are locations on a toll road where multiple gates are provided; determine whether the vehicle has entered a gate area defined based on the gate locations; acquire data indicating the settlement method for the target gate through which the vehicle will pass; and, if the target gate is a gate that allows manual settlement, notify the driver to check the surrounding traffic conditions based on the vehicle's entry into the gate area under automatic driving control; and omit the notification if the target gate is a gate that does not allow manual settlement. A fourth notification control device included in the present disclosure is a notification control device used in a vehicle configured to selectively implement a hands-off prohibited mode in which automatic driving control is implemented and the driver is obligated to hold the steering wheel, and a hands-off permitted mode in which automatic driving control is implemented and the driver is not obligated to hold the steering wheel, and is configured to perform the following operations: acquire data indicating whether the vehicle is traveling under automatic driving control; acquire information about gate points, which are points on toll roads where multiple gates are located; determine whether the vehicle has entered a gate area defined based on the gate points; and, based on the vehicle's entry into the gate area under automatic driving control, notify the driver to check the surrounding traffic conditions, and change the notification mode depending on whether the vehicle is traveling through the gate area in hands-off prohibited mode or in hands-off permitted mode. The fifth notification control device included in the present disclosure is a notification control device used in a vehicle configured to be able to perform autonomous driving control, and is configured to perform the following: acquire data indicating whether the vehicle is traveling under autonomous driving control; acquire information about gate locations, which are locations on a toll road where multiple gates are provided; determine whether the vehicle has entered a gate area defined based on the gate locations; and, based on the vehicle's entry into the gate area under autonomous driving control, issue a notification urging the driver to check the surrounding traffic conditions.The notification control device is further configured to acquire data indicating whether a lane change is planned after passing through the gate, and to issue a notification if a lane change is planned after passing through the gate, while omitting the notification if a lane change is not planned after passing through the gate, or weakening the intensity of the notification compared to when a lane change is planned after passing through the gate. A sixth notification control device included in the present disclosure is a notification control device used in a vehicle configured to be able to perform autonomous driving control, and executes the following: acquiring data indicating whether the vehicle is traveling under autonomous driving control; acquiring information about a gate point, which is a point on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; issuing a notification to the driver urging them to check the surrounding traffic conditions based on the vehicle's entry into the gate area under autonomous driving control; acquiring data indicating whether the vehicle is following a preceding vehicle; and, if the vehicle is not following a preceding vehicle in the gate area, displaying on the display an image of the gate area in which image elements indicating the vehicle's trajectory are superimposed on an image of the gate area; and, if the vehicle is not following a preceding vehicle in the gate area, displaying on the display an image of the gate area that does not include image elements indicating the vehicle's trajectory. .

[0008] The above equipment Place According to this, not only the automated driving system but also the driver can check the surrounding traffic conditions near the gate. Therefore, even if another vehicle is approaching the vehicle excessively, the likelihood that the driver will operate the vehicle appropriately can be increased. As a result, the risk of contact with the other vehicle can be reduced. Note that the reference numerals in parentheses in the claims indicate a correspondence with the specific means described in the embodiments described below as one aspect, and do not limit the technical scope of the present disclosure. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram illustrating a configuration of an autonomous driving system. [Figure 2] FIG. 2 is a functional block diagram of an autonomous driving ECU. [Figure 3] FIG. 10 is a diagram for explaining a target gate setting process. [Figure 4] 10 is a flowchart showing the operation of the autonomous driving ECU when passing through a gate. [Figure 5] FIG. 10 is a diagram showing an example of an icon image displayed as an eyes-on request. [Figure 6] FIG. 10 is a diagram showing an example of a gate guide image. [Figure 7] FIG. 10 is a diagram showing another example of a gate guide image. [Figure 8] 10 is a flowchart illustrating an example of operation of a notification control unit depending on whether or not there is a nearby vehicle. [Figure 9]10 is a flowchart illustrating another example of the operation of the notification control unit depending on the presence or absence of nearby vehicles. [Figure 10] 10 is a flowchart illustrating an example of the operation of a notification control unit according to the payment method of a target gate. [Figure 11] 10 is a flowchart illustrating an example of operation of a notification control unit according to an operation mode of an autonomous driving ECU when entering a gate area. [Figure 12] 10 is a flowchart illustrating an example of the operation of a notification control unit depending on whether or not a lane change is to be made in a gate area. [Figure 13] 10 is a diagram for explaining a case where the display content of a gate guide image is changed depending on the operation mode of an autonomous driving ECU when entering a gate area. FIG. [Figure 14] FIG. 10 is a diagram showing an example of a gate passage icon. [Figure 15] 10A and 10B are diagrams for explaining a case where the display content of a gate guide image is changed depending on whether or not a preceding vehicle is being followed when entering a gate area. [Figure 16] FIG. 10 is a diagram showing an example of a trackless gate image. [Figure 17] FIG. 10 is a diagram illustrating an example of control of an operation mode. [Figure 18] FIG. 10 is a diagram illustrating another example of control of the operation mode. [Figure 19] FIG. 10 is a diagram illustrating another example of control of the operation mode. DETAILED DESCRIPTION OF THE INVENTION

[0010] <Preface> Hereinafter, one embodiment of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to the following embodiment, and various modifications other than those described below can be implemented without departing from the spirit of the present disclosure. The various supplements and modifications described below can be implemented in appropriate combinations as long as no technical contradictions arise. Components having the same function are given the same reference numerals, and their description may be omitted. Furthermore, when only a portion of the configuration is mentioned, the previous description can be applied to the other portions.

[0011] FIG. 1 is a diagram illustrating an example of a schematic configuration of an autonomous driving system Sys according to the present disclosure. Hereinafter, a vehicle equipped with the autonomous driving system Sys will also be referred to as the host vehicle. Furthermore, the term "host vehicle lane" in this disclosure refers to the lane in which the host vehicle is traveling among multiple lanes on a road. The host vehicle lane can also be called an ego lane. An adjacent lane is a lane adjacent to the host vehicle lane.

[0012] In this disclosure, a preceding vehicle refers to a vehicle that is in front of the host vehicle, traveling in the same lane as the host vehicle, and is closest to the host vehicle. A following vehicle refers to another vehicle traveling behind the host vehicle in the host vehicle's lane. A preceding vehicle is not limited to a vehicle traveling in front of the host vehicle in the host vehicle's lane, but also includes another vehicle traveling in front of the host vehicle in one or more adjacent lanes. Similarly, a following vehicle includes not only a following vehicle, but also a vehicle traveling diagonally behind the host vehicle.

[0013] In this disclosure, a driver refers to a person sitting in the driver's seat, that is, a driver's seat occupant, regardless of whether they are actually driving or not. For example, in this disclosure, a driver may refer to a person who is to receive the authority and responsibility for driving operations from the autonomous driving system Sys when autonomous driving ends. In this disclosure, the term "driver" can be replaced with "driver's seat occupant." The vehicle may be a remotely controlled vehicle that is remotely controlled by an operator located outside the vehicle. The person who takes over driving operations from the autonomous driving system Sys may be an operator located outside the vehicle. Here, the operator refers to a person who has the authority to control the vehicle remotely from outside the vehicle. The operator is also included in the concept of a driver.

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

[0015] Level 0 is a level equivalent to fully manual driving, where the system does not perform any control. Level 1 is a level where the system supports either steering or acceleration / deceleration. Level 1 includes cases where only adaptive cruise control (ACC) is performed. Level 2 refers to a level where the system performs both speed adjustment by accelerator and brake operation and left / right control (i.e., steering) by steering wheel operation. At Level 2, although the driver is required to monitor the surroundings (so-called eyes-on), the system essentially drives the vehicle autonomously. In this disclosure, control equivalent to Level 2 is also referred to as automated driving control with a requirement to monitor the surroundings, Level 2 automated driving control, or semi-automated driving control.

[0016] Level 3 refers to a level where the system performs all driving tasks within the Operational Design Domain (ODD), but in an emergency, the system transfers control to the driver. ODD specifies the conditions under which automated driving can be performed. Level 4 is a level where the system performs all driving tasks except under specific circumstances such as on designated roads where it cannot handle the situation or in extreme environments. Level 5 is a level where the system performs all driving tasks in all environments.

[0017] Automation levels 3 to 5 are automation levels at which the driver does not need to monitor the surroundings, in other words, levels that correspond to autonomous driving. Therefore, in this disclosure, vehicle control corresponding to level 3 or higher is also referred to as autonomous driving control without the obligation to monitor the surroundings.

[0018] The automated driving system Sys below can be modified as needed to conform to the local laws and customs, characteristics of the vehicle / equipment, etc. Unless otherwise specified, the term "system" below refers to the automated driving system Sys.

[0019] <Overall configuration of the Autonomous Driving System Sys> The autonomous driving system Sys includes various components, as shown in Fig. 1, as an example. Specifically, the autonomous driving system Sys includes a perimeter monitoring sensor 11, a vehicle status sensor 12, a locator 13, a map storage unit 14, a wireless communication device 15, an occupant status sensor 16, a body ECU 17, an exterior display device 18, and a driving actuator 19. The autonomous driving system Sys also includes an in-vehicle HMI 20 and an autonomous driving ECU 30. ECU stands for Electronic Control Unit, and refers to an electronic control device. HMI stands for Human Machine Interface.

[0020] The autonomous driving ECU 30 is connected to each of the above devices / sensors, such as the periphery monitoring sensor 11, via an in-vehicle network IvN so that they can communicate with each other. The in-vehicle network IvN is a communication network established within the vehicle. Various standards can be adopted for the in-vehicle network IvN, such as Controller Area Network (hereinafter, CAN: registered trademark) and Ethernet (registered trademark). In addition, some of the devices / sensors may be directly connected to the autonomous driving ECU 30 via dedicated signal lines. The connection between the devices can be changed as appropriate.

[0021] The perimeter monitoring sensor 11 is a sensor that detects objects present within a detection range. The perimeter monitoring sensor 11 can be understood as an autonomous sensor that senses the surrounding environment of the vehicle. The perimeter monitoring sensor can also be called an object detection sensor. The autonomous driving system Sys can be equipped with multiple perimeter monitoring sensors 11. The autonomous driving system Sys is equipped with, for example, a camera 111 and a millimeter-wave radar 112 as the perimeter monitoring sensors 11.

[0022] The camera 111 is a so-called forward camera that is arranged to capture an image of the area in front of the vehicle at a predetermined angle of view. The camera 111 is arranged on the upper end of the windshield on the interior side of the vehicle, on the front grille, on the rooftop, etc. The camera 111 may include a camera ECU in addition to a camera main body that generates image frames. The camera main body includes at least an image sensor and a lens. The camera ECU includes a processor and a memory. The processor is, for example, a central processing unit (CPU) or a graphics processing unit (GPU). The camera ECU detects a predetermined detection target by performing recognition processing on the image frames. The camera ECU detects and identifies objects registered as detection targets using, for example, a classifier that applies deep learning. The camera ECU also calculates the relative position coordinates of the detected object with respect to the vehicle based on position information (e.g., pixel coordinates) of the detected object in the image frame.

[0023] Objects detected by the camera 111 include, for example, moving objects such as pedestrians and other vehicles. Objects detected by the camera 111 also include features such as road edges, road markings, and structures installed along the road. Road markings include lane markings that indicate lane boundaries, crosswalks, stop lines, guidance strips, safety zones, and regulatory arrows. Structures installed along the road include road signs, guardrails, curbs, utility poles, and traffic lights. The camera 111 can also detect the lighting status of lighting devices such as hazard lights and turn signals (so-called blinkers) of the vehicle ahead.

[0024] The autonomous driving system Sys may include multiple cameras 111. For example, the autonomous driving system Sys may include, as the cameras 111, a side camera that captures images of the sides of the vehicle and a rear camera that captures images of the rear of the vehicle, in addition to a front camera. The function of detecting a target object by analyzing camera images may be provided by another ECU, such as the autonomous driving ECU 30. The functional layout within the autonomous driving system Sys can be changed as appropriate. The camera 111 outputs data related to the detected object to the in-vehicle network IvN. The data flowing through the in-vehicle network IvN is referenced by the autonomous driving ECU 30 as appropriate.

[0025] The millimeter-wave radar 112 is a device that transmits search waves, such as millimeter waves or quasi-millimeter waves, in a predetermined direction and detects the relative position and relative speed of an object relative to the vehicle by analyzing received data of the transmitted waves reflected by the object. The autonomous driving system Sys may be equipped with multiple millimeter-wave radars 112. The multiple millimeter-wave radars 112 include a forward millimeter-wave radar and a rearward millimeter-wave radar. The forward millimeter-wave radar transmits search waves toward the front of the vehicle and is installed, for example, on the front grille or front bumper. The rearward millimeter-wave radar transmits search waves toward the rear of the vehicle and is installed, for example, on the rear bumper. Each millimeter-wave radar 112 generates data indicating the relative position and relative speed of the detected object and outputs the detection result to the autonomous driving ECU 30, etc. Objects detected by the millimeter-wave radar 112 may include other vehicles, pedestrians, manholes (iron plates), three-dimensional structures serving as landmarks, etc.

[0026] The perimeter monitoring sensor 11 may be a camera 111 and a millimeter-wave radar 112, as well as a LiDAR, a sonar, etc. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. LiDAR is a device that generates three-dimensional point cloud data indicating the positions of reflection points for each detection direction by emitting laser light. LiDAR is also called laser radar. The autonomous driving system Sys may also be equipped with multiple LiDARs and multiple sonars. The combination of perimeter monitoring sensors 11 equipped in the autonomous driving system Sys can be changed as appropriate. The detection results of each perimeter monitoring sensor 11 are input to the autonomous driving ECU 30.

[0027] The vehicle state sensor 12 is a sensor that detects information related to the state of the host vehicle. The vehicle state sensor 12 includes a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, an accelerator pedal sensor, etc. The vehicle speed sensor is a sensor that detects the traveling speed of the host vehicle. The steering angle sensor is a sensor that detects the steering angle. The acceleration sensor is a sensor that detects the acceleration acting in the longitudinal direction of the host vehicle and the lateral acceleration acting in the lateral direction. The yaw rate sensor is a sensor that detects the angular velocity of the host vehicle. The accelerator pedal sensor is a sensor that detects the depression amount / depression force of the accelerator pedal. The brake pedal sensor is a sensor that detects the depression amount / depression force of the brake pedal. The vehicle state sensor 12 outputs data indicating the current value of the physical state quantity to be detected (i.e., the detection result) to the in-vehicle network IvN. The type of sensor used by the autonomous driving system Sys as the vehicle state sensor 12 may be designed as appropriate.

[0028] Locator 13 is a device that calculates and outputs the position coordinates of the host vehicle using navigation signals transmitted from positioning satellites that constitute the Global Navigation Satellite System (GNSS). Locator 13 includes a GNSS receiver, an inertial sensor, and the like. Locator 13 sequentially calculates the host vehicle's position, traveling direction, and the like by combining the navigation signals received by the GNSS receiver, the measurement results of the inertial sensor, and vehicle speed information transmitted through the in-vehicle network IvN. In the present disclosure, data indicating the host vehicle's position coordinates calculated by locator 13 is referred to as host vehicle position data. Locator 13 outputs the host vehicle position data to autonomous driving ECU 30.

[0029] The map storage unit 14 is a storage device that stores map data. The map data stored in the map storage unit 14 may be so-called HD (High Definition) map data. The map data stored in the map storage unit 14 includes the three-dimensional shape of roads, the installation positions of road markings such as lane markings, the installation positions of traffic signs, etc., with the accuracy required for autonomous driving, etc. The map data includes gate point data for each gate point. A gate point is a point on a toll road where a gate for toll collection is installed. The expression "gate point / gate" in this disclosure can be read as "toll gate."

[0030] Gate point data is data that indicates the structure of a gate point, etc. At one gate point, multiple gates may be installed side by side in the width direction of the road. The gate point data includes data related to the representative position coordinates, the number of gates installed, the detailed location of each gate, and the payment method for each gate. The number of gates installed can be rephrased as the number of lanes. Each gate provides one lane (passage). The representative position coordinates are position coordinates that roughly indicate the position of the gate point. The representative position coordinates may be, for example, the position coordinates of the gate (hereinafter referred to as the representative gate) located in the middle, right end, or left end of multiple gates lined up horizontally.

[0031] In the present disclosure, a road section within a predetermined distance before and after a gate point represented by the representative position coordinates is also referred to as a gate area. A gate area may be a section before or after a gate where lane markings are not provided (hereinafter referred to as a laneless section). A gate area may be a section where the road width is expanded relative to a connecting road. A gate area can be divided into a pre-gate area and a post-gate area. The pre-gate area refers to the area of ​​the gate area located on the entrance side of the gate (in other words, forward). The post-gate area refers to the area of ​​the gate area located on the exit side of the gate (in other words, rearward). If a branch point is present behind the gate, the processor 31 may consider the area up to the branch point to be the post-gate area.

[0032] The detailed gate location data may be coordinate data such as latitude and longitude. The detailed gate location may also be expressed as a number, with the rightmost or leftmost gate being number 1. The settlement method data indicates the settlement (payment) method for road tolls. Settlement methods can be categorized as manual settlement and automatic settlement. In the manual settlement method, the driver pays the toll by handing cash or credit card to the gate staff or by inserting it into a settlement machine installed at the gate. In the automatic settlement method, the payment is made according to the vehicle type and traffic section through wireless communication between a wireless communication device installed in the vehicle (known as an on-board device) and wireless communication equipment installed at the gate (known as a roadside device). In Japan, the manual settlement method is sometimes called "general" and the automatic settlement method is sometimes called "ETC (registered trademark)." ETC stands for Electronic Toll Collection.

[0033] The map data stored in the map storage unit 14 may be updated by data received by the wireless communication device 15 from a map server or the like. The map storage unit 14 may be a storage device that temporarily stores the map data received by the wireless communication device 15 from the map server until the validity period of the data expires. The map data stored in the map storage unit 14 may be navigation map data, which is map data for navigation, as long as it includes gate point data.

[0034] The wireless communication device 15 is a device that enables the vehicle to perform wireless communication with external devices. The external devices may include a server, a traffic information center, a roadside device, and some or all of other vehicles. The wireless communication device 15 is configured to be able to perform cellular communication. Cellular communication refers to wireless communication that complies with LTE (Long Term Evolution), 4G, 5G, etc. The wireless communication device 15 may also be configured to perform cellular V2X (PC5 / SideLink / Uu).

[0035] The wireless communication device 15 is also configured to be capable of short-range communication. In the present disclosure, short-range communication refers to wireless communication in which the communication distance is limited to within several hundred meters. The short-range communication method used may be DSRC (Dedicated Short Range Communications) compatible with IEEE802.11p, Wi-Fi (registered trademark), or Bluetooth (registered trademark) Low Energy. The short-range communication method may also be the aforementioned cellular V2X. The wireless communication device 15 may be configured to be capable of performing data communication related to toll payment with a roadside device installed at a gate when passing through the gate. For example, the wireless communication device 15 may be an on-board device compatible with ETC2.0.

[0036] The wireless communication device 15 may receive information about the gate location from an external device. For example, the wireless communication device 15 may receive location information about the gate location, information about passable gates, and information about closed gates from a server or a center. The wireless communication device 15 may receive vehicle information from surrounding vehicles through vehicle-to-vehicle communication. The vehicle information may include speed, current location, turn signal operation status, acceleration, movement trajectory, and the like. The surrounding vehicles here refer to vehicles that are present within a range where vehicle-to-vehicle communication is possible.

[0037] The occupant status sensor 16 is a sensor that detects the state of the driver. The occupant status sensor 16 may be, for example, a driver status monitor (hereinafter referred to as DSM). The DSM is a sensor that detects the direction of the driver's face, the direction of his / her line of sight, the degree of eyelid opening, etc. based on an image of the driver's face. The DSM serving as the occupant status sensor 16 is disposed, for example, on the instrument panel or the upper edge of the windshield with its optical axis directed toward the headrest of the driver's seat so that it can capture an image of the driver's face. The DSM serving as the occupant status sensor 16 transmits driver status data indicating the direction of the driver's face, the direction of his / her line of sight, the degree of eyelid opening, etc. to the autonomous driving ECU 30. The occupant status sensor 16 may also be a pulse sensor, a thermal camera, etc.

[0038] The body ECU 17 is an ECU that comprehensively controls the body-related in-vehicle devices mounted on the vehicle. The body-related in-vehicle devices include lighting devices, a horn, door lock motors, etc. The lighting devices include headlights, hazard lights, turn signals, backlights, welcome lamps, etc. The body-related in-vehicle devices may also include an exterior display device 18.

[0039] The exterior display device 18 is a projector that projects an image onto the rear window. The exterior display device 18 can display an image for communicating with the driver of another vehicle based on an input signal from the autonomous driving ECU 30. For example, the exterior display device 18 displays an image indicating the direction of travel of the vehicle itself, or an image requesting a vehicle behind traveling in an adjacent lane to give up the right of way (in other words, permission to cut in). The exterior display device 18 is installed, for example, on the ceiling of the vehicle interior (for example, near the top edge of the window frame) in a position where the emitted light hits the rear window.

[0040] The exterior display device 18 may be one that projects onto a side window or onto the road surface around the vehicle. The exterior display device 18 may be provided on a side mirror so as to project an image onto the road surface near the vehicle. The headlights or backlights may be configured to operate as the exterior display device 18. The exterior display device 18 may be a liquid crystal display or the like that is arranged with the display surface facing the side or rear of the vehicle.

[0041] The in-vehicle HMI 20 is a group of interfaces for exchanging information between the occupant and the automatic driving system Sys. The in-vehicle HMI 20 includes a display 21 and a speaker 22 as notification devices for notifying the driver of information. The in-vehicle HMI 20 also includes an input device 23 as an input interface for receiving operations from the occupant.

[0042] The autonomous driving system Sys includes one or more of a head-up display (HUD), a meter display, and a center display as the display 21. The HUD is a device that projects image light onto a predetermined area on the windshield to display a virtual image that can be perceived by the driver. The meter display is a display arranged in an area of ​​the instrument panel located in front of the driver's seat. The center display is a display provided in the center of the instrument panel in the vehicle width direction. The meter display and the center display can be realized using a liquid crystal display or an organic EL display. The display 21 displays an image corresponding to a signal input from the autonomous driving ECU 30. The speaker 22 is a device that outputs sound corresponding to a signal input from the autonomous driving ECU 30. In this disclosure, the expression "sound" includes notification sounds, voices, music, etc.

[0043] The autonomous driving system Sys may also be equipped with other notification devices such as a vibrator and ambient lights. Ambient lights are lighting devices that use multiple light emitting diodes (LEDs) and can adjust the light color and intensity. Ambient lights are provided on the instrument panel, steering wheel, A-pillars, etc. The A-pillar is a pillar located next to the windshield. The A-pillar may also be called the front pillar.

[0044] The input device 23 is a device for receiving instructions and operations from the driver to the automated driving system Sys. The input device 23 may be a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, a touch panel stacked on the center display, or the like. The automated driving system Sys may be equipped with multiple types of devices as the input device 23.

[0045] The input device 23 outputs an operation signal, which is an electrical signal corresponding to the driver's operation, to the autonomous driving ECU 30. The operation signal includes information indicating the content of the driver's operation. The autonomous driving system Sys receives instructions related to changing the operation mode via the input device 23. The instructions related to changing the operation mode also include instructions related to starting and ending autonomous driving. The autonomous driving system Sys may be configured to be able to acquire various instructions from the driver through voice recognition. A device related to voice input, such as a microphone, may also be included in the input device 23. Note that, for example, an HCU (HMI Control Unit) may be interposed between the in-vehicle HMI 20 and the autonomous driving ECU 30. The HCU is a device that comprehensively controls the output of information (in other words, notifications) to the driver.

[0046] The autonomous driving ECU 30 is an ECU that controls the driving actuators 19 based on the detection results of the periphery monitoring sensors 11, thereby performing some or all of the driving operations on behalf of the driver. The autonomous driving ECU 30 is also referred to as an automatic driving device. The driving actuators 19 include, for example, a brake actuator, an electronic throttle, and a steering actuator. The steering actuator includes an EPS (Electric Power Steering) motor. Note that other ECUs may be present between the autonomous driving ECU 30 and the driving actuators 19, such as a steering ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, and a brake ECU.

[0047] The autonomous driving ECU 30 is realized using a computer including a processor 31, memory 32, storage 33, a communication interface 34, and a bus connecting these. The memory 32 is a rewritable volatile storage medium. The memory 32 is, for example, a RAM (Random Access Memory). The storage 33 is, for example, a rewritable non-volatile memory such as a flash memory. The storage 33 stores a vehicle control program, which is a program executed by the processor 31. The vehicle control program also includes a notification control program for controlling notifications to the driver regarding gate passage. Execution of the notification control program by the processor 31 corresponds to execution of a notification control method.

[0048] The autonomous driving ECU 30 has multiple operation modes with different automation levels. Each operation mode has a different range of driving tasks that the driver is responsible for, in other words, a different range of driving tasks in which the system intervenes. The operation mode can also be called the driving mode. Here, as an example, the autonomous driving ECU 30 is configured to be able to switch between multiple operation modes, including at least a fully manual mode, a level 2 mode, and a level 3 mode.

[0049] The fully manual mode is an operating mode in which the driver performs all driving tasks. The fully manual mode corresponds to a mode in which the autonomous driving ECU 30 does not actually perform vehicle control. The fully manual mode may also be a mode in which the autonomous driving ECU 30 stops operating (a so-called stop mode). In the fully manual mode, the autonomous driving ECU 30 may continue to perform a recognition process of the driving environment in the background (in other words, potentially) as a preparatory process for transitioning to the level 2 or level 3 mode.

[0050] Level 2 mode is an operating mode in which autonomous driving control requires periphery monitoring, in other words, vehicle control equivalent to automation level 2. Level 2 mode can be called semi-autonomous driving mode or eyes-on autonomous driving mode. Level 2 mode may be subdivided into hands-on level 2 mode and hands-off level 2 mode. In the autonomous driving ECU 30 of this embodiment, the hands-on level 2 mode is a mode in which the driver must hold the steering wheel. The hands-off level 2 mode is an operating mode in which the driver does not need to hold the steering wheel, in other words, an operating mode in which hands-off is permitted. Note that, in this disclosure, hands-on refers to holding the steering wheel. Hands-off refers to the act of taking your hands off the steering wheel. Eyes-on refers to monitoring the area outside the vehicle (mainly forward) related to the direction of movement of the host vehicle. Eyes-off refers to the act of taking your eyes off the area outside the vehicle related to the direction of movement of the host vehicle.

[0051] Level 3 mode is an operating mode that executes autonomous driving control without the obligation to monitor the surroundings, i.e., vehicle control equivalent to automation level 3. The autonomous driving ECU 30 may be capable of executing autonomous driving control equivalent to level 4 or higher. Level 3 mode can be called autonomous driving mode or eyes-off autonomous driving mode. The autonomous driving ECU 30 may be equipped with multiple processors 31. The processor that executes autonomous driving control at level 3 or higher may be provided separately from the processor that executes vehicle control at level 2 or lower.

[0052] While in the autonomous driving mode, the autonomous driving ECU 30 automatically steers, accelerates, decelerates (in other words, brakes), and the like of the vehicle so that the vehicle travels along a planned travel route toward a destination set by the driver. Even if a destination is not set, the autonomous driving ECU 30 may select a route to continue traveling / traveling within an area that satisfies the ODD, and continue autonomous driving.

[0053] ODD may include, for example, (a) the road is an expressway or a motorway with a median strip and guardrails, (b) rainfall is below a predetermined threshold, and (c) congestion is occurring. Here, a motorway is a road where pedestrians and bicycles are prohibited, including toll roads such as expressways. A congestion state refers to, for example, a state in which the driving speed is below a congestion threshold (e.g., approximately 30 km / h) and there are other vehicles within a predetermined distance (e.g., 20 m) in front of and behind the vehicle. Other conditions that may be included in ODD include (d) all or a predetermined number or more of the perimeter monitoring sensors 11 operating normally, and (e) the absence of on-street parked vehicles. The conditions for determining whether autonomous driving is possible or not, in other words, the detailed conditions defining ODD, can be changed as appropriate.

[0054] Furthermore, even while in Level 2 mode, the autonomous driving ECU 30 performs control to drive the vehicle substantially autonomously. That is, it recognizes the driving environment, plans the driving trajectory, and reflects / feeds back on the control. Reflection on the control includes speed adjustment by acceleration and deceleration, steering control, etc. Unless otherwise noted, the term "autonomous driving" below can be replaced with semi-autonomous driving equivalent to Level 2.

[0055] In addition, the autonomous driving ECU 30 allows the driver to perform a second task in the autonomous driving mode. The second task allowed in level 3 autonomous driving may be limited to one that allows the driver to immediately return to driving, such as reading or operating a smartphone. The autonomous driving mode can be terminated due to the driver's steering / pedal operation (so-called override), system limitations, exiting the ODD, etc.

[0056] <About the Autonomous Driving ECU Configuration> The autonomous driving ECU 30 has the functional units shown in Fig. 2, which are functional units realized by executing the autonomous driving program. That is, the autonomous driving ECU 30 has an information acquisition unit F1, an environment recognition unit F2, a mode control unit F3, a planning unit F4, a vehicle control unit F5, and a notification control unit F6.

[0057] The information acquisition unit F1 is configured to acquire various information for implementing vehicle control such as autonomous driving and driving assistance. The information acquisition unit F1 acquires sensing data (i.e., detection results) from various surrounding monitoring sensors 11 including a camera 111. The sensing data includes data on objects present around the vehicle, such as moving objects, features, and obstacles. The data on each detected object may include the position, moving speed, and type or size of the detected object.

[0058] The sensing data related to features may include data related to the detection results of lane markings and road edges. The lane marking data may include not only position data but also line type data. The line type may be expressed as a continuous line (solid line) or a dashed line. The sensing data may also include data indicating the lane marking recognition status, such as whether or not the lane markings are recognized, and the road edge recognition status, such as whether or not the road edge is recognized.

[0059] The information acquisition unit F1 also acquires data indicating the state of the vehicle, such as the vehicle's running speed, acceleration, yaw rate, and external illuminance, from the vehicle state sensor 12. Furthermore, the information acquisition unit F1 acquires vehicle position data from the locator 13. The information acquisition unit F1 acquires surrounding map information by referring to the map storage unit 14.

[0060] The information acquisition unit F1 acquires data transmitted from an external device in cooperation with the wireless communication device 15. For example, the information acquisition unit F1 may acquire vehicle information transmitted from a preceding vehicle via vehicle-to-vehicle communication. Furthermore, the information acquisition unit F1 acquires dynamic map data for a road section that the vehicle is scheduled to pass through within a predetermined time in cooperation with the wireless communication device 15. The dynamic map data here includes traffic congestion information, merging vehicle information, and the like.

[0061] The information acquisition unit F1 also acquires driver operations on the autonomous driving system Sys based on signals from the input device 23. For example, the information acquisition unit F1 acquires instruction signals related to the start and end of autonomous driving from the input device 23. The information acquisition unit F1 also acquires data related to the operating status of the autonomous driving system Sys from various devices / software modules. For example, the information acquisition unit F1 acquires data such as the operating status (on / off) of the ACC function and whether a preceding vehicle is recognized. The information acquisition unit F1 also manages the operating status of various components, such as whether the perimeter monitoring sensor 11 is operating normally. The information acquisition unit F1 acquires driver status data indicating the eye opening degree and line of sight from the occupant status sensor 16.

[0062] The various data sequentially acquired by the information acquisition unit F1 is stored in a temporary storage medium such as the memory 32, and is used by the environment recognition unit F2, the mode control unit F3, etc. The various pieces of information may be classified by type and stored in the memory 32. The various pieces of information may also be sorted and stored, for example, with the most recent data at the top. Data that has been acquired for a certain period of time may be discarded. In this disclosure, "acquisition" also includes generation / detection / determination by the autonomous driving ECU 30 itself through calculation based on data input from other devices / sensors, etc. This is because the functional layout within the system can be changed as appropriate.

[0063] The environment recognition unit F2 recognizes the driving environment of the vehicle based on various data acquired by the information acquisition unit F1. The environment recognition unit F2 may recognize the driving environment of the vehicle by a sensor fusion process that integrates the detection results of multiple perimeter monitoring sensors 11, such as the camera 111 and the millimeter-wave radar 112, with a predetermined weight.

[0064] The driving environment includes the curvature of the road, the number of lanes, the vehicle's lane number, weather, road surface conditions, traffic volume, the remaining distance to the gate point, and the like. The vehicle's lane number indicates the position of the vehicle's lane on the road and is determined based on the left edge of the road. The vehicle's lane number directly or indirectly indicates the number of lanes to the left of the vehicle's lane. Of course, the vehicle's lane number may also be expressed based on the right edge of the road. The vehicle's lane number may be determined using the distance from the road edge to the vehicle, the number of lane markings detected on the left and right, and some or all of the map data. The vehicle's lane number may also be determined from map data and vehicle position data. The vehicle's lane number may be determined by the camera 111 or the locator 13. Weather and road surface conditions can be determined by combining the recognition results of the camera 111 with weather information acquired by the information acquisition unit F1. The road structure may be determined using map data or trajectory information of a preceding vehicle in addition to the recognition results of the camera 111.

[0065] The environment recognition unit F2 acquires information about the structure of roads located within a predetermined distance ahead of the vehicle based on at least one of the output signal of the perimeter monitoring sensor 11, the signal received from an external device, and map data. The road structure includes the location of gates, the location of branching roads, the number of lane markings, and the road width. The environment recognition unit F2 acquires the remaining distance to the gate as detailed information about the gate. The remaining distance to the gate may be acquired based on map data or may be determined based on guide sign data detected by the camera 111. The environment recognition unit F2 may determine the remaining distance to the gate based on behavior data or sensing data received from the vehicle ahead. The environment recognition unit F2 may acquire the number of gates and the payment method for each gate from the map data or the driving trajectory of the vehicle ahead. The environment recognition unit F2 may consider gates that require stopping to pass as gates requiring manual payment, and gates that the vehicle ahead passes through without stopping as gates requiring automatic payment. The functional unit that acquires information about the gate location in the environment recognition unit F2 corresponds to the gate recognition unit F21.

[0066] The driving environment also includes the positions, types, and movement speeds of objects around the vehicle. The environment recognition unit F2 recognizes the positions and behaviors of surrounding vehicles based on the various data acquired by the information acquisition unit F1. The software / hardware module responsible for the process of recognizing surrounding vehicles corresponds to the surrounding vehicle recognition unit F22. The environment recognition unit F2 as the surrounding vehicle recognition unit F22 can calculate the collision risk for each detected other vehicle. The collision risk may be, for example, TTC (Time-To-Collision) or MTC (Margin-To-Collision). For example, the environment recognition unit F2 calculates the TTC for each other vehicle. TTC and MTC are parameters that indicate a higher collision risk as the value decreases. In addition, the environment recognition unit F2 acquires outside vehicle environment information and driver state data related to ODD.

[0067] The mode control unit F3 controls the operation mode of the autonomous driving ECU 30 based on various information acquired by the information acquisition unit F1. The operation mode is switched based on an operation signal input from the input device 23. For example, when the driving environment satisfies the ODD and an instruction signal to start autonomous driving is input from the input device 23, the mode control unit F3 switches the operation mode from the fully manual mode or level 2 mode to the autonomous driving mode. Furthermore, when the mode control unit F3 predicts that the driving environment recognized by the environment recognition unit F2 will no longer satisfy the ODD during the autonomous driving mode, it may decide to transition to the fully manual mode and notify the planning unit F4 of this.

[0068] Additionally, if an override operation by the driver is detected during autonomous driving mode or level 2 mode, the mode control unit F3 switches to fully manual mode. An override operation refers to an occupant's operation of driving operation members such as the steering wheel, brake pedal, and accelerator pedal. When the autonomous driving ECU 30 detects that an override operation has been performed by the driver, it promptly transfers driving authority to the driver and notifies the driver by audio output or the like that the mode has switched to manual driving. Note that the operating mode to which the vehicle transitions when the autonomous driving mode ends may be level 2 mode.

[0069] The planning unit F4 is configured to plan the control content to be executed for autonomous driving at level 2 or higher. The planning unit F4 can be enabled when the operating mode is level 3 or level 2 mode. While in level 3 or level 2 mode, the planning unit F4 generates a driving plan for autonomous driving based on the results of recognition of the driving environment by the environment recognition unit F2. The driving plan can also be called a control plan. The planning unit F4 corresponds to a configuration that creates a driving plan for the vehicle. The driving plan includes a driving position for each time, a target speed, a steering angle, etc. In other words, the driving plan can include schedule information for acceleration / deceleration for speed adjustment on the calculated route, and schedule information for steering amount.

[0070] For example, the planning unit F4 performs a route search process as a medium- to long-term driving plan and determines a planned driving route from the vehicle's current position to the destination. If a destination is not set, the planning unit F4 may select a route on which autonomous driving can be continued as the planned driving route. The planned driving route includes data on roads to be traveled within a predetermined time (for example, 10 minutes) from now.

[0071] The planning unit F4 generates driving plans such as a driving plan for lane changes, a driving plan for driving in the center of the lane, a driving plan for following a preceding vehicle, and a driving plan for obstacle avoidance as short-term control plans for driving in accordance with a medium- to long-term driving plan. For example, the planning unit F4 generates a driving plan for driving in the center of the recognized lane of the vehicle as a short-term control plan, or a driving plan for driving along the behavior or driving trajectory of a recognized preceding vehicle as a driving plan. The control plans created by the planning unit F4 are input to the vehicle control unit F5.

[0072] The planning unit F4 performs gate passage planning processing as a configuration related to passing through a gate point. The gate passage planning processing includes setting a target gate, generating a travel trajectory to the target gate, and generating a trajectory after passing through the gate. The target gate is a gate through which the vehicle will pass among multiple gates set up at the gate point. A method for setting a target gate will be described separately below.

[0073] In addition to control plans directly related to vehicle driving, the planning unit F4 also formulates plans for notification processing to occupants using notification devices such as the display 21. For example, the planning unit F4 plans the timing of issuing notifications / requests to the driver, such as behavior notification, mode change notification, eyes-on request, hands-on request, and TOR (Take Over Request) notification. Behavior notification is processing that notifies the driver of planned vehicle behavior such as lane change, overtaking, deceleration, etc. Mode change notification is processing that notifies the driver that the operating mode will be changed or that the operating mode is scheduled to be changed.

[0074] Eyes-on request is a process that requests the driver to monitor the surroundings just in case in Level 3 mode. Hands-on request is a process that requests the driver to lightly grip the steering wheel in Level 3 mode or Hands-off Level 2 mode. TOR warning is a process that notifies the driver that the possibility of TOR is increasing. TOR requests the driver to take over driving operations, in other words, ends automated driving.

[0075] Various notifications, including advance notices and requests, involve displaying an icon image corresponding to the content on the display 21. Various notifications may involve some or all of the following, depending on the importance and urgency: output of a notification sound, output of a voice message, blinking of the ambient light, and vibration of the vibrator. The planning unit F4 creates notification plan data indicating the content and timing of the notification, and transmits it to the notification control unit F6.

[0076] The vehicle control unit F5 generates control commands based on the control plan formulated by the planning unit F4 and sequentially outputs them to the traveling actuator 19. The vehicle control unit F5 also controls the lighting state of turn signals, headlights, hazard lights, etc. in accordance with the plan of the planning unit F4 and the external environment.

[0077] The vehicle control unit F5 includes an ACC system F51 as a subsystem for executing control to follow the preceding vehicle. The ACC system F51 executes control to follow the preceding vehicle based on the plan created by the planning unit F4. That is, when the ACC system F51 recognizes the preceding vehicle, it controls the vehicle speed so as to maintain a constant inter-vehicle distance / inter-vehicle time within a set vehicle speed range. When the ACC system F51 does not recognize the preceding vehicle or when the speed of the preceding vehicle exceeds the set vehicle speed, it adjusts the speed to maintain the set vehicle speed. The ACC system F51 provides data indicating the recognition status of the preceding vehicle and the implementation status of control to follow the preceding vehicle to the notification control unit F6. The ACC system F51 can also be called a control unit for following the preceding vehicle.

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

[0079] The notification control unit F6 is a subsystem for making notifications / suggestions to the driver using notification devices such as the display 21 and the speaker 22. Various notifications / suggestions can be realized by displaying an image on the display 21 or outputting a voice message from the speaker 22. The notification control unit F6 executes various notifications based on the plan of the planning unit F4.

[0080] The notification control unit F6 also acquires data relating to the vehicle's relative position to the gate location as a recognition result from the environment recognition unit F2. For example, the notification control unit F6 acquires information such as whether the vehicle has entered the gate area, the remaining distance to the target gate, whether the vehicle has passed through the target gate, and whether the vehicle has left the gate area. The notification control unit F6 also acquires information such as the positions of surrounding vehicles, the operating status of the adaptive cruise control, the recognition status of the preceding vehicle, and the current operating mode. The processor 31, functioning as the notification control unit F6, performs gate approach response processing when the vehicle passes through the gate. The gate approach response processing will be described separately below.

[0081] The notification control unit F6 of this embodiment is configured to be able to selectively adopt two notification modes, a conspicuous mode and a discreet mode, as the mode of notification of an eyes-on request or the like. The discreet mode refers to a mode in which stimuli such as light and sound are reduced compared to the conspicuous mode. The discreet mode refers to a notification mode that aims to not bother the occupants. Notification in a discreet mode refers to a mode in which an image display is the main form of notification, no vibration is applied to the driver, and the output volume of the notification sound is set to a predetermined value or less. Setting the output volume to a predetermined value or less includes not outputting any sound. The discreet mode can also be said to be an inconspicuous mode.

[0082] A conspicuous notification refers to a notification in a manner intended to ensure that the driver is clearly aware of the notification content. A conspicuous notification may involve outputting a voice message / sound effect at a volume equal to or greater than a predetermined value. A conspicuous notification may involve application of vibration to the driver. A conspicuous notification corresponds to outputting a stimulus with sufficient intensity to attract the driver's attention.

[0083] <Setting the target gate> Here, a method for setting a target gate will be explained using Figure 3. The road shown in Figure 3 has four gates at one gate point, and is structured so that it branches into a first road Rt1 and a second road Rt2 behind the gate point.

[0084] When multiple gates are installed at a gate point as shown in FIG. 3, the processor 31 as the planning unit F4 sets a gate corresponding to a post-gate road among the multiple gates as the target gate. The post-gate road is a road along which the host vehicle is scheduled to travel after passing the gate point. A gate corresponding to a post-gate road refers to a gate located in front of the post-gate road, in other words, a gate from which the host vehicle can enter the post-gate road by traveling straight after passing through the gate. A gate corresponding to a post-gate road can be interpreted as a gate that continues to the post-gate road. From the opposite perspective, a road corresponding to a certain gate can be interpreted as a road located in front of the gate, a road closest to the gate, or a road that continues along the edge of the road closest to the gate.

[0085] In the example shown in Figure 3, the first gate Gt1 and the second gate Gt2 are gates corresponding to the first road Rt1, and the third gate Gt3 and the fourth gate Gt4 are gates corresponding to the second road Rt2.

[0086] If there are multiple gates corresponding to the road after the gate, the processor 31 may set the gate closest to the extension of the current vehicle lane as the target gate. For example, if the second road Rt2 is the road after the gate for the vehicle and the current vehicle lane is the first lane, the processor 31 sets the third gate Gt3 as the target gate. This is because the third gate Gt3 is closer to the vehicle lane than the fourth gate Gt4. Note that "Hv" in FIG. 3 is a symbol indicating the vehicle. The processor 31 sets the target gate so that the amount of lateral movement after passing through the gate is as small as possible.

[0087] Of course, if certain non-use conditions for the third gate Gt3 are met, the processor 31 may set the fourth gate Gt4 as the target gate instead of the third gate Gt3. Non-use conditions may be met, for example, when the gate is closed, when the payment method is manual, or when the third gate Gt3 is busier than the fourth gate Gt4. The target gate selection algorithm may be changed as appropriate.

[0088] Processor 31 may select a target gate from among gates that allow automatic fare settlement. Also, if the vehicle is unable to perform automatic fare settlement processing, processor 31 may select a target gate from among gates that allow manual fare settlement. A case in which automatic fare settlement processing is unable to be performed refers to, for example, when a card for automatic fare settlement is not inserted in a specified onboard device. If there is only one gate that the vehicle can pass through from the perspective of the settlement method, etc., processor 31 may set that gate as the target gate.

[0089] If there is only one gate available due to closure or the like, the processor 31 may also set that gate as the target gate. Additionally, if a destination is not set, the processor 31 may set a gate on an extension of the vehicle's lane as the target gate. Furthermore, if a destination is not set, the processor 31 may set a road on which Level 3 mode can be maintained as a post-gate road and then set that as the target gate. Note that if there is no gate that can be passed through while maintaining autonomous driving, the notification control unit F6 may perform TOR.

[0090] Once the target gate has been set, processor 31 creates a pre-gate trajectory and a post-gate trajectory based on the position of the target gate, the current vehicle position, and the position of the planned driving lane on the post-gate road. The pre-gate trajectory is the trajectory until entering the target gate. The post-gate trajectory is the trajectory from leaving the target gate until entering the post-gate road. The pre-gate trajectory may include a course change (e.g., a lane change) toward the target gate. The dashed line indicated by "Tr1" in Figure 3 conceptually shows the pre-gate trajectory, and the dashed line indicated by "Tr2" conceptually shows the post-gate trajectory.

[0091] When the host vehicle is located in front of the gate (entrance side), the gate makes it difficult to detect objects behind the gate. If the target gate is set so that the amount of lateral movement after passing through the gate is greater than the amount of lateral movement before passing through the gate, the difficulty of control after passing through the gate increases. This is because there is a possibility that an obstacle that was not detected before passing through the gate may be present. In other words, there is a smaller possibility of overlooking a nearby vehicle before passing through the gate than after passing through the gate. As described above, safety can be improved by setting the target gate so that the amount of lateral movement before passing through the gate is equal to or greater than the amount of lateral movement after passing through the gate. This configuration corresponds to a configuration in which the target gate is set so that the amount of lateral movement after passing through the gate is as small as possible.

[0092] The target gate and the trajectory data in the vicinity of the gate set by the processor 31 as the planner F4 as described above can be referenced not only by the vehicle controller F5 but also by the notification controller F6.

[0093] <Gate approach response processing> Here, the gate approach response process performed by the notification control unit F6 will be described using the flowchart shown in Fig. 4. The flowchart shown in Fig. 4 can be executed periodically while in level 3 mode. The flowchart shown in Fig. 4 includes, as an example, steps S101 to S110.

[0094] Step S101 is a step in which the notification control unit F6 acquires data indicating the relative position of the vehicle with respect to the gate point. The processing of step S101 is also executed periodically from step S103 onwards. Note that step S101 may also include a step of acquiring the current operating mode of the autonomous driving ECU 30 and a step of acquiring data indicating the planned driving trajectory created by the planning unit F4. Step S101 can be interpreted as a step in which the notification control unit F6 acquires data necessary to carry out various notifications.

[0095] Step S102 is a step of determining whether the host vehicle has entered a gate area. As described above, the gate area may be a road section within a certain distance from the gate point. The distance considered to be a gate area may be 100 m, 250 m, 400 m, or the like. In a configuration in which a section within a certain distance from the gate point is defined as a gate area, step S102 can be interpreted as a step of determining whether the remaining distance to the gate point is equal to or less than a predetermined value. As described above, the remaining distance to the gate point can be determined based on the output of the perimeter monitoring sensor 11, data received from an external device, map data, or the like. In addition, the gate area may also be a laneless section. In a configuration in which a laneless section near a gate is considered to be a gate area, the notification control unit F6 can determine that the host vehicle has entered the gate area based on the fact that lane markings are no longer detected by the camera 111. In addition, the gate area may be an area where the road width is widened near the gate point. Whether the host vehicle has entered a gate area may also be determined using the host vehicle's position on the map. The determination of entry into the gate area may be performed in a variety of ways.

[0096] If the host vehicle has entered the gate area (S102 YES), processor 31 executes the sequence from step S103 onward. On the other hand, if the host vehicle has not entered the gate area (S102 NO), this flow ends. If this flow ends, this flow may be executed again if a predetermined pause time has elapsed since the end of the flow. The pause time may be set to, for example, 500 milliseconds, 1 second, 2 seconds, or the like.

[0097] Step S103 is a step for executing an eyes-on request. Step S103 corresponds to a step in which the system requests the driver to check the surrounding conditions based on the fact that the vehicle has entered the gate area. Implementing an eyes-on request makes it easier for the driver to take over driving operations. The eyes-on request includes displaying an eyes-on icon Im1, exemplified in FIG. 5, at a predetermined position on the display 21. The eyes-on icon Im1 is an icon image / pictogram that simulates the driver looking ahead. The eyes-on request may also be accompanied by the output of a predetermined notification sound or the turning on of ambient lights.

[0098] In this embodiment, the notification control unit F6 implements the eyes-on request in a discreet manner in the area in front of the gate. The discreet eyes-on request may be, for example, displaying the eyes-on icon Im1 in green or yellow. The discreet eyes-on request may be displaying the eyes-on icon Im1 in a predetermined size in a corner of the display 21. The display of the eyes-on icon Im1 requesting eyes-on may continue until the vehicle reaches the front of the target gate.

[0099] After executing step S103, the notification control unit F6 displays a gate guide image Im2 on the display 21 in step S104. The gate guide image Im2 is an image showing the road structure near the gate. The gate guide image can also be interpreted as a map image of the area near the gate. The gate guide image may include an image showing the trajectory of the vehicle near the gate.

[0100] For example, as shown in FIG. 6, the gate guide image Im2 includes, as image elements, a host vehicle image E1, a pre-gate trajectory image E21, a post-gate trajectory image E22, and a gate image E3. The host vehicle image E1 is an image element that represents the position of the host vehicle. The pre-gate trajectory image E21 is an image element that represents the trajectory from the current position to the target gate. The post-gate trajectory image E22 is an image element that represents the trajectory of the host vehicle after passing through the target gate. The gate image E3 is an image that shows the position of the target gate. The gate image E3 may include not only an image of the target gate but also images of other gates. The gate image E3 may be an image of multiple gates installed at the gate location. In the gate image E3, the target gate may be displayed in a different manner from the other gates. For example, gates other than the target gate may be grayed out. The target gate may be given an effect or decoration such as flashing. This configuration makes it easier for the driver to recognize the position of the target gate.

[0101] The pre-gate trajectory image E21 and the post-gate trajectory image E22 are represented by arrows or the like. The pre-gate trajectory image E21 and the post-gate trajectory image E22 may be bands / belts / lines representing the trajectories. The pre-gate trajectory image E21 and the post-gate trajectory image E22 may be connected. The pre-gate trajectory image E21 and the post-gate trajectory image E22 are collectively referred to as trajectory image E2. Note that if the trajectory image E2 overlaps the gate image E3, the visibility of the target gate may be reduced. Therefore, it is preferable that the trajectory image E2 be interrupted before the gate so as not to overlap with the gate image E3. By displaying the trajectory image E2 divided into the pre-gate trajectory image E21 and the post-gate trajectory image E22, as in the gate guide image Im2 illustrated in FIG. 6, the driver can more easily confirm the target gate.

[0102] Furthermore, if the gate guide image Im2 includes both the pre-gate trajectory image E21 and the post-gate trajectory image E22, the driver can easily recognize the overall behavior of the vehicle as it passes through the gate. The gate area is an area that is more difficult to control than a straight road. By visualizing the behavior plan of the autonomous driving ECU 30 in the gate area, the driver can determine the validity and feasibility of the plan. If the driver determines that the plan of the autonomous driving ECU 30 is reckless, the driver can override it without waiting for a request from the system.

[0103] Note that the post-gate trajectory image E22 is an optional element in the gate guide image Im2. The gate guide image Im2 may be an image showing the behavior before entering the gate, as shown in FIG. 7. However, by additionally displaying the road shape of the road after the gate or the post-gate trajectory as illustrated in FIG. 6, the driver can be notified of the movement of the vehicle after passing through the gate. The direction / object that the driver should pay attention to may differ depending on the trajectory after passing through the gate, for example, whether the vehicle will proceed straight, diagonally right, or diagonally left. A configuration that displays the gate guide image Im2 including the post-gate trajectory image E22 makes it easier for the driver to pay attention to the appropriate direction.

[0104] The gate guide image Im2 does not have to be an image of the road viewed from above (a so-called bird's-eye view image). The gate guide image Im2 may be a three-dimensional image from the driver's viewpoint. The gate guide image Im2 may also be an image of the target gate viewed from a virtual viewpoint located above the vehicle. Furthermore, the gate guide image Im2 may be displayed on a head-up display so as to be superimposed on the actual view ahead of the vehicle. The notification control unit F6 may superimpose the gate front trajectory image E21 and an image showing the target gate on the view ahead as the gate guide image Im2. The display of the gate guide image Im2 may continue until the vehicle passes through the gate or exits the gate area.

[0105] Step S105 is a step for determining whether or not the vehicle has passed through the gate. Whether or not the vehicle has passed through the gate may be determined based on the vehicle's position data on a map, the recognition results of the perimeter monitoring sensor 11, and the communication status with an external device. If the vehicle has passed through the gate (YES in S105), the notification control unit F6 changes the display mode of the eyes-on icon Im1 to a more prominent mode in step S106. For example, the notification control unit F6 changes the color of the eyes-on icon Im1 to a highlighting color such as red or orange. The highlighting of the eyes-on icon Im1 may be achieved by blinking, increasing the display size, or changing the display position.

[0106] Step S106 corresponds to a step of re-notifying the eyes-on request. Step S106 can also be interpreted as a step of making the eyes-on request more conspicuous than before passing through the gate. After passing through the gate, the trajectories of vehicles are more likely to cross each other than before passing through the gate. This increases the possibility that other vehicles will approach the vehicle excessively. By re-issuing the eyes-on request after passing through the gate, the possibility that the driver will monitor the surroundings can be increased. This in turn further reduces the possibility of contact with other vehicles in the area after the gate.

[0107] The eye-on request in a conspicuous manner may be accompanied by the output of a notification sound, the display of a text message requesting eye-on, or the generation of a vibration. The display of the eye-on icon Im1 may continue until the driver exits the gate. After executing / starting the eye-on request in a conspicuous manner, the notification control unit F6 executes step S107.

[0108] Step S107 is a step for determining whether the host vehicle has exited the gate area. As with step S102, this determination can be made based on a variety of data. If the host vehicle has exited the gate area (YES in S107), the notification control unit F6 ends the eyes-on request (S108). Ending the eyes-on request corresponds to, for example, canceling the display of the eyes-on icon Im1.

[0109] Although the above describes a mode in which an eyes-on request is made even while traveling through the area in front of the gate, this is not limiting. The eyes-on request in the area in front of the gate may be omitted. Conversely, the notification control unit F6 may make an eyes-on request in the area in front of the gate, but omit the eyes-on request after passing through the gate. The notification control unit F6 may end the eyes-on request when the vehicle passes through or enters the gate.

[0110] In addition, it is also optional to change the strength of the eyes-on request before and after passing through the gate. The notification control unit F6 may issue the eyes-on request in the same manner after passing through the gate as before passing through the gate.

[0111] As long as the autonomous driving ECU 30 is in Level 3 mode (i.e., autonomous driving mode), the driver's eyes-on is optional and not required. Even during autonomous driving, the notification control unit F6 can request the driver's eyes-on as an optional precaution, which is expected to further enhance safety. Furthermore, even in Level 3 mode, by requesting eyes-on as the driver approaches a gate, the handover of driving operations can be made smoother if it becomes necessary to switch from Level 3 mode to Hands-On Level 2 mode.

[0112] <Supplementary information on the implementation conditions for EyesOn requests> While the host vehicle is autonomously driving through a gate area, the notification control unit F6 may change whether to issue an eyes-on request depending on whether there are surrounding vehicles, as shown in FIG. 8. Step S201 shown in FIG. 8 is a step for determining whether there are surrounding vehicles. The surrounding vehicles here are other vehicles that are present within a predetermined distance (e.g., 100 m) from the host vehicle. The surrounding vehicles may also be limited to other vehicles whose TTC calculated by the environment recognition unit F2 or the like is less than a predetermined value (e.g., 5 seconds). The presence or absence of surrounding vehicles can be determined based on the recognition results of the environment recognition unit F2, and therefore the detection results of the perimeter monitoring sensor 11 or data received from an external device.

[0113] If there are surrounding vehicles (S201 YES), the notification control unit F6 executes an eyes-on request in step S202. On the other hand, if there are no surrounding vehicles (S201 NO), the notification control unit F6 decides to omit / postpone the eyes-on request (S203). Note that the flowchart shown in Fig. 8 may be executed periodically while traveling in a gate area in level 3 mode until an eyes-on request is executed.

[0114] 9, the notification control unit F6 may change the notification mode (strength) of the eyes-on request depending on whether or not there are surrounding vehicles. For example, if there are surrounding vehicles (YES in S211), the notification control unit F6 issues the eyes-on request in a conspicuous manner (S212). On the other hand, if there are no surrounding vehicles (NO in S211), the notification control unit F6 issues the eyes-on request in a more discreet manner (S213).

[0115] According to the control examples shown in FIGS. 8 and 9, it is possible to improve safety while reducing the risk of causing inconvenience to the driver.

[0116] The determination process of step S201 may be replaced with a determination process of whether or not there is another vehicle with a collision risk equal to or greater than a predetermined value. The notification control unit F6 may be configured to issue an eyes-on request when there is another vehicle with a collision risk equal to or greater than a predetermined value while traveling through a gate area, and to omit the eyes-on request when there is no other vehicle with a collision risk equal to or greater than the predetermined value. The determination process of step S201 may be replaced with a determination process of whether or not there is a preceding vehicle. The determination process of step S201 may be replaced with a determination process of whether or not there is another vehicle diagonally ahead of the host vehicle, in other words, whether or not there is another vehicle that may cut in front of the host vehicle.

[0117] The determination process of step S211 may also be replaced with a determination process of whether there is another vehicle with a collision risk equal to or greater than a predetermined value, whether there is a preceding vehicle, or whether there is another vehicle diagonally ahead of the host vehicle. The eyes-on request condition, which is a condition for executing an eyes-on request, may include the above sub-conditions in addition to being in a gate area. The above sub-conditions include the presence of a nearby vehicle, the presence of another vehicle with a collision risk equal to or greater than a predetermined value, the presence of a preceding vehicle, the presence of another vehicle that may cut in front of the host vehicle, etc.

[0118] Similarly, the strong request condition, which is a condition for issuing an eyes-on request in a conspicuous manner, may include any of the above sub-conditions in addition to traveling through a gate area. Conversely, the notification control unit F6 may be configured to issue an eyes-on request in a more conservative manner than usual when a conservative request condition, which is a condition for issuing an eyes-on request in a more conservative manner, is satisfied. The conservative request condition may be any of the following: no nearby vehicles, no other vehicles with a collision risk equal to or greater than a predetermined value, no preceding vehicles, and no other vehicles that may cut in front of the host vehicle.

[0119] Furthermore, the notification control unit F6 may change whether to issue an eyes-on request depending on the fare settlement method of the target gate, as shown in FIG. 10. Step S301 in FIG. 10 is a step for determining whether the target gate supports the manual fare settlement method. The fare settlement method supported by the target gate can be identified based on map data, the behavior of the vehicle ahead, or data received from a roadside device. The notification control unit F6 issues an eyes-on request if the target gate supports the manual fare settlement method (S302). On the other hand, if the target gate does not support the manual fare settlement method, in other words, if the target gate is a gate that only supports the automatic fare settlement method, the notification control unit F6 omits the eyes-on request (S303).

[0120] At gates that support manual settlement, there is a possibility that the preceding vehicle may suddenly slow down or stop just before the gate. To counter this possibility, if the vehicle is planning to pass through a gate that supports manual settlement, an eyes-on request will be made, making it easier for the driver to make evasive maneuvers such as braking at their own discretion based on the behavior of the preceding vehicle.

[0121] Of course, the contents of steps S302 to S303 can be replaced with steps S212 to S213. That is, when the target gate does not support the manual settlement method, the notification control unit F6 may be configured to implement the eyes-on request in a more conservative manner than when the target gate supports the manual settlement method.

[0122] The notification control unit F6 may switch whether to issue an eyes-on request depending on whether the operating mode when traveling through a gate area is a hands-off mode. A hands-off mode is an operating mode in which the vehicle travels substantially automatically and the driver is allowed to take their hands off the vehicle. Hands-off modes include level 3 mode and hands-off level 2 mode.

[0123] 11 shows an example of the operation of the notification control unit F6 based on this technical idea. That is, in step S401, the notification control unit F6 determines whether the current operating mode (hereinafter, "current mode") is a hands-off enabled mode while traveling through a gated area. Step S401 may be executed periodically while traveling through the gated area. Step S401 may also be executed only upon a predetermined event, such as when entering a gated area, when passing through a gate, or when a nearby vehicle is detected.

[0124] When the current mode is a hands-off enabled mode while traveling through a gate area (S401 YES), the notification control unit F6 issues an eyes-on request (S402). On the other hand, when the current mode is not a hands-off enabled mode while traveling through a gate area (S401 NO), the notification control unit F6 omits the eyes-on request. An operating mode that is not a hands-off enabled mode can be rephrased as a hands-off prohibited mode or a hands-on required mode. Hands-on level 2 mode corresponds to hands-off prohibited mode.

[0125] Since the hands-off prohibition mode is an operating mode that originally assumes that the driver has their eyes on, when the current mode is the hands-off prohibition mode, the eyes-on request corresponds to a notification that is unnecessary for the driver. When the current mode is the hands-off prohibition mode, omitting the eyes-on request can reduce the risk of causing annoyance to the driver.

[0126] In principle, the driver should keep their eyes on even in hands-off Level 2 mode. However, in hands-off Level 2 mode, the driver's level of involvement in driving operations is lower than in hands-on Level 2 mode. Therefore, the driver's attention may be less focused in hands-off Level 2 mode than in hands-on Level 2 mode. In hands-off Level 2 mode, the driver's attention can be expected to be alerted by once again requesting eyes on.

[0127] Note that steps S402 to S403 can be replaced with steps S212 to S213. That is, the notification control unit F6 may be configured to implement an eyes-on request in a more conservative manner when the current mode is a hands-off prohibited mode compared to when the current mode is a hands-off permitted mode.

[0128] The notification control unit F6 may switch whether to issue an eyes-on request depending on whether a course change is planned after passing through the gate, as shown in Fig. 12. If a course change is planned after passing through the gate (YES in S501), the notification control unit F6 issues an eyes-on request (S502). On the other hand, if a course change plan is not created after passing through the gate (NO in S501), the notification control unit F6 omits the eyes-on request.

[0129] Here, lane changes refer to lateral movement. Lane changes include lane changes as well as driving diagonally in laneless sections. Lane changes after passing through a gate include lane changes in the area after the gate.

[0130] As mentioned above, the area after the gate is more likely to be crossed by vehicle trajectories than the area before the gate, so the need for perimeter monitoring is increased. On the other hand, if no lane changes are planned after passing through the gate, the need for perimeter monitoring may be reduced. This configuration makes it possible to increase safety while reducing the risk of annoyance to the driver.

[0131] Note that steps S502 to S503 can also be replaced with steps S212 to S213. That is, the notification control unit F6 may be configured to issue an eyes-on request in a more conservative manner when a lane change is not planned after passing through the gate compared to when a lane change is planned after passing through the gate. Furthermore, the notification control unit F6 may switch whether to issue an eyes-on request depending on whether a lane change is planned in the area in front of the gate. Step S501 may be a step of determining whether a lane change is planned in the area in front of the gate.

[0132] The notification control unit F6 may switch whether to make an eyes-on request depending on whether there is a branch road behind the gate. The notification control unit F6 may make an eyes-on request if there is a branch road behind the gate, but may omit making an eyes-on request if there is no branch road behind the gate. A branch road behind the gate means that there is a branch point within a predetermined distance (e.g., 100 m) behind the gate. If there is no branch road near the gate, the tracks of vehicles are less likely to cross compared to when there is a branch road near the gate. The above configuration can reduce unnecessary eyes-on requests.

[0133] The notification control unit F6 may switch whether to issue an eyes-on request depending on whether the road width narrows behind the gate. The notification control unit F6 may issue an eyes-on request if the road width narrows behind the gate, but may omit issuing an eyes-on request if the road width does not narrow behind the gate. A case in which the road width narrows behind the gate corresponds to a case in which the number of lanes on the road behind the gate is fewer than the number of gates. If the number of lanes decreases after passing through a gate, merging / cutting in is more likely to occur, and the behavior of other vehicles may become more complex. The above configuration reduces the risk of abnormal approach / contact with other vehicles immediately after passing through the gate, while reducing unnecessary eyes-on requests. Note that the road structure behind the gate, such as the presence or absence of a branch road and road width phenomena, can be identified based on map data and the trajectory data of the preceding vehicle.

[0134] <Display control of gate guide images> The notification control unit F6 may change the display mode of the gate guide image Im2 depending on whether the operation mode when entering the gate area is the hands-off mode. For example, as shown in Fig. 13, if the operation mode when entering the gate area is the hands-off mode (S601 YES), the notification control unit F6 displays the gate guide image Im2 in which the target gate is highlighted (S602). On the other hand, if the operation mode when entering the gate area is not the hands-off mode (S601 NO), the notification control unit F6 displays the normal gate guide image Im2.

[0135] A gate guide image Im2 in which the target gate is highlighted is, for example, an image in which the target gate is blinking or surrounded by a frame. A normal gate guide image Im2 is a gate guide image Im2 that has not been decorated or processed in the hands-off mode.

[0136] In hands-off mode, steering is left to the system, so the driver may be less interested in the gate the vehicle is about to pass through than in an operation mode requiring hands-on driving. In hands-off mode, even if the system sets a gate as the target gate that is different from the gate that the driver considers optimal, the driver is unlikely to notice this. As a result, in hands-off mode, there is a possibility that an override may occur just before the gate. To address this issue, the above configuration makes it easier for the driver to recognize the target gate position even in hands-off mode.

[0137] If the hands-off mode is adopted when entering the gate area, the notification control unit F6 may display a gate passage icon Im3 on the display 21 instead of or together with the gate guide image Im2. Fig. 14 shows an example of the gate passage icon Im3.

[0138] The gate passage icon Im3 includes, for example, a vehicle image E4, a lane marking image E5, and a gate image E6. The vehicle image E4 is an image element representing the vehicle. The lane marking image E5 is an image element showing a lane marking. The gate image E6 is an image element representing a gate. The gate image E6 is an optional element and may be omitted.

[0139] When the camera 111 or the like can recognize the dividing line or the end of the gate ahead of the gate, the notification control unit F6 displays a gate passage icon Im3, which represents the dividing line image E5 in green, white, or the like, on the display 21. With this configuration, the driver can know that the vehicle can pass through the gate or that the system can correctly recognize the passage position within the gate, based on the display state of the gate passage icon Im3.

[0140] On the other hand, if the camera 111 or the like is unable to recognize the lane markings or the gate edge ahead of the gate, the notification control unit F6 may display a gate passing icon Im3, which represents the lane marking image E5 in gray or dashed lines, on the display 21. If the camera 111 or the like is unable to recognize the lane markings or the gate edge ahead of the gate, the notification control unit F6 may display a gate passing icon Im3 with a question mark added near the lane marking image E5. With these configurations, the driver can know that the system has not yet recognized the passage position within the gate based on the display state of the gate passing icon Im3. In this way, the gate passing icon Im3 is an image that indicates whether the lane markings associated with the gate have been recognized. The gate passing icon Im3 corresponds to a passing image.

[0141] The notification control unit F6 may be configured to highlight / indicate the lane marking image E5 based on whether the vehicle is located directly in front of the target gate. The notification control unit F6 may be configured to gray out the lane marking image E5 when the vehicle is not located directly in front of the target gate.

[0142] The notification control unit F6 may also change the display mode of the gate guide image Im2 depending on whether or not the vehicle is following a preceding vehicle when entering the gate area. For example, as shown in Fig. 15, if the vehicle is following a preceding vehicle when entering the gate area (YES in S701), the notification control unit F6 displays a trackless gate guide image Im2a (S702). On the other hand, if the vehicle is not following a preceding vehicle when entering the gate area (NO in S701), the notification control unit F6 displays a normal gate guide image Im2 (S703).

[0143] The trackless gate guide image Im2a is a gate guide image that does not include the track image E2, as shown in Figure 16. The normal gate guide image Im2 is an image that includes image elements that indicate the track of the vehicle, as exemplified in Figures 6 and 7. The normal gate guide image Im2 can be rephrased as a tracked gate guide image or a track guide image.

[0144] Here, the state of following a preceding vehicle refers to a state in which the function of the adaptive cruise control is enabled and the preceding vehicle is actually recognized. When the vehicle is following a preceding vehicle, there is less need to notify the driver of the trajectory of the vehicle than when the vehicle is not following a preceding vehicle. By omitting the presentation of information that is less useful to the driver, the risk of causing annoyance to the driver can be reduced. Conversely, when the vehicle is not following a preceding vehicle, displaying the planned trajectory of the vehicle can give the driver a sense of security.

[0145] The above description of "entering the gate area" may be interpreted as the time when the remaining distance to the gate point becomes less than a predetermined value. Also, the time when the vehicle is traveling in the area in front of the gate, such as the time when the vehicle has traveled a predetermined distance after entering the gate area, may be included in the time when the vehicle is entering the gate area.

[0146] <Using maps to determine entry into gate areas> Map data may include node data and link data. Node data is data about characteristic points (nodes) on multiple roads. For example, points where roads intersect, merge, or branch, points where lanes increase or decrease, and gate points are set as nodes. Link data is data about road sections (links) connecting nodes. Link data includes data such as a link ID, which is a unique number that identifies the link, a link length that indicates the length of the link, a link direction, link shape information, node coordinates or node numbers of the start and end of the link, and road attributes. Node data includes data such as a node ID, which is a unique number for each node, the node's position coordinates, name, type, and link IDs of links connecting to the node.

[0147] Such node data may include intra-node map data that indicates the road shapes of the area related to the node. The intra-node map data corresponds to partial map data within a certain range based on the node.

[0148] If the map data stored in the map storage unit 14 includes intra-node map data as described above, the processor 31 may perform various processes from step S103 onward based on the host vehicle's entry into the range indicated by the intra-node map data associated with the gate point. In other words, the host vehicle's entry into a gate area also includes the host vehicle's entry into the range indicated by the intra-node map data associated with the gate point. The gate area may be the range indicated by the intra-node map data associated with the gate point. Furthermore, if data indicating a range is assigned to each node, that range may correspond to the gate area.

[0149] <Example of operation mode control> As shown in FIG. 17, processor 31 may maintain level 3 mode even when passing through a gate. In this case, processor 31 may maintain level 3 mode while requesting eyes-on control from the driver depending on the situation. Processor 31 may also issue a TOR notice depending on traffic conditions, such as the presence of surrounding vehicles, and the complexity of the road structure. This configuration allows the driver to act as a driving partner / assistant for the system, thereby improving safety. Requesting eyes-on control or the like from the driver in advance also has the advantage of allowing the driver to smoothly take over driving control even when a handover from the system to the driver is actually required. While traveling through a gate area, processor 31 may transition from level 3 mode to hands-on level 2 mode or hands-off level 2 mode depending on traffic conditions, such as the presence of surrounding vehicles.

[0150] Furthermore, the processor 31 may be configured to temporarily transition from level 3 mode to level 2 mode at a predetermined timing after entering a gate area, as shown in FIG. 18. The processor 31 may automatically change the operation mode depending on the position of the host vehicle relative to the gate point. FIG. 18 illustrates an example of a pattern in which the processor 31 maintains level 3 mode when entering the pre-gate area, but transitions to hands-on level 2 mode in a section where the remaining distance to the gate point is less than a predetermined value (e.g., 100 m). FIG. 17 also illustrates a pattern in which the processor transitions to hands-off level 2 mode when passing through the gate, and then transitions to level 3 mode when exiting the gate area. The normal area refers to an area that is neither a pre-gate area nor a post-gate area.

[0151] The timing for switching to Hands-on Level 2 mode in the area before the gate may be a predetermined number of seconds (e.g., 5 seconds) after an eyes-on request is made. The area immediately before the gate may also see active lateral movement (lane changes) between vehicles toward the target gate. By switching the area before the gate to Hands-on Level 2 mode, the driver can take responsibility for changing lanes toward the target gate. Switching the area before the gate to Hands-on Level 2 mode also makes it easier for the driver to select a gate of their choice as the target gate.

[0152] If the system is programmed to transition to Level 2 Hands-On mode within the pre-gate area, the notification control unit F6 preferably issues a stronger eyes-on request based on the entry into the gate area. This configuration can more strongly guide the driver's state toward a state suitable for Level 2 Hands-On mode. Furthermore, when transitioning from Level 3 Hands-On mode to Level 2 Hands-On mode, requesting eyes-on before hands-on, rather than simultaneously implementing hands-on and eyes-on, can be expected to reduce the driver's burden during the transition between operating modes.

[0153] Of course, the control example of the operation mode for passing through a gate is not limited to this. As shown in Fig. 19, processor 31 may transition to hands-off level 2 mode when the remaining distance to the gate point becomes less than a predetermined value, and then transition to hands-on level 2 mode when passing through the gate. After passing through the gate, the paths of vehicles are likely to cross due to branching roads and narrowing road widths. By setting the post-gate area to an operation mode that requires the driver's hands to be on, it may be possible to flexibly deal with other vehicles forcibly cutting in or approaching abnormally close.

[0154] <Variations of notification content> The above-mentioned eyes-on request may be replaced with a TOR notice. That is, the notification control unit F6 may issue a TOR notice based on the host vehicle's entry into the gate area. The TOR notice also essentially has the effect of prompting the driver to check the surrounding conditions. In other words, the TOR notice can be considered a type of eyes-on request.

[0155] <Other variations> The notification control unit F6 may display a warning target image on the display 21 based on entry into the gate area. The warning target image is an image showing a warning target, which is another vehicle with a collision risk equal to or greater than a predetermined value. The warning target image may be an image showing the direction in which the warning target is located. The warning target image may include information about the characteristics of the warning target, such as color, size, and vehicle type. The warning target image may be, for example, an image in which the warning target is shown in a color different from that of other vehicles in an overhead image showing other vehicles present in the vehicle.

[0156] By displaying the image of the warning target, the driver can recognize the vehicle that the system is paying attention to near the gate. By issuing an eyes-on request in conjunction with the image of the warning target, it is possible to align the system's judgment with the driver's sense. As a result, it is expected that the driver will be more likely to trust the system. The notification control unit F6 may output a message requesting the driver to check whether there are any dangerous vehicles other than the warning target (i.e., whether they have overlooked anything).

[0157] The above technical concept is to prepare for emergencies by requesting the driver to keep their eyes on in situations where eyes on is not actually required. This concept can also be applied to the hands-off level 2 mode, which has a lower automation level. In situations where an operating mode that does not actually require hands on is applied, the driver may be requested to conservatively perform hands-on or standby for hands-on. The notification control unit F6 may output a hands-on request based on entering a gate area in hands-off level 2 mode. In hands-off level 2 mode, the notification control unit F6 may replace the above eyes-on request with a hands-on request and perform the various controls described above.

[0158] <System configuration> The notification control unit F6 may be arranged outside the autonomous driving ECU 30. For example, the notification control unit F6 may be provided in another computer such as an HCU.

[0159] <Vehicles to which this disclosure can be applied> The above-described embodiments are applicable to a variety of vehicles that travel on roads. The present disclosure can be installed in a variety of vehicles that can travel on roads, such as four-wheeled vehicles, two-wheeled vehicles, three-wheeled vehicles, and the like. A motorized bicycle can also be included in the category of two-wheeled vehicles. The vehicle itself may be an electric vehicle or an engine vehicle. Electric vehicles can include not only electric vehicles but also plug-in hybrid vehicles, hybrid vehicles, and fuel cell vehicles. A vehicle to which the system / device / method, etc. of the present disclosure is applied may be a privately owned car or a service car. A service car refers to, for example, a vehicle provided for a car sharing service or a vehicle rental service. Service cars include taxis, route buses, and shared buses.

[0160] <Additional remarks (1)> This specification discloses the following technical concepts and combinations thereof. Vehicle control methods and computer programs corresponding to the following technical concepts are also included within the scope of this disclosure.

[0161] [Technical thought 1] A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; A notification control device that notifies the driver to check the surrounding traffic conditions based on the vehicle entering the gate area under the automatic driving control.

[0162] [Technical thought 2] The notification control device according to Technical Idea 1 continues the notification until the gate is passed and terminates the notification upon passing the gate.

[0163] [Technical thought 3] The notification control device according to Technical Idea 1 or 2, wherein the notification is continued until the gate area is exited.

[0164] [Technical thought 4] Acquire data on other vehicles present around the vehicle; A notification control device according to any one of technical ideas 1 to 3, which stops the notification when the other vehicle is not present around the vehicle.

[0165] [Technical thought 5] Acquire data on other vehicles present around the vehicle; A notification control device described in any one of technical ideas 1 to 3, which weakens the intensity of the notification when there are no other vehicles around the vehicle compared to when there are other vehicles around the vehicle.

[0166] [Technical Thought 6] acquire data indicating a payment method for a target gate that is a gate through which the vehicle will pass; A notification control device described in any one of technical ideas 1 to 5, which executes the notification if the target gate is a gate that allows manual settlement, but omits the notification if the target gate is a gate that does not allow manual settlement.

[0167] [Technical Thought 7] A notification control device according to any one of technical concepts 1 to 6, used in a vehicle configured to selectively implement a hands-off prohibited mode in which the automatic driving control is performed in which the driver is obligated to hold the steering wheel, and a hands-off enabled mode in which the automatic driving control is performed in which the driver is not obligated to hold the steering wheel, A notification control device that changes the mode of the notification depending on whether the vehicle is traveling through the gate area in the hands-off prohibited mode or the hands-off permitted mode.

[0168] [Technical Thought 8] A notification control device according to Technical Idea 7, in which the strength of the notification is strengthened when driving through the gate area in the hands-off enabled mode than when driving through the gate area in the hands-off prohibited mode.

[0169] [Technical Thought 9] When traveling through the gate area in the hands-off mode, a gate recognition status notification image is displayed, which indicates that the lane markings associated with the gate can be recognized, A notification control device according to Technical Idea 7 or 8, in which the gate recognition status notification image is not displayed when driving through the gate area in the hands-off prohibited mode.

[0170] [Technical Thought 10] acquiring data indicating whether or not a lane change will be performed after passing through the gate; If a lane change is planned to be made after passing through the gate, the notification is made, while A notification control device described in any one of technical ideas 1 to 9, wherein if a lane change is not planned to be made after passing through the gate, the notification is omitted or the intensity of the notification is weakened compared to when a lane change is planned to be made after passing through the gate.

[0171] [Technical Thought 11] obtaining data indicating whether the vehicle is following a preceding vehicle; A notification control device described in any one of technical ideas 1 to 10, which implements the following: when the vehicle is not following the preceding vehicle in the gate area, an image of the gate area is displayed on a display in which image elements indicating the vehicle's trajectory are superimposed on an image of the gate area; and when the vehicle is not following the preceding vehicle in the gate area, an image of the gate area that does not include image elements indicating the vehicle's trajectory is displayed on a display.

[0172] [Technical Thought 12] A notification control device according to any one of technical ideas 1 to 11, which displays on a display a trajectory image showing the trajectory of the vehicle until it passes through the gate, The notification control device does not display the orbit image at a position overlapping with the gate.

[0173] [Technical Thought 13] A notification control device according to technical idea 3, which changes the manner of the notification before passing through the gate point and after passing through the gate point.

[0174] The notification control device may obtain data indicating whether the vehicle is traveling under autonomous driving control from the autonomous driving unit (Fn), which is a component for implementing autonomous driving control. The notification control device may obtain information about gate locations, which are locations on toll roads where multiple gates are installed, from output signals from perimeter monitoring sensors, wireless signals received from external devices, or map data. The determination of whether the vehicle has entered a gate area defined based on the gate location may also be based on output signals from perimeter monitoring sensors, wireless signals received from external devices, or map data.

[0175] <Additional remarks (2)> The various flowcharts shown in this disclosure are merely examples, and the number of steps constituting the flowcharts and the order in which the processes are executed can be changed as appropriate. The various process flows shown in this disclosure may be executed in parallel with, in combination with, or partially replaced by other processes. Note that the expression corresponding to the case in which the remaining distance to the gate point in this disclosure is less than a predetermined value may be replaced with the expression "when the vehicle enters the gate area." For example, step S102 may be a step of determining whether the vehicle has entered the gate area.

[0176] The apparatus, system, and method described herein may be implemented by a special-purpose computer including a processor programmed to execute one or more functions embodied in a computer program. The apparatus and method described herein may be implemented using dedicated hardware logic circuits. The apparatus and method described herein may be implemented by one or more special-purpose computers configured by combining a processor that executes a computer program with one or more hardware logic circuits. For example, some or all of the functions of the processor 31 may be implemented in hardware. Implementations of certain functions in hardware include implementations using one or more integrated circuits (ICs). Examples of processors (computing cores) include CPUs, MPUs, GPUs, and data flow processors (DFPs). Some or all of the functions of the processor 31 may be implemented using a system-on-chip (SoC), an integrated circuit (IC), or a field-programmable gate array (FPGA). The computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium. Examples of storage media for the program include hard disk drives (HDDs), solid state drives (SSDs), and flash memory. The scope of the present disclosure also includes programs for causing a computer to function as processor 31, and non-transitory tangible storage media such as semiconductor memory on which the programs are stored. [Explanation of symbols]

[0177] 11 Surrounding monitoring sensor, 14 Map memory unit, 15 Wireless communication device, 18 External display device, 21 Display, 22 Speaker, 30 Autonomous driving ECU, 31 Processor, 32 Memory, F1 Information acquisition unit, F2 Environment recognition unit, F21 Gate recognition unit, F22 Surrounding vehicle recognition unit, F3 Mode control unit, F4 Planning unit, F5 Vehicle control unit, F51 ACC system, F6 Notification control unit, Fn Autonomous driving unit, Sys Autonomous driving system

Claims

1. A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; acquiring data on other vehicles present around the vehicle; When the other vehicle is present around the vehicle, a notification is given to the driver urging the driver to check the surrounding traffic conditions based on the fact that the vehicle has entered the gate area under the automatic driving control; A notification control device configured to stop the notification when the other vehicle is not present around the vehicle.

2. A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; acquiring data on other vehicles present around the vehicle; and based on the fact that the vehicle has entered the gate area under the automatic driving control, issuing a notification to the driver urging them to check surrounding traffic conditions, moreover, A notification control device configured to weaken the intensity of the notification when the other vehicle is not present around the vehicle compared to when the other vehicle is present around the vehicle.

3. A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; acquiring data indicating a payment method for a target gate that is a gate through which the vehicle passes; If the target gate is a gate that allows manual settlement, a notification is given to the driver to prompt the driver to check the surrounding traffic conditions based on the fact that the vehicle has entered the gate area under the automatic driving control; a notification control device configured to omit the notification when the target gate is a gate that does not allow manual settlement;

4. A notification control device used in a vehicle configured to selectively implement a hands-off prohibited mode in which automatic driving control is performed with the driver being obligated to hold the steering wheel, and a hands-off enabled mode in which automatic driving control is performed without the driver being obligated to hold the steering wheel, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; Based on the fact that the vehicle has entered the gate area under the automatic driving control, a notification is given to the driver urging the driver to check the surrounding traffic conditions; A notification control device configured to change the manner of the notification when driving through the gate area in the hands-off prohibited mode and when driving through the gate area in the hands-off permitted mode.

5. The notification control device according to claim 4 , wherein when the vehicle is traveling through the gated area in the hands-off enabled mode, the intensity of the notification is increased compared to when the vehicle is traveling through the gated area in the hands-off disabled mode.

6. When traveling through the gate area in the hands-off mode, a gate recognition status notification image is displayed, which indicates that the lane markings associated with the gate can be recognized, The notification control device according to claim 4 , wherein the gate recognition state notification image is not displayed when the vehicle is traveling through the gate area in the hands-off prohibition mode.

7. A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; and based on the fact that the vehicle has entered the gate area under the automatic driving control, issuing a notification to the driver urging them to check surrounding traffic conditions, moreover, acquiring data indicating whether a lane change is planned after passing through the gate; If a lane change is planned to be made after passing through the gate, the notification is made, while The notification control device is configured to omit the notification when a lane change is not planned to be made after passing through the gate, or to weaken the intensity of the notification compared to when a lane change is planned to be made after passing through the gate.

8. A notification control device used in a vehicle configured to be able to perform automatic driving control, acquiring data indicating whether the vehicle is traveling under the automatic driving control; Acquiring information about gate points, which are points on a toll road where a plurality of gates are provided; determining whether the vehicle has entered a gate area defined based on the gate point; Based on the fact that the vehicle has entered the gate area under the automatic driving control, a notification is given to the driver to urge the driver to check the surrounding traffic conditions. obtaining data indicating whether the vehicle is following a preceding vehicle; When the vehicle is not following the preceding vehicle in the gate area, an image in which an image element indicating the trajectory of the vehicle is superimposed on an image of the gate area is displayed on a display; If the vehicle is not following the preceding vehicle in the gate area, an image of the gate area that does not include image elements showing the trajectory of the vehicle is displayed on a display.

9. The notification control device according to claim 1 , wherein the notification continues until the gate is passed and ends when the gate is passed.

10. The notification control device according to claim 1 , wherein the notification continues until the gated area is exited.

11. 2. The notification control device according to claim 1, wherein a trajectory image showing the trajectory of the vehicle until passing through the gate is displayed on a display, The notification control device does not display the orbit image at a position overlapping with the gate.

12. The notification control device according to claim 10, wherein the notification mode is changed between before passing through the gate point and after passing through the gate point.

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