Travel control device and travel control method

Abstract

The travel control device according to the present application includes: an abnormality information acquisition unit (81) that acquires information on detection of an abnormality of a driver of a vehicle (A); a state determination unit (80) that determines that the driver is in a difficult-to-drive state when the detection of the abnormality of the driver continues; and an evacuation control unit that starts automatic evacuation control for automatically stopping the vehicle based on a determination that the driver is in the difficult-to-drive state by the state determination unit. The travel control device also includes an assist control unit (83) that starts driving assist control including at least a function of preventing the vehicle from deviating from a lane during a period from detection of the abnormality to the determination that the driver is in the difficult-to-drive state.

Description

[0001] This application is a divisional application of the patent application for which the application number is 201680020107.X, the application date is March 28, 2016, the applicant is Aisin Seiki Co., Ltd., and the invention name is "Travel Control Apparatus and Travel Control Method".

[0002] This application is based on Japanese Application No. 2015-77083, filed April 3, 2015, and Japanese Application No. 2016-19920, filed February 4, 2016, the contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to a travel control apparatus and a travel control method that control travel of a vehicle. BACKGROUND

[0004] Conventionally, for example as in Patent Literature 1, a travel control apparatus is known that automatically parks a vehicle in place of a driver in a case where the driver is in a state of difficulty in driving. In such a travel control apparatus, an intention confirmation of necessity of automatic retreat of the driver is performed by detection of an abnormality of the driver. If the state of difficulty in driving of the driver is determined by the intention confirmation, the travel control apparatus starts control of automatic retreat.

[0005] Patent Literature 1: WO 2013 / 008299 A1

[0006] Also, in the travel control apparatus as in Patent Literature 1, in order to prevent misjudgment of the state of the driver, a period from when the abnormality is detected to when the state of difficulty in driving is determined, for example, requires a time of several seconds or so. Therefore, in a case where the driver is indeed in a state of difficulty in driving, the vehicle in which the driver does not sufficiently perform a driving operation during the period until the automatic retreat is started can become an unstable travel state. As a result, there is a possibility that it is difficult to shift to the control of automatic retreat. SUMMARY

[0007] An object of the present disclosure is to provide a travel control apparatus and a travel control method that can reliably shift to control of automatic retreat in a case where a driver is in a state of difficulty in driving.

[0008] To achieve the above object, in one aspect of the present disclosure, a travel control device includes: an abnormality information acquisition section that acquires information that detects an abnormality of a driver of a vehicle; a state determination section that determines that the driver is in a difficult-to-drive state if detection of the abnormality of the driver continues; and an evacuation control section that starts automatic evacuation control that automatically parks the vehicle, based on a case where the difficult-to-drive state is determined by the state determination section. The travel control device also includes an assist control section that starts driving assist control that includes at least a function of preventing the vehicle from departing from a lane during a period from when the abnormality is detected to when the difficult-to-drive state is determined.

[0009] In another aspect of the present disclosure, a travel control method for starting automatic evacuation control that automatically parks a vehicle, based on a case where a driver of the vehicle is in a difficult-to-drive state, is executed by at least one processor. The method includes: an abnormality information acquisition process that acquires information that detects an abnormality of the driver; a state determination process that determines that the driver is in the difficult-to-drive state if detection of the abnormality of the driver continues; an evacuation control process that starts the automatic evacuation control, based on a case where the difficult-to-drive state is determined by the state determination process; and an assist control process that starts driving assist control that includes at least a function of preventing the vehicle from departing from a lane during a period from when the abnormality is detected to when the difficult-to-drive state is determined.

[0010] According to these aspects, the vehicle is prevented from departing from a lane during travel by the driving assist control during a period from when the abnormality of the driver is detected to when the difficult-to-drive state is determined, and thus the vehicle can also travel stably. Therefore, in a case where the driver is in the difficult-to-drive state, the travel control device can reliably shift to the automatic evacuation control that automatically parks the vehicle at a place where the vehicle can be parked. BRIEF DESCRIPTION OF DRAWINGS

[0011] The above object and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which:

[0012] Figure 1 is a diagram that represents a layout of a driver seat of the vehicle.

[0013] Figure 2A is a block diagram that represents an overall structure of an in-vehicle network.

[0014] Figure 2B is a block diagram that represents a structure of an HMI.

[0015] Figure 2C is a block diagram that represents a structure of a vehicle control system.

[0016] Figure 2D is a block diagram that represents a structure of an external recognition system.

[0017] Figure 3 is a diagram showing functional modules of a control circuit constructed as a vehicle control ECU.

[0018] Figure 4 is a timing chart explaining a process from the occurrence of an abnormality from the driver to the start of automatic evacuation control.

[0019] Figure 5 is a timing chart explaining a process from the occurrence of an abnormality from the driver to the start of automatic evacuation control.

[0020] Figure 6 is a timing chart explaining a process from the start of automatic evacuation control to the performance of emergency notification.

[0021] Figure 7 is a timing chart explaining a process from the start of automatic evacuation control to the performance of emergency notification.

[0022] Figure 8 is a diagram showing functional modules of a control circuit constructed as an HCU.

[0023] Figure 9 is a diagram showing the display of the combination meter in the first report involved in the first pre-evacuation control.

[0024] Figure 10 is a diagram showing the display projected by the HUD device in the first report.

[0025] Figure 11 is a diagram showing the display of the combination meter in the second report involved in the second pre-evacuation control.

[0026] Figure 12 is a diagram showing the display projected by the HUD device in the second report.

[0027] Figure 13 is a diagram showing the display of the CID in the second report.

[0028] Figure 14 is a diagram showing the progress of the display of the CID in the execution notification of the automatic evacuation control.

[0029] Figure 15 is a diagram showing the progress of the display of the combination meter in the execution notification of the automatic evacuation control.

[0030] Figure 16 is a diagram showing the progress of the display projected by the HUD device in the execution notification of the automatic evacuation control.

[0031] Figure 17 is a flowchart showing the processing implemented by the control circuit of the vehicle control ECU.

[0032] Figure 18 is a flowchart showing the processing performed by the control circuit of the vehicle control ECU.

[0033] Figure 19 is a flowchart showing the processing performed by the control circuit of the HCU.

[0034] Figure 20 is a flowchart showing the processing performed by the control circuit of the HCU.

[0035] Figure 21 is a flowchart showing the processing performed by the control circuit of the HCU.

[0036] Figure 22 is a diagram showing a modification of Figure 4 .

[0037] Figure 23 is a diagram showing a modification of Figure 5 .

[0038] Figure 24 is a diagram showing a modification of Figure 17 .

[0039] Figure 25 is a diagram showing another modification of Figure 4 .

[0040] Figure 26 is a diagram showing another modification of Figure 5 .

[0041] Figure 27 is a diagram showing another modification of Figure 6 .

[0042] Figure 28 is a diagram showing another modification of Figure 17 .

[0043] Figure 29 is a diagram showing one example of the situation in which the transfer notice is issued validly.

[0044] Figure 30 is a diagram showing one example of the situation in which the transfer notice is issued validly. DETAILED DESCRIPTION

[0045] Hereinafter, a plurality of embodiments of the present disclosure will be described based on the drawings. Furthermore, there are cases where the same reference numerals are assigned to corresponding structural elements in each of the embodiments, and thus repeated description will be omitted. In a case where only a part of the structure is described in each of the embodiments, the structure of the other embodiment described in the previous description can be applied to the other part of the structure. In addition, not only the combination of the structures explicitly shown in the description of each of the embodiments, but also the structures of a plurality of embodiments can be partially combined with each other as long as there is no particular obstacle in the combination, even if not explicitly shown. Furthermore, the combination of the structures described in a plurality of embodiments and modified examples, which are not explicitly shown, is also disclosed in the following description.

[0046] (First Embodiment)

[0047] As Figure 1 and Figure 2A As shown in FIG. 2, a vehicle control ECU 70 to which the first embodiment of the present disclosure is applied is an electronic device mounted on a vehicle A. The vehicle A is also referred to as a host vehicle. The vehicle control ECU 70 is one of a plurality of nodes provided in a vehicle-mounted network 1 mounted on the vehicle A. The vehicle-mounted network 1 is constituted by an ADAS locator 96, a vehicle-mounted communicator 97, a headlamp control device 95, an external recognition system 90, an HMI system 10, and a vehicle control system 60, and the like. These structures are connected to a communication bus 99, and can exchange information with each other by communication. Furthermore, the information is used not only as an uncountable noun, but also as a countable noun. A plurality of information is equivalent to a plurality of information items, and the like.

[0048] The ADAS (Advanced Driver Assistance Systems) locator 96 is provided with a GNSS (Global Navigation Satellite System) receiver, an inertial sensor such as a gyro sensor, and a memory that stores map data. The ADAS locator 96 locates the position of the vehicle A by combining the signal from a plurality of artificial satellites received by the GNSS receiver and the measurement result of the inertial sensor. The ADAS locator 96 reads out the map data in front of the host vehicle from the memory, and extracts the road information such as the radius of curvature, the rotation angle, the start position, and the like at a turn. The ADAS locator 96 outputs the position information of the vehicle A and the road information in front to the communication bus 99.

[0049] The vehicle-mounted communicator 97 is a wireless communicator for V2X. The vehicle-mounted communicator 97 is connected to an antenna 98 for wireless communication. The vehicle-mounted communicator 97 can communicate with other vehicles (different vehicles) Al (refer to FIG. 1) located around the vehicle A by wireless communication via the antenna 98. The vehicle-mounted communicator 97 is connected to the communication bus 99, and can exchange information with each of the other structures connected to the communication bus 99 by communication. Figure 6The vehicle-to-vehicle communication based on the wireless communication is performed between the on-board communicator 97 and the on-board communicator 97 of the other vehicle Al of the same type as the vehicle A. In addition, the on-board communicator 97 is capable of performing the mobile body communication with the base station outside the vehicle A. The on-board communicator 97 is capable of transmitting the information of the vehicle A output to the communication bus 99 to the other vehicle Al and the call center and the like. The on-board communicator 97 is capable of outputting the information received from the other vehicle Al and the information received from the call center and the like to the communication bus 99. In addition, the vehicle A, the other vehicle Al, and the like with respect to the on-board communicator are also referred to as the on-board vehicle or the host vehicle.

[0050] The headlamp control device 95 is configured mainly with a microcomputer having a processor and a memory. The headlamp control device 95 is connected to a plurality of lamps mounted on the vehicle A including the passing lamp (low light), the running lamp (high light) 95a, the turn signal lamp, and the hazard warning lamp. The headlamp control device 95 controls the operation of each lamp based on the light request information acquired from the communication bus 99.

[0051] The external recognition system 90 is provided with the front camera unit 92 and the radar units 93 and 94 and the like external sensors and the surrounding monitoring ECU 91. The external recognition system 90 detects moving bodies like pedestrians, animals other than humans, bicycles, motorcycles, and other vehicles, and further detects stationary bodies like litter on the road, traffic lights, guardrails, curbs, road signs, road markings, lane markings, and trees. The external recognition system 90 can be provided with a lidar and a sonar and the like external sensors in addition to the units 92 to 94.

[0052] The front camera unit 92 is, for example, a monocular or compound eye type camera disposed in the vicinity of the rearview mirror of the vehicle A. The front camera unit 92 is capable of photographing a range of about 80 meters from the vehicle A, for example, with a horizontal field angle of about 45 degrees toward the traveling direction of the vehicle A. The front camera unit 92 sequentially outputs data of the photographed images 154 (see FIG. 2) of the moving bodies, the stationary bodies, and the road and the like in the traveling direction to the surrounding monitoring ECU 91. Figure 14

[0053] The radar unit 93 is disposed, for example, at the front of the vehicle A. The radar unit 93 emits millimeter waves of the 77 GHz band from a transmission antenna toward the traveling direction of the vehicle A. The radar unit 93 receives the millimeter waves reflected by the moving bodies and the stationary bodies and the like in the traveling direction through a reception antenna. The radar unit 93 is capable of scanning a range of about 60 meters from the vehicle A, for example, with a horizontal scanning angle of about 55 degrees. The radar unit 93 sequentially outputs the scanning results based on the reception signals to the surrounding monitoring ECU 91.

[0054] ​The radar units 94 are provided, for example, at the respective left and right of the front and rear of the vehicle A. The radar units 94 emit sub-millimeter waves of a 24-GHz band from a transmission antenna toward the side of the front and rear of the vehicle A. The radar units 94 receive sub-millimeter waves reflected by a moving object and a stationary object, and the like, on the front and rear sides, through a reception antenna. The radar units 94 are capable of scanning a range of about 30 meters from the vehicle A, for example, with a horizontal scanning angle of about 120 degrees. The radar units 94 sequentially output scanning results based on reception signals to the surrounding monitoring ECU 91.

[0055] The surrounding monitoring ECU 91 is configured with a microcomputer having a processor and a memory as a main body. The surrounding monitoring ECU 91 is connected to the front camera unit 92 and each of the radar units 93, 94 in a communicable manner. The surrounding monitoring ECU 91 detects the relative position and the like of a moving object and a stationary object (hereinafter, referred to as a "detected object") on the traveling direction by integrating information acquired from each of the units 92, 93. Further, the surrounding monitoring ECU 91 detects the relative position and the like of a detected object on the front and rear sides based on information acquired from the radar units 94.

[0056] The surrounding monitoring ECU 91 outputs, to the communication bus 99, the relative position information of a preceding vehicle and a parallel vehicle traveling around the vehicle A, shape information of a lane marker on the traveling direction of the vehicle A, and the like, as monitoring information. The surrounding monitoring ECU 91 determines whether or not a lane change to an adjacent lane is possible based on detection of another vehicle Al (refer to FIG. 1) traveling on an adjacent lane, and outputs the determination result to the communication bus 99 as monitoring information. Figure 6 ) of the vehicle A1. The surrounding monitoring ECU 91 searches for an evacuation site where the vehicle A is to be parked in automatic evacuation control described later, using position information and road information acquired from the ADAS locator 96 and information acquired from each of the units 92, 93, if search request information is acquired from the communication bus 99. The surrounding monitoring ECU 91 outputs position information of the set evacuation site to the communication bus 99. Further, the surrounding monitoring ECU 91 outputs image data of a captured image 154 (refer to FIG. 1A) captured by the front camera unit 92 to the communication bus 99. Figure 14

[0057] ​The HMI system 10 has a plurality of display devices such as the combination meter 12, the CID 13, and the HUD device 14. In addition, the HMI system 10 has an audio speaker 112 and an ultrasonic speaker 113 and the like as an audio device that performs sound-based information notification. Further, the HMI system 10 is provided with a plurality of operation devices 15, a DSM (Driver Status Monitor) 11, and an HCU (HMI (Human Machine Interface) Control Unit) 20. The HMI system 10 presents information to the driver of the vehicle A seated on the driver's seat 17d and other occupants of the vehicle A.

[0058] The combination meter 12 is disposed in front of the driver's seat 17d in the vehicle cabin of the vehicle A. The combination meter 12 has a liquid crystal display. A display screen 12a that can be visually confirmed by the driver seated on the driver's seat 17d is formed on the liquid crystal display. The combination meter 12 displays an image of a speedometer 41 and the like on the display screen 12a of the liquid crystal display on the basis of image data acquired from the HCU 20.

[0059] The CID (Center Information Display) 13 is disposed above a center cluster in the vehicle cabin of the vehicle A and is housed in the instrument panel 19. The CID 13 has a liquid crystal display. A display screen 13a that can be visually confirmed not only by the driver but also by an occupant of the vehicle other than the driver, such as an occupant seated on the front passenger's seat 17p, is formed on the liquid crystal display. The display screen 13a has a long side shape with the width direction WD of the vehicle A in which the driver's seat 17d and the front passenger's seat 17p are arranged as a long side. The CID 13 displays a guide screen of navigation, an operation screen of an air conditioning device, and an operation screen of an audio device and the like on the liquid crystal display on the basis of image data acquired from the HCU 20.

[0060] The HUD (Head-Up Display) device 14 projects light of an image based on image data acquired from the HCU 20 to a prescribed projection region 14a on the windshield 18. The light of the image reflected by the windshield 18 back to the inside of the vehicle cabin is perceived by the driver seated on the driver's seat 17d. The driver can visually confirm a virtual image of the image projected by the HUD device 14 overlapped with the outside scenery in front of the vehicle A.

[0061] The audio speaker 112 is disposed in the lining of the door of the vehicle A so as to be located laterally of the driver's seat 17d and the passenger's seat 17p. The audio speaker 112 plays a sound that can be heard by all of the occupants of the vehicle A. The audio speaker 112 is capable of information notification to all of the occupants by the sound played.

[0062] In the passenger compartment of the vehicle A, a pair of ultrasonic speakers 113 is provided in front of the driver's seat 17d and above the windshield 18. The ultrasonic speakers 113 output ultrasonic waves with high directivity toward the vicinity of the headrest of the driver's seat 17d. The ultrasonic speakers 113 generate audible sounds by distortion caused by the ultrasonic waves propagating in the air. The ultrasonic speakers 113 play a sound that can be heard only by the driver who is seated on the driver's seat 17d among the occupants of the vehicle A. The ultrasonic speakers 113 are capable of information notification to the driver only by the sound played. Further, the position of the ultrasonic speakers 113 can be appropriately changed as long as the ultrasonic waves can be directly emitted toward the vicinity of the headrest. The ultrasonic speakers 113 can be provided, for example, at the pillar lower portion laterally of the windshield 18, and the like.

[0063] The operating device 15 includes a steering wheel switch 15a and a hazard switch 15b. The steering wheel switch 15a is disposed at the spoke portion of the steering wheel of the vehicle A. The steering wheel switch 15a is inputted with an operation for changing the setting of the HMI system 10, the vehicle control system 60, and the like by the driver. The hazard switch 15b is disposed at the center cluster provided in the passenger compartment. The hazard switch 15b is inputted with an operation for causing the hazard warning light of the vehicle A to blink by the driver or the occupant. The steering wheel switch 15a and the hazard switch 15b output operation signals based on the input of the operation to the HCU 20.

[0064] The DSM 11 is constituted by a near-infrared light source, a near-infrared camera, a control unit that controls them, and the like. The DSM 11 is disposed on the upper surface of the instrument panel 19 in a posture in which the near-infrared camera faces the driver's seat 17d side. The DSM 11 captures the face of the driver who is irradiated with near-infrared light by the near-infrared light source by the near-infrared camera. The captured image of the near-infrared camera is image-analyzed by the control unit. The control unit extracts, for example, the orientation of the face of the driver and the open state of the eyes, and the like from the captured image. If the state in which the driver is not oriented to the front and the state in which the driver is closed-eyed, and the like are detected by the analysis of the control unit, the DSM 11 outputs a detection signal indicating the abnormality of the driver to the HCU 20.

[0065] The HCU 20 has a control circuit 20a including a main processor 21, a rendering processor 22, a rewritable nonvolatile memory 23, an input / output interface 24 that performs input and output of information, and a bus or the like that connects them. The HCU 20 is connected to each display device, each audio device, the operation device 15, the DSM 11, and the like. The HCU 20 acquires an operation signal output from the steering switch 15a and the hazard switch 15b and a detection signal output from the DSM 11. The HCU 20 controls the display of each display device by outputting a control signal and image data to the display device. The HCU 20 causes each audio device to play sound by outputting sound data to the audio device.

[0066] The vehicle control system 60 has an operation detection sensor such as an accelerator position sensor 61, a brake pedal force sensor 62, and a steering manipulation torque sensor 63, and a vehicle speed sensor 64 that detects a running state of the vehicle A. Further, the vehicle control system 60 has a running control device such as an electronically controlled throttle valve 66, a brake actuator 67, and an EPS motor 68, and a vehicle control ECU 70. The vehicle control system 60 controls the running of the vehicle A on the basis of a driving operation of the driver, monitoring information of the external recognition system 90, and position information and road information of the ADAS locator 96, and the like.

[0067] The accelerator position sensor 61 detects the depression amount of the accelerator pedal of the driver and outputs to the vehicle control ECU 70. The brake pedal force sensor 62 detects the depression force of the brake pedal of the driver and outputs to the vehicle control ECU 70. The steering manipulation torque sensor 63 detects the steering manipulation torque based on the steering wheel of the driver and outputs to the vehicle control ECU 70. The vehicle speed sensor 64 detects the current running speed of the vehicle A and outputs to the vehicle control ECU 70.

[0068] The electronically controlled throttle valve 66 controls the opening degree of the throttle valve on the basis of a control signal output from the vehicle control ECU 70. The brake actuator 67 controls the brake force generated at each wheel by generation of brake pressure on the basis of a control signal output from the vehicle control ECU 70. The EPS motor (Electric Power Steering) 68 controls the steering manipulation force and the normal steering force applied to the steering mechanism on the basis of a control signal output from the vehicle control ECU 70.

[0069] The vehicle control ECU 70 is one or a plurality of at least the integrated control ECU among a power unit control ECU, a brake control ECU, and the integrated control ECU. The vehicle control ECU 70 has a control circuit 70a including a processor 71, a rewritable nonvolatile memory 73, an input / output interface 74 that performs input and output of information, and a bus that connects them.

[0070] The vehicle control ECU 70 is connected to each of the sensors 61 to 64 and each of the travel control devices. The vehicle control ECU 70 acquires detection signals output from each of the sensors 61 to 64 and outputs control signals to each of the travel control devices. Further, the vehicle control ECU 70 outputs the detection signals of each of the sensors 61 to 64 as vehicle information to the communication bus 99.

[0071] The vehicle control ECU 70 has a plurality of driving assist functions that assist or take over the driver's driving operation by controlling the driving force, the braking force, and the steering control force of the vehicle A. The driving assist functions include a cruise control function and a function to prevent departure from a lane. The vehicle control ECU 70 causes these driving assist functions to operate based on the input of the driver's operation of the steering wheel switch 15a. In the following description, the cruise control function will be described as ACC (Adaptive Cruise Control) and the function to prevent departure from a lane will be described as LKA (Lane Keeping Assist) for convenience of explanation.

[0072] If the ACC is activated, the vehicle control ECU 70 controls the travel speed of the vehicle A by adjusting the driving force and the braking force based on the preceding vehicle monitoring information acquired from the surrounding monitoring ECU 91. In a case where no preceding vehicle is detected, the ACC causes the vehicle A to travel at a constant speed at a target speed set by the driver. On the other hand, in a case where a preceding vehicle is detected, the ACC maintains the inter-vehicle distance to the preceding vehicle and causes the vehicle A to travel following the preceding vehicle.

[0073] If the LKA is activated, the vehicle control ECU 70 controls the steering control force and the normal steering force based on the shape information of the lane marking in the travel direction acquired from the surrounding monitoring ECU 91. The LKA causes the vehicle A to travel along the lane by applying the steering control force to the steering wheel in a direction to prevent approaching the lane marking. Further, the road information output by the ADAS locator 96 can be used for vehicle control based on the ACC and the LKA.

[0074] The vehicle control ECU 70 is capable of implementing automatic evacuation control that causes the vehicle A to automatically stop in the case where the driver falls into a state in which it is difficult to continue driving (hereinafter, referred to as "driving difficulty state") in addition to the travel control based on the above-described driving assist function. If the automatic evacuation control is started, the vehicle control ECU 70 causes the surrounding monitoring ECU 91 to search for an evacuation place where the vehicle A is to be parked. The vehicle control ECU 70 causes the vehicle A to move to the evacuation place set by the search of the surrounding monitoring ECU 91 and causes the vehicle A to stop at the evacuation place.

[0075] Further, the vehicle control ECU 70 is capable of implementing pre-evacuation control that assists the driving operation of the driver by automatically starting the above-described driving assist function before the automatic evacuation control is started. In order to implement such control, the control circuit 70a of the vehicle control ECU 70 is constructed by the processor 71 executing the program stored in the memory 73 to construct a plurality of functional modules (80 to 89). Hereinafter, the details of the functional modules involved in the automatic evacuation control and the pre-evacuation control will be described based on the flowcharts of Figs. 6 and 7. Figure 3 and with reference to Figure 1 and Figure 2A -2D The details of the functional modules involved in the automatic evacuation control and the pre-evacuation control will be described.

[0076] The abnormality information acquisition section 81, also referred to as an abnormality information acquirer 81, acquires the detection information of the DSM 11 via the HCU 20 and the communication bus 99. In the case where the detection of the abnormality of the driver continues, the abnormality information acquisition section 81 continuously acquires the detection information from the DSM 11.

[0077] The reaction determination section 86, also referred to as a reaction determiner 86, determines whether or not the driver has reacted to the report implemented by the abnormality reporting section 84 or the like based on the change in the state of the driver detected by the DSM 11.

[0078] The operation acceptance section 88, also referred to as an operation accepter 88, is capable of accepting the driving operation of the driver based on the operation signal output from each sensor 61 to 63. The operation acceptance section 88 accepts the driving operation of the driver after the pre-evacuation control is started and before the automatic evacuation control is started. On the other hand, after the automatic evacuation control is started, the operation acceptance section 88 prohibits the driver from accepting the driving operation. The operation acceptance section 88 cancels the acceptance prohibition of the driving operation in the case where the input to the danger switch 15b by the occupant is detected.

[0079] The state determination section 80, also referred to as a state determiner 80, is capable of making a provisional determination that the driver is in an abnormal state and an official determination and a determination that the driver is in a driving difficulty state. The provisional determination of the abnormal state of the driver is implemented before the official determination of the abnormal state. The provisional determination of the abnormal state is implemented in the case where the detection of the abnormality by the DSM 11 continues for a first threshold time TH1 (refer to Fig. 2). Figure 4The determination of the abnormal state of the driver is made at a time when the detection of the abnormality has continued for a second threshold time TH2 (for example, 2.0 seconds, refer to FIG. 6) by the DSM 11. The second threshold time TH2 is set longer than a general upper limit time (about 1.6 seconds) of the inattentive state of the driver. With such a setting of the second threshold time TH2, it is possible to avoid a case where the inattentive state is erroneously determined as the abnormal state.

[0080] The formal determination of the abnormal state of the driver is made after the temporary determination of the abnormal state and before the determination of the difficult-to-drive state of the driver, based on the continuation of the detection of the abnormality of the driver. The formal determination of the abnormal state is made at a time when the detection of the abnormality by the DSM 11 has continued for a second threshold time TH2 (for example, 2.0 seconds, refer to Figure 4 ) of the inattentive state of the driver. With such a setting of the second threshold time TH2, it is possible to avoid a case where the inattentive state is erroneously determined as the abnormal state.

[0081] The determination of the difficult-to-drive state of the driver is made in a case where the detection of the abnormality of the driver by the abnormality information acquisition section 81 further continues. Specifically, during a period from the formal determination of the abnormal state to the elapse of a response time AT (3 to 8 seconds, refer to Figure 4 ) that is set in advance, in a case where there is no response operation of the driver, the state determination section 80 determines that the driver is in the difficult-to-drive state.

[0082] The response time AT is set as a time that is substantially sufficient for the driver to input a response operation in response to the report of the detection of the abnormality from the HMI system 10. The response operation is, for example, an operation of pressing the steering switch 15a. In addition, the determination of the difficult-to-drive state is also made in a case where there is a determination operation that determines the difficult-to-drive state during the response time AT. The determination operation is, for example, an operation of pressing the steering switch 15a that is different from the response operation.

[0083] The evacuation control section 82, which is also referred to as an evacuation controller 82, starts the automatic driving control based on a case where the driver is determined to be in the difficult-to-drive state by the state determination section 80. The evacuation control section 82 moves the vehicle A along a predetermined travel path to an evacuation site set by the surrounding monitoring ECU 91 by integrally controlling travel control devices such as the electronic control throttle valve 66, the brake actuator 67, and the EPS motor 68. Then, the evacuation control section 82 stops the vehicle A at the evacuation site.

[0084] The assist control section 83, also referred to as an assist controller 83, starts control (driving assist control) based on at least the driving assist function including the LKA during the period from when the abnormality is detected to when the driving difficulty state is determined. After detection of the abnormality of the driver, the assist control section 83 causes the LKA to operate first among the plurality of assist functions included in the driving assist control, compared to the other assist functions.

[0085] In detail, the assist control section 83 causes the LKA to operate based on the provisional determination that it is an abnormal state before the formal determination. Thereafter, the assist control section 83 causes the ACC to operate as the other assist function different from the LKA based on the case where the formal determination is made that it is an abnormal state. In the case where a driving operation is received by the operation reception section 88 after the start of the driving assist control, the assist control section 83 stops the driving assist control.

[0086] The abnormality reporting section 84, also referred to as an abnormality reporter 84, and the shift reporting section 85, also referred to as a shift reporter 85, control each display device and each audio device of the HMI system 10 by report request information output to the HCU 20. The abnormality reporting section 84 reports the content of the abnormality (for example, the posture deformation and the like) detected by the DSM 11 to the driver through the display device based on the start of the driving assist control along with the provisional determination of the abnormal state. The shift reporting section 85 gives the driver a notice of the shift to the automatic retreat control through each display device and each audio device based on the formal determination of the abnormal state.

[0087] The search control section 87, also referred to as a search controller 87, causes the surrounding monitoring ECU 91 to search for a retreat place where the vehicle A is parked in the automatic retreat control by search request information output to the surrounding monitoring ECU 91. The search control section 87 can cause the surrounding monitoring ECU 91 to start the search for the retreat place before the driving difficulty state is determined by the state determination section 80 after detection of the abnormality of the driver. In detail, the surrounding monitoring ECU 91 starts the search for the retreat place based on the formal determination of the abnormal state.

[0088] The outside reporting section 89, also referred to as an outside reporter 89, starts processing for urging warning to other vehicles A1 (refer to FIG. 1) traveling around the vehicle A in the case where it is determined by the state determination section 80 that the driving difficulty state is present. Figure 6 The outside reporting section 89 transmits information of the meaning that the driver of the vehicle A is in the driving difficulty state to the other vehicles A1 by transmission request information output to the in-vehicle communicator 97. Further, the outside reporting section 89 causes the danger warning light of the vehicle A to blink by light request information output to the headlamp control device 95, and starts lighting the running headlamp 95a. By the above processing, the driver and the occupant of the other vehicles A1 are reported that the driver of the vehicle A is in the driving difficulty state.

[0089] According to the above structure, the plurality of procedures for parking the vehicle A by automatic steering until the driver is trapped in a difficult driving state by the vehicle control system 60 are described. First, based on the timing chart shown in Figure 4 and Figure 5 and referring to Figure 2A -2D, the operation of the pre-evacuation control (T1 to T6) before the start of the automatic evacuation control is described in order.

[0090] Since the driver loses consciousness (T1), thereafter, the driver develops a posture deformation (T2). The posture deformation can be immediately detected by the DSM 11. If the posture deformation continues for a first threshold time TH1, the vehicle control ECU 70 performs a provisional determination of the abnormal state (T3). Based on the provisional determination, as the first pre-evacuation control, the operation of the LKA is started. Further, based on the report request information output from the vehicle control ECU 70 to the HCU 20, the first report based on the provisional determination is implemented by the HMI system 10.

[0091] If the posture deformation continues for a second threshold time TH2, the vehicle control ECU 70 performs a formal determination of the abnormal state (T4). Based on the formal determination, as the second pre-evacuation control, the operation of the ACC is started together with the LKA. Further, the search for an evacuation site by the surrounding monitoring ECU 91 is started. Further, based on the report request information output from the vehicle control ECU 70 to the HCU 20, the second report is implemented by the HMI system 10.

[0092] In the second report, the driver is asked whether or not the automatic evacuation control can be implemented. To the second report, the driver in the normal state can operate the steering wheel switch 15a corresponding to "Yes". By such a response operation, the transition to the automatic evacuation control is released. On the other hand, the driver in the mild difficult driving state can operate the steering wheel switch 15a corresponding to "No". By such a determination operation, the transition to the automatic evacuation control is forcibly implemented without waiting for the passage of the response time AT.

[0093] Before the passage of the response time AT from the formal determination, the vehicle control ECU 70 starts the brake control to slowly decelerate the vehicle A (T5). Then, based on the passage of the response time AT, the vehicle control ECU 70 determines that the driver is in a difficult driving state (T6). Based on the determination of the difficult driving state, the vehicle control ECU 70 transitions the control mode of the vehicle A from the pre-evacuation control to the automatic evacuation control.

[0094] Next, based on the timing chart shown in Figure 6 and Figure 7 and referring to Figure 2A-2D The series of processes of moving the vehicle A to the evacuation site by automatic driving after starting the automatic evacuation control (T6 to T13) are described sequentially.

[0095] The vehicle control ECU 70 starts a setting process by starting the automatic evacuation control (T6). In the setting process, the evacuation site where the vehicle A is parked and the predetermined travel path to the evacuation site are set. The setting of the evacuation site and the predetermined travel path can be performed by the vehicle control ECU 70, or at least one of the evacuation site and the predetermined travel path set by the surrounding monitoring ECU 91 can be acquired by the vehicle control ECU 70. In the setting process, a process of reporting the driving difficulty state to the other vehicle Al traveling in the surrounding based on the determination of the driving difficulty state is performed. As such a process, warning issuance based on inter-vehicle communication of the transmission request information to the on-board communicator 97, flickering of the danger warning lamp, and lighting of the travel headlamp 95a, and the like are performed. Further, based on the report request information output from the vehicle control ECU 70 to the HCU 20, the execution notification of the automatic evacuation control is performed by the HMI system 10.

[0096] If the setting of the evacuation site and the predetermined travel path is completed (T7), the vehicle control ECU 70 shifts the process of the automatic evacuation control to a moving process. In the moving process, the movement of the vehicle A based on the predetermined travel path is performed. In addition, in the moving process, the lane change to the adjacent lane is performed as needed. In the case where the other vehicle Al is traveling on the lane as the moving destination, based on the negative determination of the lane change, the lane change becomes a standby state. Thereafter, if the negative determination of the lane change is released, the lane change to the adjacent lane is started (T8). If the lane change is completed, the vehicle control ECU 70 slowly decelerates the vehicle A to a speed at which it is easy to stop.

[0097] If the travel speed of the vehicle A is reduced to a predetermined speed (for example, 50 km / h) (T10), the vehicle control ECU 70 shifts the process of the automatic evacuation control to a parking process. In the parking process, the vehicle control ECU 70 causes the vehicle A to depart from the travel lane. The vehicle control ECU 70 applies a braking force to the vehicle A evacuating to the shoulder and the roadside strip, and the like, and causes the vehicle A to stop at the evacuation site as the destination (T11).

[0098] If the vehicle A is caused to stop at the evacuation site, the vehicle control ECU 70 shifts the process of the automatic evacuation control to a calling process (T12). In the calling process, communication with the call center set in advance is performed. Then, if the communication with the call center is completed, the vehicle control ECU 70 ends the automatic evacuation control (T13).

[0099] In the aforementioned pre-retreat control and automatic retreat control, information such as first reports, second reports, and execution notifications are provided to the driver and occupants by the HMI system 10. Specifically, based on the execution notification, the HMI system 10 reports the transfer from the set operation to the moving operation, from the moving operation to the parking operation, and from the parking operation to the calling operation to the occupants of vehicle A. For such information notifications, etc. Figure 2B The control circuit 20a of the HCU20 shown utilizes processors 21 and 22 to execute programs stored in memory 23, thereby constructing multiple functional modules (31-36). Hereinafter, based on... Figure 8 And refer to Figure 1 as well as Figure 2A - 2D provides a detailed description of these functional modules.

[0100] The information acquisition unit 31 acquires various information output to the communication bus 99. Specifically, the information acquisition unit 31 acquires vehicle information such as driving speed output by the vehicle control ECU 70 to the communication bus 99, report request information instructing the implementation of various reports, and operating information of the driving assistance functions and automatic retreat control, etc. The operating information of the driving assistance functions includes information such as whether ACC and LKA are activated. The operating information of the automatic retreat control includes information indicating the currently performed action among the multiple actions performed in the automatic retreat control, information indicating the retreat location, and information on the predetermined driving path, etc.

[0101] Image acquisition unit 32 acquires the captured image 154 (see reference) output from peripheral monitoring ECU 91 to communication bus 99. Figure 14 The data is as follows: Image 154 is a camera image of the direction of travel captured by the front camera unit 92. Image 154 contains a predetermined driving path set by automatic avoidance control.

[0102] Lighting Request Department 33 and Exterior Reporting Department 89 (see reference) Figure 3 Similarly, the operation of the driving headlights 95a is controlled by outputting a light request message to the headlight control device 95. Upon receiving information about the automatic back-off control, the lighting request unit 33 initiates illumination based on the driving headlights 95a via the headlight control device 95. This allows for visual confirmation of the planned driving path even at night when external light is low and inside tunnels. Furthermore, when capturing image 154 (see reference...) Figure 14 The planned driving route was clearly captured in the video.

[0103] The play request section 34 outputs the sound data to the audio speaker 112 and the ultrasonic speaker 113, thereby causing each of the speakers 112, 113 to play sound. The play request section 34 plays, in a manner audible to all of the occupants, a sound reporting to the occupants the content of the procedure after the shift based on the procedure being shifted by the automatic retreat control.

[0104] The display generation section 35 generates each display of the display screen 12a of the combination meter 12, the display screen 13a of the CID 13, and the projection region 14a of the HUD device 14. The display generation section 35 generates each display of the first report and the second report in a case where the pre-retreat control is working (refer to Figures 9-13 ). Further, the display generation section 35 generates, in a case where the automatic retreat control is working, the occupant report display 150 displayed by the display screen 13a (refer to Figure 14 ) and the driver report displays 140, 146 displayed by the display screen 12a and the projection region 14a, respectively (refer to Figure 15 and Figure 16 ).

[0105] After the movement to the retreat place and the parking are completed by the automatic retreat control, the emergency notification section 36 makes an emergency contact with a call center set in advance. The emergency notification section 36 can acquire the current position of the vehicle A and the like, and transmits the acquired information to the call center through the in-vehicle communicator 97.

[0106] As the information prompting to the driver and the occupants in the execution of the pre-retreat control and the automatic retreat control above, the detailed content of the display of each display device and the detailed content based on the sound of each audio device are described. First, the detailed content of the first report and the second report in the pre-retreat control is described. Figures 9-13 The detailed content of the first report and the second report in the pre-retreat control is described.

[0107] In the first report based on the provisional determination of the abnormal state (refer to T3 of Figure 5 ), as shown in Figure 9 , the combination meter 12 displays the indicator 41a indicating the operation of the LKA together with other displays on the display screen 13a. As shown in Figure 10 , the HUD device 14 projects the indicator 46a indicating the operation of the LKA and the posture deformation icon 45 indicating the detection of the posture deformation to the projection region 14a. Further, the notification sound notifying the driver of the detection of the posture deformation is played through the ultrasonic speaker 113.

[0108] In the second report based on the formal determination of the abnormal state (refer to T4 of Figure 5 ), as shown in Figure 11As shown, the combination meter 12 displays, in addition to the indicator 41a of the LKA, an indicator 41b indicating the operation of the ACC and a message image 42 on the display screen 12a. The message image 42 is an image that reports the content of the detected abnormality and the shift to the automatic retreat control to the driver by characters. The message image 42 reports, by characters, an operation for canceling the shift to the automatic retreat control and an operation for starting the forced shift to the automatic retreat control to the driver.

[0109] As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver. Figure 12 As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver. Figure 1 ) in addition to the indicator 46a of the LKA, projects the indicator 46b indicating the operation of the ACC to the lower edge area of the projection area 14a. Further, the HUD device 14 projects, in addition to the posture deformation icon 45, the message image 47 and the operation icon 48 to the central area of the projection area 14a. The message image 47 is the same as the message image 42 (refer to Figure 8 ) displayed by the combination meter 12, reports the content of the detected abnormality and the shift to the automatic retreat control to the driver by characters. The operation icon 48 reports to the driver that the shift to the automatic retreat control can be canceled and the forced shift to the automatic retreat control can be started by the operation of the steering wheel switch 15a (refer to Figure 1 ).

[0110] As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver. Figure 13 As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver. Figure 9 As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver. Figure 1 As the second report, as shown in FIG. 6, the CID 13 displays the posture deformation icon 50 and the message image 51 on the display screen 13a. The posture deformation icon 50 and the message image 51 are substantially the same shape as the posture deformation icon 45 and the message image 47 (refer to FIG. 5) projected to the projection area 14a. The display by the CID 13 can also be visually confirmed by the occupant of the vehicle A (refer to FIG. 4) other than the driver.

[0111] Further, in the second report, the formal determination-based notification sound is played to the occupant by the audio speaker 112. The audio speaker 112 emits a guide sound that gives a warning of the shift to the automatic retreat control after the notification sound to the occupant. The audio speaker 112, for example, plays a message such as "a posture deformation is detected. The shift to the retreat travel is imminent. If you want to cancel, please press the switch of the steering wheel".

[0112] Next, the details of the execution notification in the automatic retreat control will be described based on Figures 14-16 Further, in each progress image 151, 141 of Figure 14 and Figure 15 , the range of dots indicates the extinguished state and the white range indicates the lit state.

[0113] In the execution notification of the determination based on the driving difficulty state (refer to Figure 7 T6), as shown in Figure 14 , the CID 13 displays the occupant report display 150 on the display screen 13a. The occupant report display 150 is a display that mainly reports information related to the automatic evacuation control to the occupant sitting on the front passenger seat 17p (refer to Figure 8 ) in the case where the operation information of the automatic evacuation control is acquired by the information acquisition unit 31 (refer to Figure 1 ). Figure 14 A ~ Figure 14 D respectively show the state of the occupant report display 150 in the setting process, the moving process, the parking process, and the call process. The occupant report display 150 is also horizontally long in shape like the display screen 13a. The occupant report display 150 includes a progress image 151, an explanation image 152, a message image 153, a photographed image 154, and a map image 156.

[0114] The progress image 151 is an image formed in a circular shape. The progress image 151 is divided into a plurality of (four) regions in the circumferential direction. The progress image 151 indicates the region corresponding to the process currently being executed by periodic repetition (flashing) of the bright state and the dark state. Further, the progress image 151 indicates the region corresponding to the completed process by lighting. Therefore, as the processes of the automatic evacuation control proceed, the progress image 151 moves the region in the flashing state clockwise and increases the region in the lighting state one by one. With such a display, the progress image 151 can indicate the current progress degree in the automatic evacuation control in stages.

[0115] Each region can be displayed in a flashing state as a background of the explanation image 152. In the region in the flashing state, the maintenance time of the bright state (for example, 0.7 seconds) is set to be longer than the maintenance time of the dark state (0.3 seconds) due to the extinction. The period (for example, 1.0 seconds) of flashing each region is set to be the same degree as the normal time heart rate of a person.

[0116] The explanation image 152 is an image that explains the process currently being executed among the plurality of processes implemented by the automatic evacuation control by characters. Specifically, the explanation image 152 displays character groups such as "evacuation path setting", "evacuation site moving", "evacuation site parking", and "emergency call". The explanation image 152 causes each character group to be displayed one by one overlapping each region of the progress image 151. The explanation image 152 and the progress image 151 are displayed in the display screen 13a in a range closer to the driver seat 17d (refer to Figure 1 ) than the front passenger seat 17p (refer to Figure 1 ).

[0117] The message image 153 is an image that guides the current situation in which the automatic retreat control is being performed and the response action to the automatic retreat control being performed. Specifically, the message image 153 contains, for example, a message such as "Retreating in progress" and an operation method for suspending the automatic retreat control. The message image 153 is displayed in the upper edge area of the display screen 13a. The message image 153 changes the content from the message that notifies of the retreat in progress based on the automatic retreat control to a message that notifies of the implementation of the emergency notification as the shift to the calling procedure progresses. Figure 14 A ~ Figure 14 C) to a message that notifies of the implementation of the emergency notification Figure 14 D). Further, after the emergency notification is completed, it can also change to a message image that advises to stay in the vehicle, such as "Please do not get out of the vehicle."

[0118] The captured image 154 is an image captured by the front camera unit 92 (refer to Figure 2D ). The predetermined travel path that is scheduled to travel by the automatic retreat control is captured in the captured image 154. The path indication image portion 155 that is formed in an arrow shape is superimposed on the captured image 154. The path indication image portion 155 is drawn based on the information of the predetermined travel path set by the automatic retreat control. The path indication image portion 155 can indicate the predetermined travel path captured in the captured image 154. The captured image 154 and the map image 156 are displayed in a horizontal direction.

[0119] The map image 156 is an image that displays the retreat place set by the automatic retreat control together with the road shape around the vehicle A (refer to Figure 1 ) to the occupant. Specifically, the map image 156 displays a self vehicle icon 156a that indicates the position of the vehicle A, a road image portion 156b that indicates the road shape around the vehicle A, and a parking icon 156c that indicates the retreat place. The map image 156 is displayed in the display screen 13a on the side of the front passenger seat 17p from the captured image 154.

[0120] As the implementation of the notification, as shown in Figure 15 , the combination instrument 12 displays the driver report display 140 in the display screen 12a. The driver report display 140 is a display that reports information related to the automatic retreat control to the driver who is seated in the driver seat 17d (refer to Figure 1 ). Figure 15 A ~ Figure 15 D respectively show the state of the driver report display 140 in the setting procedure, the moving procedure, the parking procedure, and the calling procedure. The driver report display 140 is displayed in the display screen 12a in a form that overlaps the normal display of the combination instrument 12. The driver report display 140 contains a progress image 141, an explanation image 142, and a guide image 143.

[0121] Progress image 141 is the same as progress image 151 of occupant report display 150 (see reference). Figure 14 The image is essentially the same in form, but the area in the flashing state moves clockwise as the automatic retreat control process progresses. Through this display, the progress image 141 can indicate the current progress level in the automatic retreat control. Explanatory image 142 is the same as the explanatory image 152 of the occupant report display 150 (see reference). Figure 14 An image of substantially the same form is superimposed on the progress image 141. The progress image 141 and the explanatory image 142 are positioned in the center of the display screen 12a. In the first embodiment, the number of steps shown in the progress image 151 of the occupant report display 150 and the number of steps shown in the progress image 141 of the driver report display 140 are set to be the same as each other.

[0122] Guide image 143 and message image 153 of occupant report display 150 (see reference) Figure 14 Similar to the previous image, the guide image 143 is a character-based image that guides the response action to the automatic backoff control during execution. The guide image 143 is displayed on screen 12a, for example, positioned to the right of the progress image 141 and the explanatory image 142. As the call process progresses, the guide image 143 displays a message describing the termination method of the automatic backoff control. Figure 15 A~ Figure 15 C) Changed to an icon indicating the implementation of an emergency call ( Figure 15 D).

[0123] As an execution notice, such as Figure 16 As shown, HUD device 14 (reference) Figure 1 The driver report display 146 is displayed in projection area 14a. The driver report display 146 combines information related to automatic retreat control with the driver report display 140 of the instrument cluster 12 (see reference). Figure 15 This is displayed together with the report to the driver. Figure 16 A~ Figure 16 D indicates the status of the driver report display 146 during the setting process, moving process, parking process, and calling process, respectively. The driver report display 146 contains at least one message image 148.

[0124] Message image 148 and message image 153 of crew report display 150 (see reference) Figure 14 Similar to the previous image, this one uses characters to guide the user through the current situation of driving under automatic back-off control. The message image 148 is displayed at the lower edge of the projection area 14a. As the call process progresses, the message image 148 changes its content from a message notifying the user of driving based on automatic back-off control (…). Figure 16 A~ Figure 16 C) The message was changed to an emergency notification of implementation.Figure 16 D).

[0125] Furthermore, in the execution notification, as the automatic backoff control process is transferred, through... Figure 1 The audio speaker 112 shown plays notification tones and sound messages. At the start of the notification process, the audio speaker 112 plays a sound such as "Starting reverse driving" (…). Figure 7 (T6, sound 1). In addition, if the retreat location and the predetermined driving path are set, the audio speaker 112 plays a sound such as "Retreat location set".

[0126] When transferring from the set process to the moving process, a sound such as "Move to the retreat area" is played. Figure 7 (T7, Sound 2). When initiating a lane change during a moving operation, play the following sound: "Lane change initiated. To abort, press the hazard switch twice. Notify surrounding vehicles to move aside." Figure 7 (T8, sound 3). Then, if the lane change is complete, play a sound like "Lane change complete" ( Figure 7 T9, sound 4).

[0127] When transferring from the moving process to the parking process, play a sound saying "We are about to park in a safe location." Figure 7 (T10, sound 5). Then, if the vehicle stops at the reversing area, a sound such as "Stopped at the reversing area" will be played. Figure 7 (T11, sound 6). Furthermore, during the transfer from the parking process to the call process, an announcement such as "Contact the call center for a safe location" is played. Figure 7 T12, sound 7).

[0128] Next, based on Figure 17 as well as Figure 18 And refer to Figure 1 as well as Figure 2A -2D provides a detailed explanation of the processing performed by control circuit 70a prior to the initiation of automatic retreat control. Based on vehicle A's movement via gear shift lever 16 (see reference...) Figure 1 The shift to D gear enables driving, which is initiated by control circuit 70a. Figure 17 as well as Figure 18 The process is shown in the flowchart.

[0129] The flowchart described contains multiple parts (or steps), each part being, for example, represented as S101. Furthermore, each part can be divided into multiple sub-parts, and multiple parts can also be combined into one part. Each part can be referred to as a device, module, or inherent name; for example, the determination part can be referred to as a determination device, determination module, or determiner. In addition, a part can be not only (i) a software part combined with a hardware unit (e.g., a computer), but also (ii) a hardware part (e.g., an integrated circuit, a wired logic circuit), including or not including the functionality of related devices. Furthermore, the hardware part can also be contained within a microcomputer.

[0130] In S101, a determination is made based on the information detected by DSM11 to determine whether there is a possibility of driver abnormality. If the abnormality detection continues for more than a first threshold time TH1, a temporary determination of the possibility of driver abnormality is made in S101. Figure 4 (T3), and proceed to S102. In S102, the first report is implemented using the HMI system 10, and proceed to S103. On the other hand, if the anomaly detection does not exceed the first threshold time TH1, S101 is repeated to continuously monitor the driver.

[0131] In S103, it is determined whether the driver assistance function is in operation. If both LKA and ACC are in operation, proceed to S107. On the other hand, if at least one of LKA and ACC is not in operation, proceed to S104. In S104, LKA is activated upon initiation of the first pre-retreat control, and proceed to S105.

[0132] In S105, it is determined whether the driver is in an abnormal state based on the information detected by DSM11. If the abnormality detection does not continue for more than the second threshold time TH2, proceed to S113.

[0133] In S113, the system determines whether the driver is in a state where they can drive correctly based on the driving posture detected by the DSM11 and the steering force detected by the steering torque sensor 63. If, in S113, the driver's driving posture is not sufficiently improved and the steering wheel is not being operated correctly, the system proceeds to S114. In S114, a display is made to alert the driver to inattention, for example, and the system returns to S113. Conversely, if, in S113, an improvement in driving posture and restoration of steering torque are confirmed, the system proceeds to S115. In S115, the system switches to manual driving by stopping the LKA (Lane Kickstarter) and returns to S101.

[0134] On the other hand, in the case where the abnormality detection continues for more than the second threshold time TH2 in S105, a formal determination that the driver is in an abnormal state is made (T4 of Figure 4 and S106 is entered. In S106, the ACC is further caused to operate in accordance with the start of the second pre-caution control, and S108 is entered.

[0135] In S107, it is determined whether or not the driver is in an abnormal state, as in S105. In the case where the abnormality detection does not continue for more than the second threshold time TH2, the processing returns to S101. On the other hand, in the case where the abnormality detection continues, a formal determination that the driver is in an abnormal state is made (T4 of Figure 4 in S107, and S108 is entered.

[0136] In S108, a second report is implemented using the HMI system 10, and S109 is entered. In S109, search request information is output to cause the surrounding monitoring ECU 91 to start searching for a pre-caution place, and S110 is entered. In S110, brake control to cause the vehicle A to decelerate slowly is started (T5 of Figure 4 and S111 is entered.

[0137] In S111, it is determined whether or not a shift condition to automatic pre-caution control is satisfied. In S111, in the case where the shift to automatic pre-caution control is released by operation of the "Yes" button of the steering wheel switch 15a, the processing returns to S101. On the other hand, in the case where the shift to automatic pre-caution control is agreed by operation of the "No" button of the steering wheel switch 15a and the response time AT elapses without operation of the steering wheel switch 15a, S112 is entered. In S112, the automatic pre-caution control is started, and the series of processing is ended. Through S112, as processing for reporting the difficult-to-drive state to other vehicles Al, warning issuance based on inter-vehicle communication, blinking of a danger warning lamp, and lighting of the running headlamp 95a, and the like are implemented (refer to T6 of Figure 7 .

[0138] Next, the details of the processing implemented by the control circuit 20a after the start of the automatic pre-caution control are described based on Figures 19-21 and with reference to Figure 1 and Figure 2A -2D. The processing shown in the flowchart of Figures 19-21 is started by the control circuit 20a based on the determination that the difficult-to-drive state is present.

[0139] In S131, each display of the combination meter 12, the CID 13, and the HUD device 14 is switched to each report display 140, 150, and 146 for performing notification, and S132 is entered. In S132, the audio speaker 112 is caused to play a sound notifying of the start of evacuation driving, and S133 is entered Figure 7 (T6, sound 1).

[0140] In S133, it is determined whether or not the setting of the evacuation place and the predetermined travel route based on the automatic evacuation control is completed. In S133, standby is performed until the setting of the evacuation place and the like is completed, and S134 is entered based on the case where the setting of the evacuation place and the like is completed. In S134, the audio speaker 112 is caused to play a sound notifying of the completion of the setting of the evacuation place, and S135 is entered.

[0141] In S135, work information of the automatic evacuation control is acquired, and it is determined whether or not the procedure currently being executed in the automatic evacuation control is shifted from the setting procedure to the moving procedure. In S135, standby is performed until the shift to the moving procedure is completed, and S136 is entered based on the case where the shift to the moving procedure is completed. In S136, the occupant report display 150 in which each progress image 141, 151 is changed to display indicating the implementation of the moving procedure is generated (refer to Figure 14 B, and Figure 15 B), and S137 is entered. In S137, the audio speaker 112 is caused to play a sound notifying of the start of moving, and S138 is entered Figure 7 (T7, sound 2).

[0142] In S138, it is determined whether or not lane change is required based on the information of the predetermined travel route. In the case where it is determined in S138 that lane change is required, S139 is entered. In S139, standby is performed until lane change can be performed, and S140 is entered based on the case where lane change can be performed. In S140, the audio speaker 112 is caused to play a sound notifying of the start of lane change, and S141 is entered Figure 7 (T8, sound 3).

[0143] In S141, it is determined whether or not lane change is completed. In S141, standby is performed until lane change is completed, and S142 is entered based on the case where lane change is completed. In S142, the audio speaker 112 is caused to play a sound notifying of the completion of lane change Figure 7 (T9, sound 4), and returns to S138. Thereby, in S138, it is determined again whether or not lane change is required.

[0144] In the case where it is determined in S138 that there is no need for a lane change, S143 is entered. In S143, the work information of the automatic evacuation control is acquired, and it is determined whether the procedure currently being executed in the automatic evacuation control is shifted from the moving procedure to the parking procedure. In S143, standby is performed until the shift to the parking procedure is completed, and S144 is entered on the basis of the completion of the shift to the parking procedure. In S144, the occupant report display 150 (refer to FIG. 2D and FIG. 2E) that changes each progress image 141, 151 to display indicating implementation of the stopping procedure is generated, and S145 is entered. In S145, the audio speaker 112 is caused to play a sound notifying start of stopping to the evacuation site, and S146 is entered (T10 of FIG. 2G, sound 5). Figure 14 C and Figure 15 C) is entered. In S145, the audio speaker 112 is caused to play a sound notifying start of stopping to the evacuation site, and S146 is entered (T10 of FIG. 2G, sound 5). Figure 7

[0145] In S146, it is determined on the basis of the running speed of the vehicle A whether to stop to the evacuation site. In S146, standby is performed until the vehicle A becomes a stopped state, and S147 is entered on the basis of the becoming of the stopped state. In S147, the audio speaker 112 is caused to play a sound notifying the meaning of stopping to the evacuation site, and S148 is entered (T11 of FIG. 2H, sound 6). Figure 7

[0146] In S148, the work information of the automatic evacuation control is acquired, and it is determined whether the procedure currently being executed in the automatic evacuation control is shifted from the parking procedure to the calling procedure. In S148, standby is performed until the shift to the calling procedure is completed, and S149 is entered on the basis of the completion of the shift to the calling procedure. In S149, the occupant report display 150 (refer to FIG. 2D and FIG. 2E) that changes each progress image 141, 151 to display indicating implementation of the calling procedure is generated, and S150 is entered. In S150, the audio speaker 112 is caused to play a sound notifying implementation of contact with the call center (T12 of FIG. 2I, sound 7), and the series of processing is ended. Figure 14 D and Figure 15 D) is entered. In S145, the audio speaker 112 is caused to play a sound notifying start of stopping to the evacuation site, and S146 is entered (T10 of FIG. 2G, sound 5). Figure 7

[0147] According to the first embodiment described above, even in the period from when the abnormality of the driver is detected to when it is determined that the difficult-to-drive state, it is possible to prevent the vehicle A from departing from the lane in the running by the control based on the driving assist function, and it is possible to run stably. Therefore, in the case where the driver falls into the difficult-to-drive state, the vehicle control ECU 70 can reliably shift to the automatic evacuation control that automatically stops the vehicle A to the site where it is possible to park.

[0148] ​​​Further, if the LKA is operated as in the first embodiment, at least the sway of the vehicle A can be suppressed. On the other hand, since the operation of the assist function other than the LKA is delayed, in the case where the driver is in the normal state, the sense of incongruity that the driver feels due to the start of the drive assist control can be reduced. As described above, by causing the LKA among the plurality of drive assist functions to be operated first, the sense of incongruity at the time of the false detection can be suppressed, and the reliability of the shift to the automatic retreat control can be improved.

[0149] Further, in the first embodiment, the content of the detected abnormality (for example, the posture deformation) is reported to the driver. Therefore, the driver in the normal state can improve the important factor that causes the abnormality to be detected before the drive assist function other than the LKA is operated, and the shift to the automatic retreat control is aborted. As described above, the structure of reporting the content of the abnormality can reduce the sense of incongruity that the driver feels at the time of the false detection of the abnormality.

[0150] Further, according to the first embodiment, since the LKA is operated based on the provisional determination before the formal determination, the sway of the vehicle A can be suppressed as early as possible. On the other hand, after the formal determination of the abnormal state, the operation of the ACC is started, and thus the travel of the vehicle A can be further stabilized. As described above, if the assist function is operated in stages as the accuracy of the abnormality increases, the vehicle control ECU 70 can reduce the generation of the sense of incongruity at the time of the false detection, and improve the reliability of the shift to the automatic retreat control.

[0151] Further, in the first embodiment, in the case where it is determined that the abnormal state is present, the vehicle A controls the steering manipulation by the LKA, and can also control the acceleration and deceleration by the ACC. As a result, even if the driving operation of the driver is not sufficiently performed, the vehicle A can continue to travel stably. Therefore, the reliability of the shift to the automatic retreat control is further improved.

[0152] Further, if the shift to the automatic retreat control is announced as in the first embodiment, the driver in the normal state can reliably implement the measure for preventing the shift to the automatic retreat control. Therefore, the case where the shift to the automatic retreat control is made based on the false determination of the driving difficulty can be reliably prevented.

[0153] Further, according to the first embodiment, if it is determined that the driving difficulty state is present based on the determined operation of the driver, the vehicle control ECU 70 can promptly start the automatic retreat control without waiting for the passage of the response time AT. By shortening the time until the shift is made as described above, the reliability of the shift to the automatic retreat control is further improved.

[0154] Further, in the first embodiment, the search for the evacuation place by the surrounding monitoring ECU 91 is started before the determination of the difficult-to-drive state. Therefore, the search for the evacuation place can be completed before the automatic evacuation control is started upon the determination of the difficult-to-drive state. Therefore, the vehicle A can start moving toward the evacuation place that has been searched out promptly after the automatic evacuation control is started.

[0155] Further, in the first embodiment, the override after the start of the automatic evacuation control is prohibited. Therefore, even in the case where the driver who is in the difficult-to-drive state unintentionally operates the steering wheel or the like, it is possible to avoid the case where the vehicle A becomes unstable in running by such an operation. Therefore, the automatic evacuation control is not interrupted by the erroneous operation, and it is possible to guide the vehicle A to stop reliably.

[0156] Further, the probability that the dangerous switch 15b is input twice by the driver who is in the abnormal state is very low. Therefore, if the dangerous switch 15b is set as the cancel switch, it is possible to prevent the interruption of the erroneous automatic evacuation control, and to allow the cancel of the override prohibition by the driver who is in the normal state.

[0157] Further, according to the first embodiment, the driver can stop the pre-evacuation control by the override based on the driving operation. Therefore, even in the case where the LKA or the like is operating due to the erroneous detection, the driver who is in the normal state can switch to the manual driving state where the driving assist function is not operating without inputting a complicated operation.

[0158] Further, in the first embodiment, the driver of the vehicle A who is in the difficult-to-drive state is reported to the other vehicles Al that are running around the vehicle A. Therefore, the driver of the other vehicles Al or the vehicle control ECU 70 can perform the running that does not interfere with the automatic evacuation of the vehicle A. As described above, in order to stop the vehicle A smoothly by the automatic evacuation control, the report to the other vehicles Al based on the inter-vehicle communication or the like is effective.

[0159] Further, in the first embodiment, the dangerous switch 15b is also referred to as the cancel switch, the surrounding monitoring ECU 91 is also referred to as the evacuation place search device, and the vehicle control ECU 70 is also referred to as the running control device. Further, S101 is also referred to as the abnormality information acquisition process or the abnormality information acquisition step, and S104 is also referred to as the assist control process or the assist control step. Further, S111 is also referred to as the state determination process or the state determination step, and S112 is also referred to as the evacuation control process or the evacuation control step.

[0160] (Second Embodiment)

[0161] Figures 22-24The second embodiment of the present disclosure shown is a modification of the first embodiment. In the second embodiment, after the driver's posture deformation is reported based on the provisional determination, in the case where there is no driver's reaction to the report, the LKA as a driving assist function is started. Hereinafter, the second embodiment will be described based on Figure 22 and Figure 23 and with reference to Figures 1-3 The procedure of the pre-back-off control of the second embodiment will be described. Further, since the procedure before the provisional determination (T23) and the procedure after the official determination (T25) are substantially the same as those of the first embodiment, the description thereof will be omitted.

[0162] If the provisional determination is the abnormal state (T23), in order to report the detection of the abnormality such as the posture deformation to the driver based on the provisional determination, the posture deformation icon 45 (refer to Figure 10 ) is displayed on the projection area 14a. This posture deformation icon 45 has a function of asking the driver whether or not the driver is inattentive or the like. Further, a notification sound based on the provisional determination is played to the driver by the ultrasonic speaker 113. The above report is realized by the function of the abnormality reporting section 84 of the control circuit 70a.

[0163] Next, using the function of the reaction determination section 86, it is determined based on the detection result of the DSM 11 whether or not the driver has a reaction to the report based on the posture deformation icon 45 and the notification sound within a certain inquiry time IT (for example, about 1 second) from the start of the provisional determination. In the case where the result of such an intention confirmation is that the driver does not respond to the report from the HMI system 10 (refer to Figure 10 ), as the first pre-back-off control, the operation of the LKA is started (T24). Further, the display for the first report is performed by the combination meter 12 and the HUD device 14 (refer to Figure 9 and Figure 10 ). Further, if the posture deformation continues for a second threshold time TH2, the vehicle control ECU 70 officially determines the abnormal state (T25). Based on this official determination, the second pre-back-off control is started.

[0164] Based on Figure 24 and with reference to Figure 10 the details of the processing implemented by the control circuit 70a in order to realize the above pre-back-off control will be described. Further, in the second embodiment, the processing of S113 to S115 of the first embodiment (refer to Figure 18 ) is omitted. Further, the processing of S201, S204 to S214 is substantially the same as that of S101 to S112 of the first embodiment, respectively.

[0165] In S202 of the provisional determination of the abnormal state based on S201, the possibility of the occurrence of inattentive driving or the like is inquired of the driver by the display of the posture deformation icon 45 to the projection region 14a, and S203 is entered. In S203, it is determined whether there is a reaction of the driver to the inquiry of S202. In S203, in the case where the reaction of the driver, specifically, the improvement of the posture and the orientation of the face of the driver is detected, S201 is returned. On the other hand, in the case where it is determined that there is no reaction of the driver to the inquiry, S204 is entered. As a result, the first pre-braking control is started.

[0166] In the second embodiment described above, since the same effects as those of the first embodiment are also exerted, reliable transfer to the automatic braking control can be performed. Further, in the second embodiment, the abnormality detection of the DSM 11 is first reported to the driver. Therefore, the driver in the normal state can express some reaction such as correcting the posture, facing the front, to the report. Therefore, if the processing of starting the LKA is performed only in the case where there is no reaction to the report of the abnormality detection, the start of the driving assist control based on the false detection can be prevented. As a result, the case where the structure for reliably transferring to the automatic braking control causes the driver to feel complicated is avoided.

[0167] (Third Embodiment)

[0168] Figures 25-28 The third embodiment of the present disclosure illustrated is another modification example of the first embodiment. The off-vehicle reporting section 89 (refer to Figure 3 ) of the third embodiment performs a pre-warning issuance (hereinafter, referred to as "transfer pre-warning issuance") by the inter-vehicle communication before a warning issuance based on the start of the automatic braking control (hereinafter, referred to as "definite warning issuance"). The transfer pre-warning issuance reports the possibility that the driver becomes a state of driving difficulty to the other vehicle Al. The transfer pre-warning issuance is started together with the second report based on the case where the abnormal state of the driver is formally determined without a reaction to the first report (refer to T4 of Figure 25 and S308 of Figure 28 ). The transfer pre-warning issuance continues until the definite warning issuance is started based on the determination of the driving difficulty state (T6).

[0169] The transfer pre-warning issuance requests the driver or the automatic driving system of the other vehicle Al to secure a movement path of the vehicle A in the pre-braking by notifying the possibility of the transfer to the pre-braking before the start of the automatic braking control. By such a pre-warning issuance, the other vehicles Al traveling around are prompted to take actions that they want to take. As a result, the movement space SP for deceleration or lane change can be secured around the vehicle A by the driver or the automatic driving system of the other vehicle Al that has received the transfer pre-warning issuance (refer to Figure 27). In summary, the vehicle A is able to shift to the evacuation travel immediately after generating the scheduled travel path to the evacuation site (T7).

[0170] Specifically, in the shift advance announcement, the possibility of the abnormal state of the driver and the reason or the cause of the official determination leading to the abnormal state are reported to the other vehicle Al through the inter-vehicle communication. Further, in the shift advance announcement, the situation where the deceleration, the lane change, and the parking such as the actuation change that accompanies the scheduled evacuation travel are reported to the other vehicle Al. Further, in the shift advance announcement, the position information of the candidate of the evacuation site that is being searched by the surrounding monitoring ECU 91 and the like can also be reported to the other vehicle Al. In addition, the outside reporting section 89 (refer to Figure 3 ) starts the flickering of the hazard warning light of the vehicle A as the shift advance announcement. The hazard warning light is started together with the information provision based on the inter-vehicle communication, whereby the position of the vehicle A having the possibility of starting the evacuation travel is easily understood to be reported to the other vehicle Al.

[0171] On the other hand, in the determination warning announcement (T6), specifically, the action that the other vehicle Al wants to take is explicitly notified to the other vehicle Al traveling around. For example, the deceleration for expanding the inter-vehicle distance, the acceleration for overtaking, and the like are requested for the purpose of securing the movement space SP for decelerating and changing the lane of the vehicle A. Further, in the determination warning announcement, the scheduled travel path to the evacuation site officially determined through the setting process is reported to the other vehicle Al through the inter-vehicle communication.

[0172] Such a shift advance announcement is particularly effective in the case shown in Figure 29 and Figure 30 . In the case shown in Figure 29 , there is a following vehicle A2 in the vicinity of the rear of the vehicle A in which the driver is in the state of driving difficulty. The on-board communicator 97 of the vehicle A is able to perform the inter-vehicle communication based on the wireless communication between the on-board communicator of the vehicle A2. The on-board communicator 97 (refer to Figure 2A ) performs the shift advance announcement based on the official determination to the following vehicle A2 in accordance with the transmission request information acquired from the outside reporting section 89 (refer to Figure 3 ). Through the shift advance announcement, the following vehicle A2 is prompted about the implementation possibility of the deceleration accompanying the evacuation travel to the evacuation site being searched. As a result, by the following vehicle A2 expanding the inter-vehicle distance from the vehicle A, it is possible to secure the movement space SP in which the deceleration can be achieved between the vehicle A and the following vehicle A2. Further, the vehicle A2 that is the vehicle equipped with the on-board communicator is also referred to as the equipped vehicle or the host vehicle with respect to the on-board communicator.

[0173] In Figure 30In the illustrated situation, a plurality of parallel vehicles exist on the side of the vehicle A in which the driver is in a difficult-to-drive state. The vehicle A is traveling on an overtaking lane, and each of the parallel vehicles is traveling on a traveling lane. In this situation, the on-vehicle communicator 97 (refer to Figure 2A ) issues a shift warning based on formal determination to the parallel vehicle A3 traveling on the rear side of the vehicle A. The on-vehicle communicator 97 of the vehicle A can perform inter-vehicle communication based on wireless communication with the on-vehicle communicator of the vehicle A3. The parallel vehicle A3 is prompted about the implementation possibility of a lane change accompanying the evacuation travel to the evacuation site under search. As a result, by the parallel vehicle A3, the inter-vehicle distance from the preceding vehicle is enlarged, and a moving space SP in which the lane change can be implemented is ensured on the side of the vehicle A. Further, the vehicle A3, which is a vehicle equipped with the on-vehicle communicator, is also referred to as an equipped vehicle or a host vehicle with respect to the on-vehicle communicator.

[0174] In the third embodiment described above, since the same effects as those of the first embodiment are exerted, reliable shift to automatic evacuation control can be performed. Further, in the third embodiment, by the shift warning based on formal determination, the possibility of becoming in a difficult-to-drive state is reported in advance to the other vehicle Al. As a result, since the other vehicle Al is urged to assist the evacuation travel of the vehicle A, the vehicle A can smoothly move toward the evacuation site after the shift to automatic evacuation control.

[0175] (Other Embodiments)

[0176] The above describes a plurality of embodiments of the present disclosure, but the present disclosure is not limited to the above-described embodiments and is interpreted to be applicable to various embodiments and combinations without departing from the gist of the present disclosure.

[0177] In the above-described embodiments, in addition to the first pre-evacuation control of starting LKA before starting automatic evacuation control, the second pre-evacuation control of starting ACC is also started. However, the driving assistance function that is started earlier than the start of automatic evacuation control can be only LKA. Further, three or more driving assistance functions can be started before the start of automatic evacuation control by the vehicle control ECU. Further, LKA and ACC can be substantially simultaneously started. In addition, the timing of starting the pre-evacuation control can be appropriately changed. Further, LKA not only has a function of maintaining the vehicle A in the lane when traveling on a straight road, but also can have a function of maintaining the vehicle A in the lane and performing travel along a curve of a road when traveling on a curved road.

[0178] In the above-described embodiment, the abnormal state of the driver such as the posture deformation is detected by the DSM. However, the structure of the information of the driver to be detected is not limited to the DSM. For example, the vehicle control ECU can determine the abnormal state of the driver on the basis of the biological information of the driver transmitted from the wearable device worn by the driver. As the biological information, for example, information such as the pulse number, the heart rate, and the body temperature is given.

[0179] In the above-described embodiment, the override prohibition in the automatic retreat control can be canceled by pressing the hazard switch twice. However, the operation to cancel the override prohibition is not limited to the multiple pressing operation of the hazard switch and can be appropriately changed. In addition, the override prohibition in the automatic retreat control can be set to be unable to be canceled. Further, the override in the pre-retreat can be prohibited.

[0180] In the above-described embodiment, the report to the driver is implemented by the display device and the audio device on the basis of the detection of the abnormal state. However, the report to the driver can be implemented by only either of the display device and the audio device. Further, the report to the driver by the sense of touch can be implemented by the vibration device or the like built in the driver's seat, the steering wheel, or the like.

[0181] In the above-described embodiment, the shift warning issuance and the determination warning issuance to the other vehicle are performed by the inter-vehicle communication by the in-vehicle communicator and the blinking of the hazard warning light. However, the structure that can be used for the warning issuance is not limited to the above-described structure. For example, the display surface of the light display screen or the like dedicated to the outside notification of the vehicle is arranged in the posture facing the outside of the vehicle and can be used for the warning issuance. Specifically, the shift warning issuance and the determination warning issuance can be implemented by the display of the message such as "abnormality occurred" and "retreating in progress" to the display. Further, the shift warning issuance can be started at the time from the temporary determination to the formal determination, or can be started at the time when the candidate of the retreat site is found after the formal determination.

[0182] The occupant who has not experienced the operation of the automatic retreat control like the above-described embodiment is likely to feel uneasy about the operation of the automatic retreat control in the emergency. Therefore, the HCU can implement, for example, a demonstration mode that simulates in advance each procedure performed at the time of the pre-retreat control and the automatic retreat control in the case where the vehicle A is in the stationary state.

[0183] In the above-described embodiment, the functions provided by the processor 71 of the control circuit 70a can be provided by hardware and software different from the above-described structure or a combination thereof. For example, a part of the process for implementing the pre-retreat control and the automatic retreat control of the travel control method according to the present disclosure can be executed by the processor of the peripheral monitoring ECU and the HCU.

[0184] The present disclosure is described based on examples, but it is understood that the present disclosure is not limited to these examples, configurations. The present disclosure also includes various modifications, modifications within the equivalent range. Furthermore, various combinations and modes, and other combinations and modes including only one element, more than one or less than one of them are also included in the scope, the idea range of the present disclosure.

Claims

1. An information prompting device, which is installed in a vehicle that automatically reverses when it is determined that the driver will have difficulty continuing to drive, and which prompts information to an occupant of the vehicle through a display area that can be visually confirmed by an occupant other than the driver, characterized in that, have: The information acquisition unit acquires the operational information of the aforementioned automatic retreat control; and The display generation unit, when the aforementioned automatic retreat control is in operation, generates an occupant report display that is shown in the aforementioned display area and reports information related to the aforementioned automatic retreat control. The aforementioned automatic retreat control includes at least a parking procedure and a call procedure. The aforementioned occupant report display includes a progress image that continuously shows the current progress of the aforementioned call procedure, which includes information indicating that the aforementioned parking procedure has been completed and the aforementioned vehicle has stopped in the reversing area.

2. An information prompting device, which is installed in a vehicle that automatically reverses when it is determined that the driver will have difficulty continuing to drive, and which prompts information to an occupant of the vehicle through a display area that can be visually confirmed by an occupant other than the driver, characterized in that, have: The information acquisition unit acquires the operating information of the automatic retreat control, the location information of the vehicle, map information, and the surrounding information of the vehicle. The search control unit searches for a retreat location that would cause the vehicle to stop, based on the aforementioned location information, map information, and surrounding information. as well as The display generation unit, when the aforementioned automatic retreat control is in operation, generates an occupant report display that is shown in the aforementioned display area and reports information related to the aforementioned automatic retreat control. The aforementioned occupant report display includes a progress image that continuously shows the current progress of the aforementioned automatic retreat control, including information indicating that a retreat location is being searched, information indicating the retreat location, and information indicating movement or braking toward the retreat location.

Images