Vehicle reporting control device and vehicle reporting control method

Abstract

A vehicle report control device includes a state determination unit (104) that determines a state of the host vehicle related to automated driving, i.e., an automated driving-related state, and an outside report control unit (106) that controls an outside report device (19) that reports information related to automated driving to the outside of the host vehicle. The outside report control unit (106) changes the type of the outside report in accordance with the automated driving-related state determined by the state determination unit (104).

Description

[0001] Cross-references to related applications

[0002] This application is based on Japanese Patent Application No. 2021-075156, filed in Japan on April 27, 2021, and Japanese Patent Application No. 2022-067144, filed in Japan on April 14, 2022, and is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to a reporting control device for vehicles and a reporting control method for vehicles. Background Technology

[0004] Patent Document 1 discloses a technology that displays "Autonomous driving" via a display device mounted on the roof of the vehicle when the vehicle is in autonomous driving mode.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-7417

[0006] Regarding autonomous driving, the driver's actions vary depending on the level of automation and the control of the system. In contrast, Patent Document 1 only considers reporting "autonomous driving" to the outside of the vehicle while it is in autonomous driving mode. Thus, in the technology disclosed in Patent Document 1, even if the vehicle's state changes related to autonomous driving, only one type of reporting is performed, making it difficult to easily understand how different states of autonomous driving are reported to the surroundings of the vehicle. Summary of the Invention

[0007] One objective of this disclosure is to provide a vehicle reporting control device and a vehicle reporting control method that enable the vehicle to more easily understand and report different states of autonomous driving based on the surroundings of the vehicle.

[0008] The aforementioned objectives are achieved through a combination of the features described in the independent claims, and furthermore, the dependent claims specify more advantageous specific examples. The reference numerals enclosed in parentheses in the claims indicate a correspondence with specific units described in the embodiments described later as an example, and do not limit the technical scope of this disclosure.

[0009] To achieve the above objectives, the vehicle reporting control device disclosed herein is a vehicle reporting control device that can be used in vehicles capable of autonomous driving and switching between different levels of autonomous driving, i.e., automation levels. It includes: a state determination unit that determines the state of the vehicle related to autonomous driving, i.e., the autonomous driving associated state; and an external reporting control unit that controls an external reporting device that reports information related to autonomous driving to the outside of the vehicle, i.e., external reporting. The external reporting control unit changes the type of external reporting based on the autonomous driving associated state determined by the state determination unit.

[0010] To achieve the above objectives, the vehicle reporting control method disclosed herein is a vehicle reporting control method that can be used in vehicles capable of autonomous driving and capable of switching the degree of autonomous driving, i.e., the level of automation. The vehicle reporting control method includes the following steps executed by at least one processor: a state determination step, which determines the state of the vehicle related to autonomous driving, i.e., the autonomous driving associated state; and an external reporting control step, which controls an external reporting device that reports information related to autonomous driving to the outside of the vehicle, i.e., external reporting. In the external reporting control step, the type of external reporting is changed according to the autonomous driving associated state determined in the state determination step.

[0011] Accordingly, the types of reports on autonomous driving-related information directed towards the vehicle's exterior—that is, external reports—can be varied based on the vehicle's state related to autonomous driving. Thus, the different types of external reports make it easier to understand the different states of autonomous driving around the vehicle. As a result, when the vehicle is operating autonomously, it is easier to understand the different states of autonomous driving reported around the vehicle. Attached Figure Description

[0012] Figure 1 This is a diagram illustrating an example of the general configuration of system 1 for a vehicle.

[0013] Figure 2 This is a diagram illustrating an example of how to set up the exterior display 191.

[0014] Figure 3 This is a diagram illustrating an example of how to set up the exterior display 191.

[0015] Figure 4 This is a diagram illustrating an example of the general structure of HCU10.

[0016] Figure 5 This is a diagram used to illustrate an example of a foreground image displayed on monitor 181.

[0017] Figure 6 This is an example of the appearance of this vehicle.

[0018] Figure 7 This is a diagram illustrating an example of an in-vehicle report being made within a foreground image.

[0019] Figure 8 This is a diagram illustrating an example of an in-vehicle report being made within a foreground image.

[0020] Figure 9 This is a diagram illustrating an example of how the types of exterior reports vary depending on the level of automation.

[0021] Figure 10 This is a diagram illustrating an example of how the types of external reports change in area-restricted autonomous driving and traffic congestion-restricted autonomous driving.

[0022] Figure 11 This is a diagram illustrating an example of how the types of exterior reports vary depending on the duration.

[0023] Figure 12 This is a diagram illustrating an example of how the types of exterior reports change depending on the magnitude of the change in the level of automation.

[0024] Figure 13 This is a diagram illustrating an example of how the types of exterior reports change depending on whether the level of automation increases or decreases.

[0025] Figure 14 This is a diagram illustrating an example where the flashing cycle of the exterior warning lights differs from that of the turn signals.

[0026] Figure 15 This is a diagram illustrating an example of how the reported brightness outside the vehicle changes based on the ambient brightness of the vehicle's surroundings.

[0027] Figure 16 This is a diagram illustrating an example of the general configuration of system 1a for a vehicle.

[0028] Figure 17 This is a diagram illustrating an example of the general structure of HCU10a.

[0029] Figure 18 This is a diagram illustrating an example of how the type of external reports changes depending on whether lane keeping is being implemented or automatic lane changing is being implemented.

[0030] Figure 19 This is a diagram illustrating an example of aligning the flashing cycle of the exterior warning lights with that of the turn signals.

[0031] Figure 20This is a diagram illustrating an example of how external reports change based on the presence or absence of surrounding monitoring by the driver during the implementation of automatic lane change.

[0032] Figure 21 This is a diagram illustrating an example of the general configuration of system 1b for a vehicle.

[0033] Figure 22 This is a diagram illustrating an example of the general structure of HCU10b.

[0034] Figure 23 This is a diagram illustrating an example of how external reports change depending on the implementation location of autonomous driving without monitoring obligations.

[0035] Figure 24 This is a diagram illustrating an example of the general configuration of system 1c for a vehicle.

[0036] Figure 25 This is a diagram illustrating an example of the general structure of HCU10c.

[0037] Figure 26 This is a diagram illustrating an example of how changes in external reports occur depending on whether the emergency braking (Dead Man) system initiates a evasive maneuver.

[0038] Figure 27 This is a diagram illustrating an example of how the flashing of an exterior warning light is synchronized with the flashing cycle of a hazard warning light. Detailed Implementation

[0039] Referring to the accompanying drawings, several embodiments disclosed herein will be described. Furthermore, for ease of explanation, sometimes the same reference numerals are used between several embodiments for parts having the same function as those shown in the figures used in the description so far, and their descriptions are omitted. Parts with the same reference numerals can be referred to in the description of other embodiments.

[0040] (Implementation Method 1)

[0041] <Brief Structure of System 1 for Vehicles>

[0042] Hereinafter, Embodiment 1 of the present disclosure will be described using the accompanying drawings. Figure 1 The vehicle system 1 shown is a system that can be used in vehicles capable of autonomous driving (hereinafter referred to as autonomous vehicles). Vehicle system 1 is as follows... Figure 1As shown, the system includes an HCU (Human Machine Interface Control Unit) 10, a communication module 11, a locator 12, a map database (hereinafter referred to as map DB) 13, a vehicle status sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, an autonomous driving ECU 17, an in-vehicle prompting device 18, an external reporting device 19, and a user input device 20. For example, the HCU 10, communication module 11, locator 12, map DB 13, vehicle status sensor 14, surrounding monitoring sensor 15, vehicle control ECU 16, and autonomous driving ECU 17 are configured to communicate with the in-vehicle LAN (see reference). Figure 1 A LAN connection is sufficient. The vehicles using System 1 are not necessarily limited to automobiles, but the following examples illustrate its use in automobiles.

[0043] The degree of autonomous driving of an autonomous vehicle (hereinafter referred to as the level of automation), as defined by SAE, may have multiple levels. Levels of automation are, for example, divided into LV0 to LV5.

[0044] LV0 is a level where the vehicle-side system does not intervene, and the driver performs all driving tasks. Driving tasks can also be described as dynamic driving tasks. These tasks include steering, acceleration / deceleration, and surrounding monitoring. LV0 is equivalent to manual driving. LV1 is a level where the system supports either steering or acceleration / deceleration. LV1 is equivalent to driver support. LV2 is a level where the system supports both steering and acceleration / deceleration. LV2 is equivalent to partial driver automation. LV1 and LV2 are also part of automated driving.

[0045] For example, Level 1 to 2 autonomous driving is an autonomous driving system where the driver has a duty to monitor safe driving (hereinafter referred to simply as a monitoring duty). This monitoring duty includes visual observation of the surrounding environment. Level 1 to 2 autonomous driving can also be described as autonomous driving that does not permit secondary tasks. A secondary task refers to actions other than driving permitted by the driver; it is a pre-defined specific action. A secondary task can also be described as a secondary activity, other activities, etc. A secondary task does not prevent the driver from responding to requests to take over driving operations from the autonomous driving system. As an example, actions such as watching or listening to videos, operating a smartphone, reading, or eating can be considered secondary tasks.

[0046] Level 3 (LV3) autonomous driving is a level where the system can perform all driving tasks under specific conditions, with the driver taking over driving duties in emergencies. In LV3, the driver is required to respond quickly to a request for a driving handover from the system. This handover can also be described as a transfer of monitoring duties from the vehicle-side system to the driver. LV3 is equivalent to conditional driving automation. LV3 can be limited to a specific area (e.g., a specific road or highway). A specific area can also be a specific lane. LV3 can also be limited to specific surrounding conditions (e.g., specific situation LV3). Traffic congestion is an example of a specific surrounding condition. The following explanation uses traffic congestion LV3 as an example. Traffic congestion LV3 can be configured to be limited to traffic congestion on a road or highway.

[0047] Level 4 autonomous driving is a level where the system can perform all driving tasks except in situations where the system cannot handle the specific road conditions or extreme environments. Level 4 is equivalent to high-level driving automation. Level 5 autonomous driving is a level where the system can perform all driving tasks in all environments. Level 5 is equivalent to full-scale driving automation.

[0048] For example, Level 3 to 5 autonomous driving is autonomous driving where the driver has no duty of supervision. In other words, it is equivalent to autonomous driving without a duty of supervision. Level 3 to 5 autonomous driving can also be described as autonomous driving that permits a second task. Among Level 3 to 5 autonomous driving, Level 4 and above are autonomous driving that permits the driver to sleep (hereinafter referred to as sleep-enabled autonomous driving). Among Level 3 to 5 autonomous driving, Level 3 autonomous driving does not permit the driver to sleep (hereinafter referred to as non-sleep-enabled autonomous driving).

[0049] The autonomous vehicle of this embodiment can switch automation levels. The automation level can also be configured to allow switching only between a subset of levels from LV0 to LV5. In this embodiment, an example will be given where the autonomous vehicle can switch between LV3 autonomous driving, LV2 and below autonomous driving, and LV0 manual driving.

[0050] Furthermore, in this embodiment, Level 2 autonomous driving can include hands-on mode (requiring the driver to hold the steering wheel) and hands-off mode (requiring the driver to hold the steering wheel). Even within the same Level 2 autonomous driving, the hands-off mode offers a higher level of automation than the hands-on mode. In other words, even within the same Level 2, the automation level can be further subdivided. For example, the hands-on mode could be set to Level 2, and the hands-off mode to Level 2.5.

[0051] The communication module 11 transmits and receives information wirelessly with a central hub outside the vehicle. In other words, it performs wide-area communication. The communication module 11 receives traffic congestion information and other data about the vehicle's surroundings from the central hub via wide-area communication. The communication module 11 can also transmit and receive information wirelessly with other vehicles. In other words, it can perform vehicle-to-vehicle communication. The communication module 11 can also transmit and receive information wirelessly with roadside communication units located on the roadside. In other words, it can perform road-to-road communication. When performing road-to-road communication, the communication module 11 can also receive information about surrounding vehicles transmitted from vehicles around the vehicle via the roadside communication units. Additionally, the communication module 11 can also receive information about surrounding vehicles transmitted from vehicles around the vehicle via wide-area communication through the central hub.

[0052] The locator 12 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from multiple positioning satellites. The inertial sensor includes, for example, a gyroscope sensor and an accelerometer sensor. The locator 12 sequentially measures the vehicle position (hereinafter referred to as the vehicle position) of the vehicle equipped with the locator 12 by combining the positioning signals received by the GNSS receiver and the measurement results from the inertial sensor. The vehicle position is, for example, a position represented by latitude and longitude coordinates. Alternatively, the measurement of the vehicle position may also be configured to use the travel distance calculated based on signals sequentially output from a vehicle speed sensor mounted on the vehicle.

[0053] Map DB13 is a non-volatile memory that stores high-precision map data. This high-precision map data is more accurate than the map data used for route guidance in navigation functions. Map data used for route guidance may also be stored in Map DB13. The high-precision map data includes, for example, information that can be used for autonomous driving, such as the three-dimensional shape of the road, the number of lanes, and information indicating the permitted direction of travel for each lane. In addition, the high-precision map data may include information about nodes indicating the positions of both ends, such as lane markings. Furthermore, the locator 12 may be configured to use the three-dimensional shape information of the road without using a GNSS receiver. For example, the locator 12 may be configured to determine the vehicle's position using the three-dimensional shape information of the road and the detection results of LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) or surrounding surveillance sensors 15, such as those that detect feature points of road shapes and structures. The three-dimensional shape information of a road can also be generated based on captured images through REM (Road Experience Management).

[0054] Furthermore, the communication module 11 can also receive map data distributed from an external server, for example, via wide area communication, and store it in the map DB13. In this case, the map DB13 can also be configured as a volatile memory, and the communication module 11 can sequentially obtain map data of the area corresponding to the vehicle's position.

[0055] Vehicle status sensor 14 is a sensor group used to detect various states of the vehicle. Vehicle status sensor 14 includes a vehicle speed sensor for detecting vehicle speed, a steering angle sensor for detecting steering angle, etc. Vehicle status sensor 14 also includes a steering torque sensor, an accelerator sensor, and a brake sensor. The steering torque sensor detects the steering torque applied to the steering wheel. The accelerator sensor detects whether the accelerator pedal is depressed. As an accelerator sensor, an accelerator force sensor that detects the force applied to the accelerator pedal can be used. As an accelerator sensor, an accelerator travel sensor that detects the amount of accelerator pedal depressing can be used. An accelerator switch that outputs a signal corresponding to the presence or absence of accelerator pedal depressing can also be used as an accelerator sensor. The brake sensor detects whether the brake pedal is depressed. As a brake sensor, a brake force sensor that detects the force applied to the brake pedal can be used. As a brake sensor, a brake travel sensor that detects the amount of brake pedal depressing can be used. A brake switch that outputs a signal corresponding to the presence or absence of brake pedal depressing can also be used as a brake sensor.

[0056] The vehicle status sensor 14 includes a steering wheel grip sensor, an illuminance sensor, and a turn signal switch. The steering wheel grip sensor detects the grip on the steering wheel. The illuminance sensor detects illuminance. The illuminance sensor can be installed on the exterior of the vehicle and detects the brightness (in other words, illuminance) of that exterior. Alternatively, the illuminance sensor can be installed on the upper surface of the vehicle's dashboard, for example, and detect the illuminance on the windshield. The turn signal switch is used to detect the illumination of the turn signal, which acts as a turn indicator. The turn signal switch can also be called a turn signal switch or a turn signal switch. The turn signal can also be called a turn signal light or a turn indicator light. The vehicle status sensor 14 outputs the detected sensing information to the vehicle's LAN. Furthermore, the sensing information detected by the vehicle status sensor 14 can also be configured to be output to the vehicle's LAN via the vehicle's ECU.

[0057] The surrounding environment sensor 15 monitors the vehicle's surroundings. For example, it detects obstacles around the vehicle, such as pedestrians, other vehicles, and stationary objects like fallen debris. It also detects road markings such as lane markings. The surrounding environment sensor 15 can be, for example, a surrounding camera capturing images of a defined area around the vehicle, or a sensor such as millimeter-wave radar, sonar, or LiDAR that transmits detection waves to that area. The surrounding camera sequentially outputs the captured images as sensing information to the autonomous driving ECU 17. The sonar, millimeter-wave radar, or LiDAR sensor sequentially outputs the scan results based on the received signals obtained after receiving reflected waves from obstacles as sensing information to the autonomous driving ECU 17. The sensing information detected by the surrounding environment sensor 15 can be configured and output to the vehicle's LAN via the autonomous driving ECU 17.

[0058] The vehicle control ECU 16 is an electronic control device that performs driving control of the vehicle. Driving control includes acceleration / deceleration control and / or steering control. The vehicle control ECU 16 includes a steering control ECU for steering control, a power unit control ECU for acceleration / deceleration control, and a brake ECU, among others. The vehicle control ECU 16 performs driving control by outputting control signals to various driving control devices installed in the vehicle, such as the electronically controlled throttle valve, brake actuator, and EPS (Electric Power Steering) motor.

[0059] The autonomous driving ECU 17 includes, for example, a processor, memory, I / O, and buses connecting them. It performs autonomous driving-related processing by executing control programs stored in the memory. The memory referred to here is a non-transitory tangible storage medium that non-transitorily stores programs and data that can be read by a computer. Alternatively, non-transitory tangible storage media can be implemented using semiconductor memory or a hard disk. The autonomous driving ECU 17 includes a driving environment recognition unit, an action judgment unit, and a control execution unit as functional modules.

[0060] The driving environment recognition unit identifies the driving environment surrounding the vehicle based on sensing information acquired from the surrounding monitoring sensor 15. Alternatively, in addition to sensing information acquired from the surrounding monitoring sensor 15, the driving environment recognition unit may also identify the driving environment surrounding the vehicle based on the vehicle's position acquired from the locator 12 and map data acquired from the map database 13. As an example, the driving environment recognition unit uses this information to generate a virtual space that reproduces the actual driving environment.

[0061] The driving environment recognition unit can also identify the manual driving area (hereinafter referred to as the MD area) of the vehicle's driving area. The driving environment recognition unit can also identify the automatic driving area (hereinafter referred to as the AD area) of the vehicle's driving area. The driving environment recognition unit can also identify the ST and non-ST sections within the AD area (described later).

[0062] A Drive (MD) area is a zone where automated driving is prohibited. In other words, an MD area defines the entire area where the driver is responsible for exercising longitudinal control, lateral control, and surrounding monitoring of the vehicle. Longitudinal control refers to the direction aligned with the vehicle's forward and backward movement. Lateral control refers to the direction aligned with the vehicle's width. Longitudinal control is equivalent to acceleration / deceleration control. Lateral control is equivalent to steering control. For example, an MD area can be a regular road.

[0063] AD zones are areas where autonomous driving is permitted. In other words, an AD zone defines an area where the vehicle can perform one or more of the following actions: longitudinal control, lateral control, and surrounding monitoring. For example, an AD zone can be a highway or a dedicated motorway. For instance, it can be configured to permit traffic congestion-limited LV3 autonomous driving (hereinafter referred to as traffic congestion-limited autonomous driving) only when there is traffic congestion in the AD zone.

[0064] The AD area is divided into ST zones and non-ST zones. ST zones are zones where LV3 autonomous driving (hereinafter referred to as zone-limited autonomous driving) is permitted. Zone-limited autonomous driving can also be configured to permit only specific lanes within the ST zone. Non-ST zones are zones where autonomous driving at LV2 or lower is permitted. In this embodiment, there is no distinction between non-ST zones permitting LV1 autonomous driving and non-ST zones permitting LV2 autonomous driving. ST zones can be, for example, driving zones with high-precision map data. Non-ST zones can be zones within the AD area that are not equivalent to ST zones.

[0065] The Action Determination Unit switches the control of driving operations between the driver and the vehicle's system. When the driver has control of the driving operations on the system side, the Action Determination Unit determines a driving plan for the vehicle based on the driving environment recognition results from the Driving Environment Recognition Unit. This driving plan determines the route to the destination and the actions the vehicle should take to reach it. Examples of actions include going straight, turning right, turning left, and changing lanes. When the driver has control of the driving operations on the vehicle's system side, the Control Execution Unit, in cooperation with the vehicle control ECU 16, executes driving controls such as acceleration / deceleration control and steering control according to the driving plan determined by the Action Determination Unit.

[0066] In addition, the action judgment unit switches the automation level of the vehicle's automatic driving as needed. The action judgment unit determines whether an upgrade in automation level is possible. For example, if the vehicle moves from the MD area to a non-ST section in the AD area, it determines that it can switch from manual driving to automation level LV2 or lower. If the vehicle moves from the MD area to the ST section in the AD area, it determines that it can switch from LV0 manual driving to area-limited LV3 automatic driving. If the vehicle moves from a non-ST section in the AD area to an ST section, it determines that it can switch from automation level LV2 or lower to LV3 automatic driving. If the vehicle is in the AD area and the automation level is LV2 or lower, and all conditions for traffic congestion limitation LV3 are met, it determines that it can switch from automation level LV2 or lower to traffic congestion limitation LV3 automatic driving.

[0067] If the action determination unit determines that an upgrade in the automation level is feasible, and the driver approves the upgrade, then the automation level is upgraded. Approval is determined based on the approval received by the HCU10 via the user input device 20. Approval can be a pre-approval made before it is determined that an upgrade in the automation level is feasible, or a normal approval made when it is determined that an upgrade in the automation level is feasible. Pre-approval can be made by accepting setting input via the user input device 20. For example, if it is determined that an upgrade in the automation level is feasible, and if no pre-approval has been made, normal approval can be made by accepting input via the user input device 20. Furthermore, pre-approval can also be made only when upgrading to an automation level higher than a specified level. For example, pre-approval can be made only when upgrading to an automation level of LV3 or higher.

[0068] The action determination unit lowers the automation level when it determines that a decrease in the automation level is necessary. Examples of situations requiring a decrease in the automation level include overtaking detection, planned driving transitions, and unplanned driving transitions. Overtaking refers to the driver's spontaneous acquisition of control of the vehicle. In other words, overtaking is the driver's intervention in the vehicle's operation. The action determination unit can detect overtaking based on sensing information obtained from the vehicle status sensor 14. For example, the action determination unit can detect overtaking if the steering torque detected by the steering torque sensor exceeds a threshold. The action determination unit can also detect overtaking if the accelerator pedal is depressed as detected by the accelerator sensor. Furthermore, the action determination unit can also detect overtaking if the brake pedal is depressed as detected by the brake sensor.

[0069] Planned driving alternation refers to a predetermined driving alternation based on system judgment. For example, a planned driving alternation occurs when the vehicle moves from the ST section of the AD zone to a non-ST section or the MD zone. In this case, the automation level drops from the zone-limited LV3 to below LV2. A planned driving alternation can also occur when the vehicle moves from a non-ST section of the AD zone to the MD zone. In this case, the automation level drops from the zone-limited LV3 to LV0. Unplanned driving alternation refers to an unpredictable and sudden driving alternation based on system judgment. For example, in automated driving with a traffic congestion limit of LV3, an unplanned driving alternation occurs when the conditions for traffic congestion limit LV3 are not met. In this case, the automation level drops from traffic congestion limit LV3 to below LV2. The conditions for traffic congestion limit LV3 can be of various types. Examples of conditions include being within the AD zone, the speed of the preceding vehicle or the vehicle being below a threshold that can be estimated as traffic congestion, or being in a traffic congestion zone with traffic congestion information. Unplanned driving alternation can also occur when the automation level cannot be maintained due to poor recognition of the driving environment in the driving environment recognition unit.

[0070] When the automation level decreases due to overtaking, the automatic driving ECU 17 lowers the automation level by providing more driving support than the decreased automation level through the vehicle's system during the assistance period. For example, the driving support during the assistance period may be less than the automation level before the decrease, but more than the automation level after the decrease. Furthermore, when the automation level decreases due to a driving change determined by the vehicle's system, the automatic driving ECU 17 lowers the automation level after requesting a driving change from the driver. The driving change request is then prompted to the driver via the in-vehicle prompt device 18 (described later). Upon accepting the driving change request, the driver takes preparatory actions necessary for the decrease in automation level, such as adjusting the steering wheel. The automatic driving ECU 17 lowers the automation level after confirming that this preparatory action has been taken based on the sensing results of the steering sensor in the vehicle status sensor 14. Alternatively, if this preparatory action is not taken, measures such as moving the vehicle to the shoulder and stopping the vehicle are sufficient.

[0071] The autonomous driving ECU 17 can also be configured as LV2 autonomous driving, separately using the aforementioned hands-free mode and hands-free mode. For example, the autonomous driving ECU 17 can be configured to switch to hands-free mode when the switch from LV3 to LV2 is a planned switch based on a predictable situation. On the other hand, it can be configured to switch to hands-free mode when the switch from LV3 to LV2 is an unplanned switch based on an unpredictable situation. This is because when the switch from LV3 to LV2 is a sudden switch, the possibility of a larger vehicle movement is higher, and the necessity for the driver to keep control of the steering wheel is higher. Furthermore, autonomous driving at LV1 is equivalent to hands-free mode autonomous driving.

[0072] Furthermore, not limited to the examples above, the LV2 autonomous driving system can be configured to use both hands-free and hands-free modes separately depending on whether high-precision map data is available in the area. For example, autonomous driving can be in hands-free mode in areas with high-precision map data, and in hands-free mode in areas without high-precision map data. Alternatively, the system can be configured to use hands-free and hands-free modes separately depending on whether a specific location is approached. For example, autonomous driving can be in hands-free mode when not approaching a specific location, and in hands-free mode when approaching a specific location. Approaching a specific location can be determined based on whether the distance to that location is below any predetermined value. Examples of specific locations include toll booths, exits, merging points, intersections, crossroads, and locations where the number of lanes decreases. A specific location can also be described as a location where the driver is more likely to need to hold the steering wheel. Furthermore, the autonomous driving ECU 17 can be configured to switch to hands-free mode even in hands-free mode if steering wheel holding is detected by the holding sensor described later.

[0073] The in-vehicle notification device 18 displays information towards the passenger compartment of the vehicle. The in-vehicle notification device 18 includes a display 181 and an audio output device 182. The display 181 displays information based on the instructions from the HCU 10. For example, the display 181 can be an instrument cluster MID (Multi Information Display), a CID (Center Information Display), or a HUD (Head-Up Display).

[0074] An instrument cluster display (MID) is a display device located in front of the driver's seat within the vehicle cabin. As an example, an instrument cluster MID can be configured to be located on the instrument panel. A center display (CID) is a display device located in the center of the vehicle's dashboard. A head-up display (HUD) is located in the cabin, for example, on the dashboard. A HUD projects a display image formed by a projector onto a predetermined projection area of ​​the windshield, which serves as the projection component. The light reflecting off the windshield and onto the interior of the cabin is perceived by the driver, who is seated in the driver's seat. Thus, the driver can visually confirm the virtual image of the display image formed in front of the windshield by overlapping with a portion of the foreground. A HUD can also be configured to project the display image onto a combination unit located in front of the driver's seat, instead of the windshield.

[0075] The sound output device 182 provides information prompts by outputting sound. Examples of sound output devices 182 include speakers installed inside the vehicle's passenger compartment.

[0076] The exterior reporting device 19 reports information related to autonomous driving to the outside of the vehicle, i.e., exterior reporting. The exterior reporting device 19 includes an exterior display 191 and an audio output device 192. The exterior display 191 is located outside the vehicle and displays information outwards. The exterior display 191 can display, for example, a light-based display that does not include text or images. Hereinafter, the case where the exterior display 191 is a light will be described as an example. However, the exterior display 191 can also be a display that shows text, images, etc.

[0077] As an exterior display 191, an LED light can be used, for example. Preferably, the exterior display 191 can change various reporting methods. The reporting method is equivalent to the light emission method when reporting by emitting light. For example, in addition to switching between on and off, the exterior display 191 can also switch the illumination color. Switching the illumination color can be achieved by changing the combination of lighting multiple colors of LEDs. Preferably, the exterior display 191 can blink. Preferably, the exterior display 191 can switch the blinking period. Preferably, the exterior display 191 can switch the ratio of on time to off time.

[0078] like Figure 2 As shown, the LED lights, which serve as the exterior display 191, are preferably located at the corners of the four corners of the vehicle. This is to ensure that the exterior display 191 can be easily seen from any direction around the vehicle. For example, the exterior display 191 can be configured to be located at the left and right corners of the front bumper and the left and right corners of the rear bumper. Figure 2 HV indicates this vehicle.

[0079] In addition, such as Figure 3As shown, it can also be configured such that an LED light serving as an exterior display 191 is installed near the center of the rear of the vehicle in the width direction. Accordingly, the exterior display 191 can be easily viewed from at least the following vehicles, which are most likely to be affected by the movement of this vehicle.

[0080] The sound output device 192 provides information prompts by outputting sound. Examples of sound output devices 192 include speakers installed outside the vehicle compartment.

[0081] User input device 20 accepts input from a user. User input device 20 can be an operating device that accepts operational input from a user. As an operating device, it can be a mechanical switch or a touch switch integrated with the display 181. Furthermore, user input device 20 is not limited to operating devices that accept operational input, as long as it is a device that accepts input from a user. For example, it could also be a voice input device that accepts voice-based commands from a user.

[0082] The HCU10 is primarily composed of a computer equipped with a processor, volatile memory, non-volatile memory, I / O, and a bus connecting them. The HCU10 is connected to the in-vehicle alert device 18 and the external reporting device 19. The HCU10 executes control programs stored in the non-volatile memory to perform processing related to the control of the in-vehicle alert device 18 and the external reporting device 19. This HCU10 is equivalent to a vehicle reporting control device. Furthermore, the configuration of the HCU10 is detailed below. Additionally, executing the processing of each functional module of the HCU10 via a computer is equivalent to executing a vehicle reporting control method.

[0083] <Brief Structure of HCU10>

[0084] Next, use Figure 4 Provide a brief description of the HCU10's general structure. For example... Figure 4 As shown, the HCU10 controls the in-vehicle notification device 18 and the external reporting device 19, and includes an information acquisition unit 101, an in-vehicle notification control unit 102, an approval acceptance unit 103, a status determination unit 104, a brightness determination unit 105, and an external reporting control unit 106 as functional modules. Furthermore, some or all of the functions performed by the HCU10 can be configured in hardware using one or more ICs. Additionally, some or all of the functional modules of the HCU10 can be implemented through a combination of processor-based software execution and hardware components.

[0085] The information acquisition unit 101 acquires information input from the external system of the HCU 10. For example, the information acquisition unit 101 acquires the recognition result of the driving environment recognition unit of the autonomous driving ECU 17. The information acquisition unit 101 acquires the judgment result of the action judgment unit of the autonomous driving ECU 17. The information acquisition unit 101 acquires sensing information detected by the vehicle state sensor 14.

[0086] The in-vehicle alert control unit 102 controls the in-vehicle alert device 18. The in-vehicle alert control unit 102 causes the display 181 to show an image representing the foreground of the vehicle (hereinafter referred to as the foreground image). The in-vehicle alert control unit 102 uses the recognition results obtained by the driving environment recognition unit from the information acquisition unit 101 to display the foreground image on the display 181. For example, the foreground image may be a top-down view observed from a virtual viewpoint above the vehicle.

[0087] Here, using Figure 5 Here is an example of a foreground image. Figure 5 Sc represents the display screen of monitor 181. Figure 5 The HVI displays an image representing the vehicle (hereinafter referred to as the vehicle image). Figure 5 The OVI displays images of the vehicles surrounding the vehicle (hereinafter referred to as the surrounding vehicle images). Figure 5 The PLI displays an image of lane markings representing lanes (hereinafter referred to as the lane marking image). Figure 5 Image VI shows an image representing the vehicle's speed (hereinafter referred to as the vehicle speed image). In the foreground image, as... Figure 5 As shown, display the image of your vehicle, images of surrounding vehicles, lane markings, and your vehicle's speed. In the foreground image, display the image of your vehicle and the images of surrounding vehicles that simulate the actual positional relationship between your vehicle and surrounding vehicles.

[0088] The approval acceptance unit 103 accepts the driver's approval for an increase in the automation level via the user input device 20. As described above, this approval can be either pre-approval or general approval. For example, it can be configured to perform pre-approval before the vehicle begins to drive. Pre-approval can also be configured to be performed, for example, while the vehicle is in motion, before the stage of enabling autonomous driving at a specific automation level. As an example, pre-approval can be performed near a predetermined distance in LV2 autonomous driving, within a designated ST section where area-limited autonomous driving is possible. The predetermined distance can be arbitrarily set, for example, it can be 2 km. Pre-approval can also be limited to an increase between specific automation levels. General approval can be configured to prompt the driver to input whether approval is possible when an increase in the automation level is possible, for example, by asking for approval via the in-vehicle prompt device 18. Moreover, if the input indicates that approval is possible, it is accepted as general approval. Upon acceptance, the approval acceptance unit 103 communicates the acceptance to the autonomous driving ECU 17. Based on the acceptance, the autonomous driving ECU 17 implements the increase in the automation level.

[0089] The state determination unit 104 determines the state of the vehicle related to autonomous driving (hereinafter referred to as the autonomous driving associated state). The processing in the state determination unit 104 is equivalent to the state determination process. The state determination unit 104 determines the autonomous driving associated state based on information such as the recognition result of the driving environment recognition unit and the judgment result of the action judgment unit acquired by the information acquisition unit 101.

[0090] The state determination unit 104 can determine the current level of automation, as an autonomous driving associated state. The state determination unit 104 can determine the current level of automation by monitoring the autonomous driving ECU 17. The state determination unit 104 can determine changes in the level of automation, as an autonomous driving associated state. The state determination unit 104 can determine the direction and magnitude of the change in the level of automation, as a change in the level of automation. It can determine whether the level of automation increases or decreases, as the direction of the change in the level of automation. It can determine the difference between the level of automation before and after the change, as the magnitude of the change in the level of automation. The direction and magnitude of the change in the level of automation can be determined based on the judgment result of the action judgment unit.

[0091] The state determination unit 104 can differentiate between different autonomous driving conditions and define them as autonomous driving associated states. For example, the state determination unit 104 can at least differentiate between area-restricted autonomous driving and traffic congestion-restricted autonomous driving. Furthermore, if there are other autonomous driving modes with different permit conditions besides area-restricted and traffic congestion-restricted autonomous driving, the state determination unit 104 can also differentiate between them. The state determination unit 104 can determine whether it is area-restricted autonomous driving or traffic congestion-restricted autonomous driving by monitoring the autonomous driving ECU 17.

[0092] The state determination unit 104 can determine the duration (hereinafter referred to as the duration) as an autonomous driving associated state for an autonomous driving level that can predict the distance or time that can be continuously driven autonomously. For example, if it is area-limited autonomous driving, the duration can be determined as the distance from the vehicle position to the end of the ST section or the remaining time to that end. The remaining time from the vehicle position to the end of the ST section can be determined based on the distance from the vehicle position to the end of the ST section and the vehicle speed. The vehicle speed here can be the vehicle's average speed, the set speed in area-limited autonomous driving, etc. For example, if it is traffic congestion-limited autonomous driving, the duration can be determined as the distance from the vehicle position to the end of the traffic congestion section or the remaining time to that end. The remaining time from the vehicle position to the end of the traffic congestion section can be determined in the same way as the remaining time from the vehicle position to the end of the ST section. The traffic congestion section can be determined based on the traffic congestion information obtained via the communication module 11. In addition, there are cases where the traffic congestion zone is unclear compared to the ST zone, so it can also be considered a case of autonomous driving limited to a specific area, and the duration can be determined.

[0093] The brightness determination unit 105 determines the brightness around the vehicle. As an example, the illuminance detected by the illuminance sensor in the vehicle status sensor 14 can be determined as the brightness around the vehicle. Alternatively, the brightness determination unit 105 can be configured to determine the brightness of the image of the vehicle's surroundings captured by the aforementioned peripheral monitoring camera as the brightness around the vehicle.

[0094] The external reporting control unit 106 controls the external reporting device 19 to perform an external reporting. The processing in the external reporting control unit 106 is equivalent to the external reporting control process. The in-vehicle notification control unit 102 controls the in-vehicle notification device 18 to face into the passenger compartment of the vehicle and perform a report indicating that an external reporting is in progress (hereinafter referred to as an in-vehicle reporting). Thus, the in-vehicle notification device 18 is equivalent to the in-vehicle reporting device, and the in-vehicle notification control unit 102 is equivalent to the in-vehicle reporting control unit.

[0095] like Figure 7 As shown, the in-vehicle notification control unit 102 can display an image of the vehicle on the display 181, and report external information via the external display 191 (see reference). Figure 6 The same display as the external vehicle report is used to perform the internal vehicle report. Figure 6 This is a drawing showing the actual appearance of the vehicle. Figure 7 It means in Figure 5 The image illustrates an example of an in-vehicle reporting scenario using a foreground image. Figure 6 The image shows the vehicle's appearance as viewed from the rear. Figure 6 The image shows an example where exterior displays 191 are installed at the corners of the four corners of the vehicle. Figure 6 In the example shown, an exterior display 191 is located at the left and right corners of the rear of the vehicle. Figure 7 The OLI shows the image representing the exterior display 191 in the vehicle image (hereinafter referred to as the exterior report light image).

[0096] Furthermore, when using images of the vehicle itself to represent an in-vehicle report that is currently being given an exterior report, such as Figure 8 As shown, an image emphasizing the exterior warning lights can also be displayed around the perimeter of the vehicle's image (see reference). Figure 8 (HLI). Accordingly, even when the driver has difficulty clearly understanding that an external report is being made based solely on the external report light image, it is easy to make the driver understand that an external report is being made.

[0097] The in-vehicle alert control unit 102 can perform in-vehicle reports in cooperation with the external report control unit 106 when external reports are made. For example, the in-vehicle alert control unit 102 can perform an in-vehicle report at the same timing as when external reports are made via the external report control unit 106. As an example of using LED lights as the external display 191, the external report light image in the foreground image can be illuminated at the same timing as the LED lights are turned on. For example, both the external report indicating a change in the automation level and the in-vehicle report indicating a change in the automation level can be performed at the same timing. Accordingly, the driver can be aware of the timing of the external report.

[0098] Additionally, the in-vehicle alert control unit 102 can also perform an in-vehicle report at a timing earlier than the external report performed by the external report control unit 106. As an example of using LED lights as the external display 191, the external report light image in the foreground image can be illuminated at a timing earlier than the LED lights are turned on. For example, an in-vehicle report indicating a change in automation level can be performed at a timing earlier than an external report indicating a change in automation level. Therefore, the driver can be aware that an external report is being performed before the timing of the external report. Furthermore, examples will be given below of external reports indicating a change in automation level and in-vehicle reports indicating a change in automation level performed at the same timing.

[0099] Here, an example of in-vehicle reporting in a foreground image is shown, but it is not necessarily limited to this. For example, as long as the display is configured such that the same external reporting is performed in the area of ​​an image simulating the exterior of the vehicle, it does not have to be a foreground image. Furthermore, the configuration of in-vehicle reporting via an image is not limited. For example, it can also be configured to perform in-vehicle reporting via instrument panel lights or indicators. In this case, the instrument panel lights or indicators can be configured to illuminate in conjunction with the external reporting. In addition, although an example of in-vehicle reporting via display has been given here, it is not necessarily limited to this. For example, for sound-based in-vehicle reporting, it can also be performed in conjunction with the control model's external reporting.

[0100] The external vehicle reporting control unit 106 changes the type of external vehicle report based on the autonomous driving association state determined by the state determination unit 104. When external vehicle reports are made via a display, the external vehicle reporting control unit 106 can change the type of external vehicle report by changing the content of the text or images used on the display. When external vehicle reports are made via illumination, the external vehicle reporting control unit 106 can change the type of external vehicle report by changing the way the lights emit light. Different ways the lights emit light can include, for example, lighting up, turning off, flashing, different lighting colors, different shades of lighting colors, different flashing periods, and different ratios of lighting time to off time. When external vehicle reports are made via illumination, the content is easily conveyed even with noise. Furthermore, when external vehicle reports are made via illumination, the device is simplified compared to when external vehicle reports are made via a display. Hereinafter, examples of external vehicle reports made via illumination without displaying text or images will continue to be described.

[0101] The preferred external reporting control unit 106 uses the autonomous driving association state determined by the state determination unit 104 to change the type of external reports according to the vehicle's automation level. In this case, the current automation level determination result can be used as the autonomous driving association state. By changing the type of external reports according to the vehicle's automation level, it is easier to understand the different levels of automation reported by the vehicle's surroundings.

[0102] The following describes an example of how the type of external reports changes based on the vehicle's automation level. Preferably, the external report control unit 106 changes the type of external reports based on whether the automation level is equivalent to an automated driving level with a monitoring obligation or an automated driving level without a monitoring obligation. An automated driving level equivalent to an automated driving level with a monitoring obligation is LV3 or higher. An automated driving level equivalent to an automated driving level without a monitoring obligation is LV1 to LV2. Accordingly, it is easier to understand whether the vehicle is in automated driving with a monitoring obligation or an automated driving level without a monitoring obligation when reporting the surroundings of the vehicle. As a result, it is easier to take appropriate measures regarding the surroundings of the vehicle depending on whether the vehicle is in automated driving with a monitoring obligation or an automated driving level without a monitoring obligation. For example, if someone is prone to feeling uneasy about the automated driving system, a safe distance can be ensured in automated driving without a monitoring obligation compared to automated driving with a monitoring obligation. On the other hand, if someone is prone to feeling uneasy about the driver's driving operations, a safe distance can be ensured in automated driving with a monitoring obligation compared to automated driving without a monitoring obligation.

[0103] Furthermore, the preferred external reporting control unit 106 changes the type of external reporting based on whether the automation level is below LV2 in the hands-free mode or LV2 in the hands-free mode. This makes it easier to understand whether the vehicle's automation level is below LV2 in the hands-free mode or LV2 in the hands-free mode when reporting to the surroundings. As a result, it is easier to take appropriate actions based on whether the vehicle is below LV2 in the hands-free mode or LV2 in the hands-free mode. For example, for individuals who are easily uneasy about the automated driving system, maintaining a safe distance is possible when the automation level is LV2 in the hands-free mode compared to when it is below LV2 in the hands-free mode. On the other hand, for individuals who are easily uneasy about the driver's actions, maintaining a safe distance is possible when the automation level is below LV2 in the hands-free mode compared to when it is LV2 in the hands-free mode.

[0104] Here, using Figure 9 This section illustrates an example of an exterior reporting situation where the type of exterior reporting changes depending on the vehicle's level of automation. Figure 9The system lists three levels as automation levels: LV3, LV2 in off-hand mode (hereinafter referred to as Off-hand LV2), and LV2 in hands-on mode (hereinafter referred to as Hands-on LV2). Furthermore, automation levels decrease in the order of LV3, Off-hand LV2, and Hands-on LV2 and below. Levels below Hands-on LV2 can be either Hands-on LV2, LV1, or LV0. Figure 9 In the example, we assume that "Learning Level 2 and below" refers to all levels except LV0. In other words, it is equivalent to the level of automation of autonomous driving below LV2 in the beginner mode.

[0105] like Figure 9 As shown, the external reporting control unit 106 can illuminate the lights when the vehicle's automation level is LV3. For example... Figure 9 As shown, the external reporting control unit 106 can flash the lights when the vehicle's automation level is either hands-free LV2 or below. This makes it easier to understand whether the vehicle is in automated driving mode with a monitoring obligation or without a monitoring obligation. Figure 9 As shown, the external reporting control unit 106 can shorten the flashing illumination time when the vehicle's automation level is below LV2 (hands-free mode) compared to when the vehicle's automation level is LV2 (hands-free mode). This makes it easier to understand whether the vehicle's automation level is below LV2 (hands-free mode) or LV2 (hands-free mode) when reporting to the surroundings. For example, when the vehicle's automation level is LV0, the lights can be turned off.

[0106] Figure 9 LV3 can also be replaced with LV3 or higher. Although in Figure 9 The diagram illustrates a configuration where the illumination and flashing of lights are switched according to the level of automation, or the ratio of illumination time to off time, but this is not necessarily limited to this. For example, the type of external report can be changed by switching the illumination color according to the level of automation. For example, the hue of the illumination color can be switched, or the intensity of the color can be switched, according to the level of automation. The intensity of the color can also be switched by changing the brightness of the light. Furthermore, the configuration may allow the lights to be illuminated when the vehicle is at an automation level equivalent to automated driving with a monitoring obligation, and turned off when the vehicle is at an automation level equivalent to automated driving without a monitoring obligation. Alternatively, the configuration may allow the lights to be turned off when the vehicle is at an automation level equivalent to automated driving with a monitoring obligation, and illuminated when the vehicle is at an automation level equivalent to automated driving without a monitoring obligation.

[0107] The preferred vehicle exterior reporting control unit 106 changes the type of exterior report based on the autonomous driving association state determined by the state determination unit 104 in autonomous driving with different permitting conditions. For example, the preferred vehicle exterior reporting control unit 106 uses the autonomous driving association state determined by the state determination unit 104 to change the type of exterior report in area-restricted autonomous driving and traffic congestion-restricted autonomous driving. In this case, the determination result of autonomous driving with different permitting conditions can be used as the autonomous driving association state. By changing the type of exterior report in autonomous driving with different permitting conditions, it is easier to understand the differences in the permitting conditions of autonomous driving that report to the vehicle's surroundings.

[0108] The following describes examples of changes in the types of external reports in area-limited automated driving and traffic congestion-limited automated driving. Preferably, when the external report control unit 106 has given prior approval, if the vehicle enters the ST zone from outside the ST zone, it provides a prior notification of the possibility of starting unsupervised automated driving before the vehicle enters the ST zone. Since area-limited automated driving can be performed within the ST zone, the timing of the automation level increase can be predicted more accurately when prior approval is given. Therefore, the possibility of starting unsupervised automated driving can be notified of the vehicle's surroundings before an upgrade to area-limited LV3 is possible. As a result, the automation level for the vehicle's surroundings, which the driver would like to know as early as possible if the automation level can be upgraded, can be upgraded earlier.

[0109] Here, using Figure 10 This example illustrates how the types of external reports change in area-limited automated driving and traffic-congestion-limited automated driving. For example... Figure 10 As shown, the external reporting control unit 106 can cause the lights to flash when the vehicle's automation level is Traffic Congestion Limited LV3 (in other words, Traffic Congestion Limited Automated Driving). On the other hand, the external reporting control unit 106 can cause the lights to illuminate when the vehicle's automation level is Area Limited LV3 (in other words, Area Limited Automated Driving). Compared to Area Limited Automated Driving, the timing of the end of Traffic Congestion Limited Automated Driving is more difficult to predict. Therefore, people can easily and intuitively associate the flashing and illumination of the lights with Traffic Congestion Limited Automated Driving and Area Limited Automated Driving, respectively. Thus, based on the above configuration, those around can easily and intuitively understand whether the vehicle is in Area Limited Automated Driving or Traffic Congestion Limited Automated Driving.

[0110] exist Figure 10The diagram illustrates the configuration for switching the illumination and flashing of lights in both area-restricted and traffic-congestion-restricted autonomous driving modes, but it is not necessarily limited to this. For example, it could also be configured to switch the illumination color between area-restricted and traffic-congestion-restricted autonomous driving modes. For example, the hue or intensity of the illumination color could also be switched between these modes. Furthermore, the flashing period or the ratio of illumination time to off time could also be switched between these modes.

[0111] In the case of combining a configuration that changes the type of external reports based on the vehicle's level of automation, and a configuration that changes the type of external reports in area-limited automated driving and traffic jam-limited automated driving, for example, it can be as follows: The illumination color can be changed according to the vehicle's level of automation; on the other hand, the light is illuminated in area-limited automated driving and flashed in traffic jam-limited automated driving. Accordingly, although external reports are made by illumination, it is also easier to understand the differences in the vehicle's level of automation and the differences in area-limited automated driving and traffic jam-limited automated driving regarding the vehicle's surroundings.

[0112] The preferred vehicle exterior reporting control unit 106 uses the autonomous driving association state determined by the state determination unit 104. For autonomous driving at an automation level where the duration can be predicted, the type of exterior report is changed based on that duration. In this case, the determination result of the duration can be used as the autonomous driving association state. By changing the type of exterior report based on the duration, it is easier to understand how long the current level of autonomous driving, which reports the surroundings of the vehicle, can continue. The automation level where the duration can be predicted can be either area-limited LV3 or traffic congestion-limited LV3. In this embodiment, the case where the automation level where the duration can be predicted is area-limited LV3 will be described as an example.

[0113] Here, using Figure 11 An example illustrating how the type of exterior report varies based on its duration is given. Figure 11 The example below illustrates the case where the remaining time from the current vehicle position to the end of the ST interval (hereinafter referred to as the duration) is used as the duration length. For example... Figure 11As shown, the external reporting control unit 106 can illuminate the light if the duration of autonomous driving within the vehicle's designated area exceeds ten minutes. Conversely, the external reporting control unit 106 can flash the light if the duration of autonomous driving within the vehicle's designated area is less than ten minutes. It is easy for a person to intuitively associate the shortening duration with the flashing of the light. Therefore, based on the above configuration, it is easy to intuitively understand the extent to which the area-limited autonomous driving can continue around the vehicle.

[0114] exist Figure 11 The diagram illustrates a configuration that switches between lighting and flashing the lamp based on whether the duration exceeds a threshold, but it is not necessarily limited to this. For example, it could be configured to shorten the flashing period based on a shorter duration. Alternatively, it could be configured to shorten the lighting time during flashing based on a shorter duration. Furthermore, it could be configured to dim the illuminated color based on a shorter duration. Regardless of the method of illumination, the shortening of the duration is easily and intuitively understood around the vehicle.

[0115] In cases where the types of external reports vary according to the vehicle's level of automation, the types of external reports vary between area-restricted and traffic-congestion-restricted automated driving, and the types of external reports vary according to duration, the following are possible examples: The hue of the illuminated color can be changed according to the vehicle's level of automation; on the other hand, the light is illuminated in area-restricted automated driving and flashes in traffic-congestion-restricted automated driving. Additionally, the illuminated color can be made paler as the duration shortens. Furthermore, the hue of the illuminated color can be changed according to the vehicle's level of automation, and also depending on whether it is area-restricted or traffic-congestion-restricted automated driving. In this case, the illuminated color can be made paler as the duration shortens, or the flashing period can be shortened. Therefore, even when external reports are made by illumination, it is easier to understand the differences in the vehicle's level of automation, the differences between area-restricted and traffic-congestion-restricted automated driving, and the differences in duration when reporting to the surroundings of the vehicle.

[0116] The preferred external reporting control unit 106 uses the automated driving association state determined by the state determination unit 104 to change the type of external report based on the magnitude of the change in the vehicle's automation level. In this case, the determination result of the magnitude of the change in automation level can be used as the automated driving association state. By changing the type of external report based on the magnitude of the change in the vehicle's automation level, it is easier to understand the different magnitudes of the change in the vehicle's automation level reported around the vehicle. External reports corresponding to the magnitude of the change in the vehicle's automation level can be provided by pre-reporting a change in the automation level in advance. This pre-reporting can be configured to continue until external reports of the automation level after the change begin.

[0117] Here, using Figure 12 An example is given to illustrate how the types of external reports change depending on the magnitude of the change in the level of automation. Figure 12 The vertical axis of the chart represents the period of the light's blinking. Figure 12 The horizontal axis of the chart represents the magnitude of the change in automation level. Figure 12 The example shown illustrates a scenario where the magnitude of the change in automation level can be achieved in four stages. Furthermore, in... Figure 12 In the example, the levels of automation that can be achieved, from lowest to highest, are LV0, LV1, Proficient LV2, Hands-free LV2, and LV3. For instance, moving from LV0 to LV3 involves four stages of change in automation level. Moving from LV3 to LV1 involves three stages. Moving from Hands-free LV2 to Proficient LV2 involves one stage. Figure 12 As shown, the external reporting control unit 106 can increase the speed and shorten the flashing cycle of the lights according to the changes in the vehicle's automation level.

[0118] exist Figure 12 The example shown is a case where the magnitude of the change in automation level can be in four stages, but this is only one example. The number of stages for the magnitude of the change in automation level can also be more than four. In addition, it is also possible to shorten the flashing cycle of the lamp when the magnitude of the change in the automation level of the vehicle is above a threshold, compared with the case when it is below that threshold. For example, the flashing cycle of the lamp can be shortened when the magnitude of the change in automation level is two or more stages, compared with the case when it is less than two stages.

[0119] exist Figure 12The diagram illustrates a configuration where the flashing cycle of the lights changes according to the degree of automation of the vehicle, but it is not necessarily limited to this. For example, the intensity of the illuminated color can also be switched according to the degree of automation of the vehicle. In addition, the flashing cycle or the ratio of the on / off time can be switched in area-limited automated driving and traffic congestion-limited automated driving.

[0120] In combinations of structures that change the type of external reports based on the vehicle's level of automation, structures that change the type of external reports in area-limited automated driving and traffic jam-limited automated driving, structures that change the type of external reports based on duration, and structures that change the type of external reports based on the magnitude of the change in automation level, for example, it can be as follows: The hue of the illuminated color can be changed according to the vehicle's level of automation, and the hue of the illuminated color can also be changed depending on whether it is area-limited automated driving or traffic jam-limited automated driving. In addition, the illuminated color can be made paler if the duration is shortened. Moreover, the flashing period can be shortened if the magnitude of the change in automation level is adjusted. Accordingly, even when external reports are made by illumination, it is easier to understand the differences in the vehicle's level of automation, the differences between area-limited automated driving and traffic jam-limited automated driving, the differences in duration, and the differences in the magnitude of the change in automation level.

[0121] The preferred external reporting control unit 106 uses the autonomous driving association state determined by the state determination unit 104 to change the type of external report based on whether the vehicle's automation level increases or decreases. In this case, the determination result of the directionality of the automation level change can be used as the autonomous driving association state. By changing the type of external report based on whether the vehicle's automation level increases or decreases, it is easier to understand whether the vehicle's automation level is increasing or decreasing when reporting to the surroundings. External reports corresponding to whether the vehicle's automation level increases or decreases can be provided by changing the pre-reporting method that changes the pre-reported automation level based on whether the vehicle's automation level increases or decreases. This pre-reporting can be configured to continue until external reports on the automation level after the change begin.

[0122] Here, using Figure 13 This example illustrates how the type of exterior reporting changes depending on whether the level of automation increases or decreases. For instance... Figure 13 As shown, the exterior reporting control unit 106 can fade in the lights as the vehicle's automation level increases. For example, the light brightness can gradually increase. Figure 13As shown, the exterior reporting control unit 106 can cause the lights to fade out when the vehicle's automation level decreases. For example, the brightness of the lights can be gradually reduced. People can easily and intuitively associate an increase in the automation level with a fade-in of the lights. Similarly, people can easily and intuitively associate a decrease in the automation level with a fade-out of the lights. Therefore, based on the above configuration, it is easy to intuitively understand whether the automation level is increasing or decreasing around the vehicle.

[0123] exist Figure 13 The diagram illustrates a configuration where the lights fade in when the vehicle's automation level increases, and fade out when the automation level decreases, but this is not a limitation. For example, it could be configured such that the lights fade out when the vehicle's automation level increases, and fade in when the automation level decreases. Furthermore, it could be configured such that the flashing cycle or the ratio of illumination time to off time is switched depending on whether the vehicle's automation level increases or decreases.

[0124] When the external signal reporting unit 106 reports an external signal by flashing light, it causes the external signal reporting to flash at a different period than the flashing of the vehicle's turn signals. This makes it difficult for the surrounding area of ​​the vehicle to mistakenly identify the flashing of the external signal reporting as the flashing of the turn signals. The external signal reporting control unit 106 can use information detected by the direction indicator switch in the vehicle status sensor 14 regarding the timing of the illumination operation and the flashing period of the turn signals to cause the external signal reporting to flash at a different period than the flashing of the vehicle's turn signals. The information regarding the flashing period of the turn signals can also be configured to read information pre-stored in the non-volatile memory of the HCU 10.

[0125] Here, using Figure 14 An example is given where the flashing cycle of the external vehicle signal is different from that of the turn signal. Figure 14 The vertical axis represents the on / off state of the light emission. Figure 14 The horizontal axis represents time. Figure 14 TL indicates the flashing cycle of the turn signal. Figure 14 The OL indicates the flashing cycle of the external report. For example, ... Figure 14 As shown, the exterior reporting control unit 106 can make the flashing cycle of the exterior reporting signal longer than the flashing cycle of the turn signal. Furthermore, as... Figure 14 As shown, the timing of the flashing of the external report and the flashing of the turn signal can also be staggered to make it easier to distinguish between the flashing of the external report and the flashing of the turn signal.

[0126] In addition, although Figure 14The diagram shows a configuration where the flashing period of the exterior warning signal is longer than the flashing period of the turn signal, but it is not necessarily limited to this. For example, it could also be configured such that the flashing period of the exterior warning signal is shorter than the flashing period of the turn signal.

[0127] The preferred exterior reporting control unit 106 increases the brightness of the exterior report based on an increase in the ambient brightness of the vehicle as determined by the brightness determination unit 105, and decreases the brightness of the exterior report based on a decrease in the ambient brightness of the vehicle as determined by the brightness determination unit 105. Therefore, even when the ambient brightness of the vehicle is high, the exterior report can be delivered at a brightness level that is easily visible from the surroundings. Furthermore, even at night or in tunnels where the ambient brightness of the vehicle is low, the exterior report can be delivered at a brightness level that is not excessively glaring to the surroundings.

[0128] Here, using Figure 15 An example is given of how the reported brightness outside the vehicle changes based on the ambient brightness of the vehicle. Figure 15 The vertical axis of the chart represents the brightness around the vehicle. Figure 15 The horizontal axis of the graph represents the brightness of the exterior report as a reference. This reference brightness can be the brightness at which the brightness of the exterior report changes based on the autonomous driving association state determined by the state determination unit 104. When the brightness of the exterior report is increased or decreased according to the autonomous driving association state, the brightness can be increased or decreased from the reference brightness. Figure 15 As shown, the external reporting control unit 106 increases the brightness of the external reporting when the brightness around the vehicle increases, and decreases the brightness of the external reporting when the brightness around the vehicle decreases.

[0129] Furthermore, the configuration is not limited to fixing the area where the lamp of the exterior display 191 emits light to a specific area. For example, it may be configured such that only a portion of the many light-emitting elements that emit light is designated, and the area where the lamp emits light is switched sequentially by changing the light-emitting elements that emit light to that portion. In other words, it may be configured such that the light-emitting elements emit light in a manner that moves the area that appears to be emitting light. In this case, different states of autonomous driving of the vehicle may be represented by switching the direction of the illuminated area. In other words, different types of exterior reports may also be represented by switching the direction of the illuminated area.

[0130] According to the configuration of Embodiment 1, the type of reports on autonomous driving-related information directed towards the vehicle's exterior—that is, external reports—can be varied based on the vehicle's state related to autonomous driving. Thus, as described above, the different states of autonomous driving regarding the vehicle can be easily understood based on the different types of external reports. Consequently, when the vehicle is operating in autonomous driving mode, it is easier to understand the different states of autonomous driving reported about the vehicle's exterior.

[0131] (Implementation Method 2)

[0132] The configuration is not limited to Embodiment 1, and may also be configured as in Embodiment 2 below. Hereinafter, an example of the configuration of Embodiment 2 will be described using figures.

[0133] <Brief Structure of System 1a for Vehicles>

[0134] Figure 16 The vehicle system 1a shown can be used in autonomous vehicles. For example... Figure 16 As shown, the vehicle system 1a includes an HCU 10a, a communication module 11, a locator 12, a map DB 13, a vehicle status sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, an autonomous driving ECU 17a, an in-vehicle prompting device 18, an external reporting device 19, a user input device 20, and an in-cabin camera 21. The vehicle system 1a is identical to the vehicle system 1 of Embodiment 1, except that it includes an HCU 10a and an autonomous driving ECU 17a instead of the HCU 10 and the autonomous driving ECU 17, and that it includes an in-cabin camera 21. For example, the HCU 10a, communication module 11, locator 12, map DB 13, vehicle status sensor 14, surrounding monitoring sensor 15, vehicle control ECU 16, and autonomous driving ECU 17a can be configured to communicate with the in-vehicle LAN (see reference 10a). Figure 16 The LAN connection. The vehicles using System 1a are not necessarily limited to automobiles, but the following examples illustrate its use in automobiles.

[0135] The autonomous driving ECU 17a is identical to the autonomous driving ECU 17 of Embodiment 1, except that it performs at least LCA (Lane Change Assist) control and LTC (Lane Tracing control) control via the control execution unit. LCA control refers to the control that automatically changes the vehicle's lane from its current lane to an adjacent lane. In LCA control, a predetermined driving trajectory is generated based on the driving environment recognition results from the driving environment recognition unit, etc., smoothly connecting the position of the object in the current lane to the center of the adjacent lane. Then, by automatically controlling the steering angle of the vehicle's steering wheels following the predetermined driving trajectory, the vehicle changes lanes from its current lane to the adjacent lane. In LCA control, if a situation arises where lane changing cannot be performed after the start of lane changing but before its completion, the lane changing can be interrupted midway and put into standby mode. LTC control is the control that maintains the vehicle's movement within its lane. In LTC control, steering control is performed to maintain the vehicle's movement within its lane. When a lane change begins via LCA control, LTC control is temporarily interrupted to make it possible to leave the current lane. Furthermore, once the lane change is complete, LTC control can be restarted.

[0136] The in-car camera 21 captures a defined area within the vehicle's passenger compartment. The in-car camera 21 only needs to capture at least the area including the driver's seat. In other words, the in-car camera 21 captures the driver of the vehicle. The in-car camera 21 is composed, for example, of a near-infrared light source, a near-infrared camera, and a control unit that controls them. The in-car camera 21 captures images of the vehicle's passengers illuminated by the near-infrared light source using the near-infrared camera. The control unit performs image analysis on the images captured by the near-infrared camera. The control unit performs image analysis to detect facial features of the passengers. Based on the detected upper-body features including the passenger's face, the control unit can detect the passenger's facial orientation, gaze direction, etc.

[0137] <Brief Structure of HCU10a>

[0138] Next, use Figure 17 Provide a brief description of the HCU10a structure. For example... Figure 17As shown, the HCU10a controls the in-vehicle alert device 18 and the external reporting device 19, and includes an information acquisition unit 101, an in-vehicle alert control unit 102, an approval acceptance unit 103, a status determination unit 104a, a brightness determination unit 105, an external reporting control unit 106a, and a monitoring determination unit 107 as functional modules. The HCU10a is identical to the HCU10 of Embodiment 1, except that it includes a status determination unit 104a and an external reporting control unit 106a instead of the status determination unit 104a and the external reporting control unit 106a, and it includes a monitoring determination unit 107. This HCU10a also corresponds to a vehicle reporting control device. Furthermore, executing the processing of each functional module of the HCU10a via a computer is equivalent to executing a vehicle reporting control method.

[0139] The state determination unit 104a is the same as the state determination unit 104 in Embodiment 1, except that the determined autonomous driving associated state is different. Hereinafter, the differences from the state determination unit 104 in Embodiment 1 will be explained. The state determination unit 104a at least distinguishes between the autonomous driving associated state during automatic lane changing (i.e., automatic lane change) and during lane keeping operation (automatic lane keeping). In other words, the state determination unit 104a distinguishes between the implementation of LCA control and the implementation of LTC control.

[0140] The monitoring determination unit 107 determines whether the driver of the vehicle is conducting surrounding surveillance. The monitoring determination unit 107 can determine whether the driver is conducting surrounding surveillance based on the driver's facial orientation, line of sight, etc., detected by the in-car camera 21.

[0141] The external reporting control unit 106a is the same as the external reporting control unit 106 in Embodiment 1, except for some differences in processing. Hereinafter, the differences from the external reporting control unit 106 in Embodiment 1 will be explained. When the state determination unit 104a determines that the autonomous driving associated state is lane-keeping operation, the external reporting control unit 106a illuminates as an external report. In other words, when it is determined that LTC control is being executed, the external reporting control unit 106a illuminates as an external report (see [reference]). Figure 18 On the other hand, when the state determination unit 104a determines that the autonomous driving associated state is the implementation of automatic lane change, the external reporting control unit 106a flashes as an external report. In other words, when the external reporting control unit 106a determines that LCA control is being executed, it flashes as an external report (see reference). Figure 18 Therefore, it becomes easier to understand the difference between reporting lane-keeping and automatic lane-changing actions around the vehicle.

[0142] When the state determination unit 104a determines that the autonomous driving associated state is automatic lane change operation, the preferred external reporting control unit 106a flashes an external report at the same period as the flashing of the vehicle's turn signals. Therefore, the flashing period of the turn signals indicating lane change is the same as the flashing period indicating automatic lane change operation. This reduces the sense of incongruity compared to situations where the timing of flashing indicating similar content differs.

[0143] Here, using Figure 19 An example is given to make the flashing of the external report match the flashing cycle of the turn signal. Figure 19 The vertical axis represents the on / off state of the light emission. Figure 19 The horizontal axis represents time. Figure 19 TL indicates the flashing cycle of the turn signal. Figure 19 The OL indicates the flashing period of the external report. For example... Figure 19 As shown, the external reporting control unit 106a can make the flashing cycle of the external reporting signal match the flashing cycle of the turn signal.

[0144] When the state determination unit 104a determines that the automatic driving associated state is in the implementation of automatic lane change, the preferred external reporting control unit 106a reports externally differently depending on whether the monitoring determination unit 107 determines that the driver is performing surrounding monitoring or not. Therefore, during the implementation of automatic lane change, it is easier to understand whether the driver is performing surrounding monitoring.

[0145] The external reporting control unit 106a may not issue an external report if the state determination unit 104a determines that the automatic driving associated state is in the implementation of automatic lane changing, but the monitoring determination unit 107 determines that the driver is monitoring the surroundings. On the other hand, the external reporting control unit 106a may flash an external report if the state determination unit 104a determines that the automatic driving associated state is in the implementation of automatic lane changing, but the monitoring determination unit 107 determines that the driver is not monitoring the surroundings. Furthermore, assuming the vehicle is in the implementation of automatic lane changing, the turn signals, which function as directional indicators, flash.

[0146] Here, using Figure 20 This section illustrates an example of how, in the implementation of automatic lane changing, the external report changes based on whether or not the driver's surrounding surveillance is present. For example... Figure 20 As shown, when the external reporting control unit 106a is executing LCA control, it does not illuminate the external reporting light if the driver is performing surrounding monitoring. On the other hand, as... Figure 20As shown, when LCA control is in operation, the exterior reporting control unit 106a causes the exterior reporting light to flash if the driver is not monitoring the surroundings. Additionally, as... Figure 20 As shown, assuming the turn signal is under LCA control, it will flash regardless of whether the driver is monitoring the surroundings.

[0147] (Implementation Method 3)

[0148] The configuration is not limited to Embodiment 1, and may also be configured as in Embodiment 3 below. Hereinafter, an example of the configuration of Embodiment 3 will be described using figures.

[0149] <Brief Structure of System 1b for Vehicles>

[0150] Figure 21 The vehicle system 1b shown can be used in autonomous vehicles. For example... Figure 21 As shown, the vehicle system 1b includes an HCU 10b, a communication module 11, a locator 12, a map DB 13, a vehicle status sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, an automatic driving ECU 17, an in-vehicle prompting device 18, an external reporting device 19, and a user input device 20. The vehicle system 1b is identical to the vehicle system 1 of Embodiment 1, except that it includes an HCU 10b instead of an HCU 10. Vehicles using the vehicle system 1b are not necessarily limited to automobiles, but examples of its use in automobiles will be described below.

[0151] <Brief Structure of HCU10b>

[0152] Next, use Figure 22 Provide a brief description of the HCU10b structure. For example... Figure 22 As shown, the HCU10b controls the in-vehicle alert device 18 and the external reporting device 19, and includes an information acquisition unit 101, an in-vehicle alert control unit 102, an approval acceptance unit 103, a status determination unit 104b, a brightness determination unit 105, an external reporting control unit 106b, and a monitoring determination unit 107 as functional modules. The HCU10b is identical to the HCU10 of Embodiment 1, except that it includes a status determination unit 104b and an external reporting control unit 106b instead of the status determination unit 104b and the external reporting control unit 106b. This HCU10b also corresponds to a vehicle reporting control device. Furthermore, executing the processing of each functional module of the HCU10b via a computer is equivalent to executing a vehicle reporting control method.

[0153] The state determination unit 104b is the same as the state determination unit 104 in Embodiment 1, except that the determined autonomous driving associated state is different. Hereinafter, the differences from the state determination unit 104 in Embodiment 1 will be explained. The state determination unit 104b at least distinguishes whether autonomous driving without supervision is being performed on a general road or a highway, as the autonomous driving associated state. Here, "general road" can be further defined as a road for pedestrians and / or bicycles. The state determination unit 104b can determine whether autonomous driving without supervision is being performed on a general road or a highway by monitoring the autonomous driving ECU 17.

[0154] The preferred state determination unit 104b also distinguishes whether a pedestrian is detected, as a state associated with autonomous driving. Pedestrians include walking pedestrians (in other words, pedestrians), cyclists, etc. Pedestrians can also be configured not to be limited to those entering general roads. The state determination unit 104b can determine whether a pedestrian is detected by monitoring the autonomous driving ECU 17. In the autonomous driving ECU 17, for example, it can detect pedestrians within the sensing range of the peripheral monitoring sensor 15.

[0155] The external reporting control unit 106b is the same as the external reporting control unit 106 in Embodiment 1, except for some differences in processing. Hereinafter, the differences from the external reporting control unit 106 in Embodiment 1 will be explained. When the status determination unit 104b determines that unsupervised automatic driving is being implemented on a general road, the external reporting control unit 106b makes an external report by sound. In other words, it makes an external report by sound output from the sound output device 192. On the other hand, when the status determination unit 104b determines that unsupervised automatic driving is being implemented on a highway, the external reporting control unit 106b makes an external report by display or illumination. In other words, it makes an external report by display or illumination of the external display 191. Therefore, external reports suitable for locations where unsupervised automatic driving is implemented can be made. Specifically, as follows: On general roads where pedestrians are present, external reports to pedestrians can be made more easily by sound. On the other hand, on highways where there are no other vehicles, it is possible to provide external reports to other vehicles by displaying or illuminating them, rather than by making unnecessary external reports based on unwanted sounds.

[0156] The preferred vehicle exterior reporting control unit 106b, when the state determination unit 104b determines that autonomous driving without monitoring obligation is being implemented on a general road, and when it determines that a pedestrian has been detected, performs a voice-based vehicle exterior reporting. This reduces the waste of performing voice-based vehicle exterior reporting when no pedestrian has been detected.

[0157] Here, using Figure 23 This section illustrates an example of how changes in external reports occur depending on the implementation location of unsupervised autonomous driving. Unsupervised autonomous driving refers to automation levels of LV3 and above. For example... Figure 23 As shown, the external reporting control unit 106b, in the implementation of LV3 or higher automated driving on ordinary roads, detects pedestrians and issues external reporting via sound. On the other hand, as... Figure 23 As shown, the external reporting control unit 106b, when implementing LV3 or higher automated driving on ordinary roads, does not issue an external reporting signal if no pedestrian is detected. Furthermore, as... Figure 23 As shown, when the vehicle exterior reporting control unit 106b is implementing LV3 or higher autonomous driving on a highway, it makes vehicle exterior reports by displaying or illuminating the display.

[0158] (Implementation Method 4)

[0159] The configuration is not limited to Embodiment 1, and may also be configured as in Embodiment 4 below. Hereinafter, an example of the configuration of Embodiment 4 will be described using figures.

[0160] <Brief Structure of System 1c for Vehicles>

[0161] Figure 24 The vehicle system 1c shown can be used in autonomous vehicles. For example... Figure 24 As shown, the vehicle system 1c includes an HCU 10c, a communication module 11, a locator 12, a map DB 13, a vehicle status sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, an autonomous driving ECU 17c, an in-vehicle prompting device 18, an external reporting device 19, a user input device 20, and an in-cabin camera 21. The vehicle system 1c is identical to the vehicle system 1 of Embodiment 1, except that it includes an HCU 10c and an autonomous driving ECU 17c instead of an HCU 10 and an autonomous driving ECU 17, and that it includes an in-cabin camera 21. For example, the HCU 10c, communication module 11, locator 12, map DB 13, vehicle status sensor 14, surrounding monitoring sensor 15, vehicle control ECU 16, and autonomous driving ECU 17c can be configured to communicate with the in-vehicle LAN (see [reference]). Figure 24 The LAN connection. The vehicles using the vehicle system 1c are not necessarily limited to automobiles, but the following examples illustrate its use in automobiles.

[0162] The autonomous driving ECU 17c is identical to the autonomous driving ECU 17 in Embodiment 1, except that it functions as an emergency braking system. The autonomous driving ECU 17c is equivalent to an emergency braking system. Its function as an emergency braking system is to detect the driver's inability to drive, automatically perform a reverse maneuver, and activate the hazard warning lights and horn. The horn can be interpreted as a sounding device. The driver's inability to drive can be interpreted as an emergency braking state. An inability to drive can be a state where recovery to a drivable state is considered difficult, excluding a sleep state. The autonomous driving ECU 17c can detect the driver's inability to drive based on images of the driver captured by the in-cabin camera 21. The autonomous driving ECU 17c can detect the driver's inability to drive based on the driver's image by recognizing abnormalities such as distorted posture or rolling of the eyes. Furthermore, the autonomous driving ECU 17c can also detect the driver's inability to drive based on biometric information detected by biosensors. The autonomous driving ECU 17c controls the vehicle control ECU 16 to perform the reverse maneuver. The autonomous driving ECU 17c can automatically drive the vehicle to a specific area recommended as an emergency retreat location and then bring it to a stop as an evasive maneuver. Specific areas for highways can include service areas, emergency stopping lanes, etc. Specific areas for general roads can include roadside lanes.

[0163] <Brief Structure of HCU10c>

[0164] Next, use Figure 25 A brief description of the HCU10c structure is provided. For example... Figure 25 As shown, the HCU10c controls the in-vehicle alert device 18 and the external reporting device 19, and includes an information acquisition unit 101c, an in-vehicle alert control unit 102, an approval acceptance unit 103, a status determination unit 104c, a brightness determination unit 105, an external reporting control unit 106c, and a monitoring determination unit 107 as functional modules. The HCU10c is identical to the HCU10 in Embodiment 1, except that it replaces the information acquisition unit 101c, the status determination unit 104c, and the external reporting control unit 106c with the information acquisition unit 101c, the status determination unit 104c, and the external reporting control unit 106c. This HCU10c also corresponds to a vehicle reporting control device. Furthermore, executing the processing of each functional module of the HCU10c via a computer is equivalent to executing a vehicle reporting control method.

[0165] The information acquisition unit 101c is the same as the information acquisition unit 101 in Embodiment 1, except that some of the information acquired is different. Hereinafter, the differences from the information acquisition unit 101 in Embodiment 1 will be explained. The information acquisition unit 101c acquires information about the operating status of the emergency braking system function in the automatic driving ECU 17c.

[0166] The state determination unit 104c is the same as the state determination unit 104 in Embodiment 1, except that the determined autonomous driving associated state is different in some aspects. Hereinafter, the differences from the state determination unit 104 in Embodiment 1 will be explained. The state determination unit 104c distinguishes whether the autonomous driving ECU 17c performs a retreat action as an autonomous driving associated state. In other words, the state determination unit 104c distinguishes whether the emergency braking system performs a retreat action. The state determination unit 104c can distinguish whether the autonomous driving ECU 17c performs a retreat action based on the information obtained from the autonomous driving ECU 17c regarding the operation state of the emergency braking system function.

[0167] The external reporting control unit 106c is the same as the external reporting control unit 106 of Embodiment 1, except for a few differences in processing. Hereinafter, the differences from the external reporting control unit 106 of Embodiment 1 will be explained. When the state determination unit 104c determines that the emergency braking system has initiated a retreating action, the external reporting control unit 106c flashes the hazard warning lights and sounds the horn, and then reports the external situation. For example, the external reporting control unit 106c can report the external situation while the hazard warning lights are flashing and the horn is sounding. When the state determination unit 104c determines that the emergency braking system has initiated a retreating action, the external reporting control unit 106c can report the external situation in a manner different from the case where the state determination unit 104c does not determine that the emergency braking system has initiated a retreating action. Therefore, it is easier to understand the difference in reporting whether the emergency braking system has initiated a retreating action around the vehicle. As an example, the flashing and illumination of the lights can be used separately depending on whether the emergency braking system has initiated a retreating action in autonomous driving. In addition, the light color or display color can be used differently depending on whether the emergency braking system performs a evasive maneuver in autonomous driving. For example, a warning color can be used as the light color or display color when the emergency braking system performs an evasive maneuver.

[0168] Here, using Figure 26 An example is given to illustrate how changes in external reports occur depending on whether the emergency braking system initiates a evasive maneuver. For example... Figure 26As shown, the exterior reporting control unit 106c can, for example, illuminate a blue light as an exterior reporting signal if the emergency braking system does not initiate any avoidance action. Furthermore, it can be configured so that the exterior reporting signal is not illuminated when the vehicle is not in automatic driving mode. On the other hand, as... Figure 26 As shown, the external reporting control unit 106c can, for example, flash a red light as an external reporting signal when the emergency braking system is performing a retreat maneuver.

[0169] When the status determination unit 104c determines that the emergency braking system has initiated a retreat action, the preferred external reporting control unit 106c flashes an external report at the same frequency as the flashing of the hazard warning lights. The flashing of the hazard warning lights corresponds to the flashing of the left and right turn signals of the vehicle. Therefore, the flashing frequency of the hazard warning lights indicating an emergency is the same as the flashing frequency indicating the implementation of a retreat action. This reduces the sense of incongruity compared to situations where the timing of flashing signals indicating similar information differs.

[0170] Here, using Figure 27 An example is given to make the flashing of the exterior warning lights match the flashing cycle of the hazard warning lights. Figure 27 The vertical axis represents the on / off state of the light emission. Figure 27 The horizontal axis represents time. Figure 27 HL indicates the flashing cycle of the hazard warning light. Figure 27 The OL indicates the flashing period of the external report. For example... Figure 27 As shown, the external reporting control unit 106c can make the flashing cycle of the external reporting signal match the flashing cycle of the hazard warning light.

[0171] (Implementation Method 5)

[0172] Alternatively, it can be configured as an exterior display 191, illuminating the exterior of the vehicle for purposes other than reporting information related to autonomous driving, i.e., exterior reporting. In other words, it can also be configured to use existing lights for exterior reporting as well. Examples of existing lights include parking lights, turn signals, taillights, brake lights, backlights, license plate lights, and rear fog lights. Taillights can also double as brake lights. As for existing lights that also serve as exterior reporting lights, lights with a lower frequency of illumination for purposes other than exterior reporting are preferred. This is to prevent situations where exterior reporting cannot be performed at the required time. Examples of existing lights that also serve as exterior reporting lights include, for example, backlights, parking lights, license plate lights, and rear fog lights. Existing lights that also serve as exterior reporting lights can avoid confusion between exterior reporting and other purposes, for example, by using different hues of the light color.

[0173] (Implementation Method 6)

[0174] In embodiments 1 and 2, a configuration is shown that allows for external reporting via both the external display 191 and the audio output device 192, but this is not a limitation. For example, it may be configured so that external reporting can only be performed via the external display 191 of the external display 191 and the audio output device 192. Alternatively, it may be configured so that external reporting can only be performed via the audio output device 192 of the external display 191 and the audio output device 192.

[0175] (Implementation Method 7)

[0176] In embodiments 1 to 3, a configuration for reporting external vehicle conditions by emitting light is shown, but it is not necessarily limited to this. For example, it may be configured to report external vehicle conditions by displaying text or images on a display screen, display panel, etc., instead of emitting light.

[0177] (Implementation Method 8)

[0178] In embodiments 1 to 4, a configuration is shown that enables in-vehicle reporting via both the display 181 and the audio output device 182, but this is not necessarily the case. For example, it may be configured so that in-vehicle reporting can only be performed via the display 181 of the display 181 and the audio output device 182. Alternatively, it may be configured so that in-vehicle reporting can only be performed via the audio output device 182 of the display 181 and the audio output device 182.

[0179] (Implementation Method 9)

[0180] In embodiments 1 to 4, it is shown that HCUs 10, 10a, 10b, and 10c perform the functions of the status determination units 104, 104a, 104b, and 104c, the brightness determination unit 105, and the external reporting control units 106, 106a, 106b, and 106c, but this configuration is not necessarily limited to this. For example, the functions of the status determination units 104, 104a, 104b, and 104c, the brightness determination unit 105, and the external reporting control units 106, 106a, 106, and 106c may also be performed by ECUs other than HCUs 10, 10a, 10b, and 10c. As an example, the functions of the status determination units 104, 104a, 104b, and 104c, the brightness determination unit 105, and the external reporting control units 106, 106a, 106b, and 106c may also be performed by the autonomous driving ECUs 17, 17a, and 17c.

[0181] Furthermore, this disclosure is not limited to the embodiments described above, and various modifications can be made within the scope of the claims. Embodiments obtained by appropriately combining the technical units disclosed in different embodiments are also included within the technical scope of this disclosure. Additionally, the control unit and method described in this disclosure can be implemented using a dedicated computer configured to execute one or more functions embodied in a computer program. Alternatively, the apparatus and method described in this disclosure can be implemented using dedicated hardware logic circuits. Alternatively, the apparatus and method described in this disclosure can be implemented using one or more dedicated computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions executable by a computer on a non-transferable tangible recording medium readable by a computer.

[0182] (Publicly disclosed technical ideas)

[0183] This specification discloses several technical ideas described in the following list of items. Some items are described by selectively referencing a preceding item in a subsequent item in a multiple dependent form. Furthermore, some items are described by referring to another multiple dependent form of an item in a multiple dependent form. These items described in multiple dependent forms define several technical ideas.

[0184] (Technical Idea 1)

[0185] A vehicle reporting control device is provided, which can be used in a vehicle capable of autonomous driving and switching the degree of autonomous driving, i.e., the level of automation. The vehicle reporting control device comprises:

[0186] The state determination unit (104, 104a, 104b, 104c) determines the state of the vehicle related to the aforementioned autonomous driving, i.e., the autonomous driving associated state; and

[0187] The external reporting control unit (106, 106a, 106b, 106c) controls the external reporting devices (19, 191, 192), which report external information related to the aforementioned autonomous driving system.

[0188] The aforementioned external vehicle report control unit changes the type of external vehicle report based on the autonomous driving-related state determined by the aforementioned state determination unit.

[0189] (Technical Idea 2)

[0190] According to the vehicle reporting control device described in Technical Concept 1

[0191] The aforementioned vehicle reporting control device can be used in vehicles that are capable of performing automated driving at different levels of automation under different permitting conditions, wherein the permitting conditions are the conditions under which automated driving is permitted.

[0192] The aforementioned state determination unit at least distinguishes between the aforementioned autonomous driving processes with different permission conditions, and uses these as the aforementioned autonomous driving associated states.

[0193] The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting in the aforementioned autonomous driving with different permitted conditions.

[0194] (Technical Idea 3)

[0195] According to the vehicle reporting control device described in Technical Concept 2

[0196] The aforementioned vehicle reporting control device can be used in vehicles that are capable of performing area-limited autonomous driving and traffic congestion-limited autonomous driving, with different levels of automation for the aforementioned permission conditions. In the area-limited autonomous driving, autonomous driving is permitted within a limited area without the driver's monitoring obligation. In the traffic congestion-limited autonomous driving, autonomous driving is permitted only during traffic congestion without the driver's monitoring obligation.

[0197] The aforementioned state determination unit shall at least distinguish whether the aforementioned area-restricted autonomous driving is in progress or the aforementioned traffic congestion-restricted autonomous driving is in progress, and use this as the aforementioned autonomous driving associated state.

[0198] Based on the autonomous driving associated state determined by the state determination unit, the aforementioned external vehicle reporting control unit changes the type of external vehicle report in the aforementioned area-limited autonomous driving and the aforementioned traffic congestion-limited autonomous driving.

[0199] (Technical Idea 4)

[0200] According to technical concept 2 or 3, the vehicle reporting control device

[0201] The aforementioned state determination unit determines the duration of the automated driving for an automation level whose duration can be predicted, and uses this duration as the associated state of the automated driving. The duration is the length of distance or time that the automated driving can continue.

[0202] The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting based on the duration of the aforementioned autonomous driving, which is capable of predicting the aforementioned duration of the aforementioned duration.

[0203] (Technical Idea 5)

[0204] The vehicle reporting control device described in any of the technical concepts 1 to 4

[0205] The aforementioned state determination unit determines the automation level of the aforementioned vehicle as the aforementioned autonomous driving associated state.

[0206] The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting according to the aforementioned vehicle's level of automation.

[0207] (Technical Idea 6)

[0208] According to the vehicle reporting control device described in Technical Concept 5

[0209] The aforementioned external reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external report based on whether the vehicle's automation level is equivalent to an autonomous driving level with a monitoring obligation or an autonomous driving level without a monitoring obligation.

[0210] (Technical Idea 7)

[0211] The vehicle reporting control device described in any one of technical concepts 1 to 6

[0212] The aforementioned state determination unit determines the change in the vehicle's automation level as the aforementioned autonomous driving associated state.

[0213] The aforementioned external vehicle reporting control unit uses the aforementioned automated driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting according to the magnitude of the change in the vehicle's automation level.

[0214] (Technical Idea 8)

[0215] The vehicle reporting control device described in any of the technical concepts 1 to 7

[0216] The aforementioned state determination unit determines the change in the vehicle's automation level as the aforementioned autonomous driving associated state.

[0217] The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle report based on whether the vehicle's automation level is increasing or decreasing.

[0218] (Technical Idea 9)

[0219] According to any one of the technical concepts 1 to 8, a vehicle reporting control device is described.

[0220] The aforementioned exterior reporting device (191) reports the exterior at least by emitting light, and includes flashing light as one of the methods of reporting the exterior.

[0221] When the aforementioned external reporting control unit makes the external reporting by flashing light, it makes the external reporting flash at a different cycle than the flashing of the vehicle's turn signals.

[0222] (Technical Idea 10)

[0223] Vehicle reporting control device as described in any of technical concepts 1 to 9

[0224] The aforementioned external reporting device (191) performs the aforementioned external reporting at least through a display.

[0225] The aforementioned vehicle reporting control device includes a brightness determination unit (105) for determining the brightness of the area surrounding the vehicle.

[0226] The exterior reporting control unit increases the brightness of the exterior report based on the increase in the brightness around the vehicle determined by the brightness determination unit, and decreases the brightness of the exterior report based on the decrease in the brightness around the vehicle determined by the brightness determination unit.

[0227] (Technical Idea 11)

[0228] According to any one of the technical concepts 1 to 10, a vehicle reporting control device is described.

[0229] The aforementioned vehicle reporting control device includes an in-vehicle reporting control unit (102) that controls in-vehicle reporting devices (18, 181, 182). The in-vehicle reporting devices make in-vehicle reports facing the passenger compartment of the vehicle. The in-vehicle reports indicate that the aforementioned external reporting is in progress.

[0230] (Technical Idea 12)

[0231] According to the vehicle reporting control device described in Technical Concept 11

[0232] The aforementioned external reporting device (191) performs the aforementioned external reporting at least through a display.

[0233] The aforementioned in-vehicle reporting device (181) displays at least an image representing the aforementioned vehicle.

[0234] The aforementioned in-vehicle reporting control unit performs the in-vehicle reporting by displaying the same area in the image of the vehicle displayed by the in-vehicle reporting device as the external reporting device makes the external reporting, in the same way as the external reporting.

[0235] (Technical Idea 13)

[0236] According to any one of the technical concepts 1 to 12, a vehicle reporting control device is described.

[0237] The aforementioned vehicle exterior reporting device (191) makes the aforementioned vehicle exterior reporting by emitting light.

[0238] (Technical Idea 14)

[0239] The vehicle reporting control device described in any of the technical concepts 1 to 13

[0240] The aforementioned vehicle reporting control device can be used in vehicles capable of automatically maintaining lane keeping and automatically changing lanes, as described above for automated driving.

[0241] The aforementioned external reporting device (191) makes the external reporting at least by emitting light.

[0242] The aforementioned state determination unit (104a) at least distinguishes between whether automatic lane changing is being implemented or lane-keeping operation is being implemented, as the aforementioned automatic driving associated state. The automatic lane changing is an automatic lane change, and in the lane-keeping operation, lane-keeping is automatically maintained.

[0243] When the state determination unit determines that the autonomous driving associated state is the implementation of lane keeping, the aforementioned external reporting control unit (106a) illuminates the light as an external reporting signal. On the other hand, when the state determination unit determines that the autonomous driving associated state is the implementation of automatic lane changing, the light flashes as an external reporting signal.

[0244] (Technical Idea 15)

[0245] According to the vehicle reporting control device described in Technical Concept 14

[0246] When the state determination unit determines that the automatic driving associated state is the implementation of automatic lane change, the aforementioned external reporting control unit flashes the aforementioned external report at the same cycle as the flashing of the vehicle's turn signals.

[0247] (Technical Idea 16)

[0248] The vehicle reporting control device described in technical concept 14 or 15

[0249] The monitoring determination unit (107) is equipped with a function to determine whether the driver of the aforementioned vehicle is conducting surrounding surveillance.

[0250] When the aforementioned external reporting control unit determines, by the aforementioned state determination unit, that the aforementioned automatic driving associated state is the implementation of the aforementioned automatic lane change, the aforementioned external reporting control unit determines, based on whether the aforementioned monitoring determination unit determines that the aforementioned driver is performing surrounding monitoring or determines that the aforementioned driver is not performing surrounding monitoring, that the aforementioned external reporting control unit will perform the aforementioned external reporting in a different manner.

[0251] (Technical Idea 17)

[0252] According to the vehicle reporting control device described in Technical Concept 16

[0253] When the state determination unit determines that the automatic driving associated state is the implementation of automatic lane change, the aforementioned external reporting control unit will not perform the aforementioned external reporting if the monitoring determination unit determines that the driver is performing surrounding monitoring. On the other hand, when the monitoring determination unit determines that the driver is not performing surrounding monitoring, the aforementioned flashing will be performed as the aforementioned external reporting.

[0254] (Technical Idea 18)

[0255] The vehicle reporting control device described in any of the technical concepts 1 to 17

[0256] The aforementioned vehicle reporting control device can be used in vehicles that are capable of autonomous driving without a monitoring obligation, wherein the aforementioned autonomous driving without a monitoring obligation is an autonomous driving system in which the driver of the aforementioned vehicle has no obligation to monitor the surrounding environment.

[0257] The aforementioned state determination unit (104b) at least distinguishes whether the aforementioned unsupervised autonomous driving is being carried out on a general road or on a highway, and uses this as the aforementioned autonomous driving associated state.

[0258] When the aforementioned external reporting control unit (106b) determines that the aforementioned unsupervised autonomous driving is being carried out on a general road, it makes the aforementioned external reporting by sound. On the other hand, when the aforementioned state determination unit determines that the aforementioned unsupervised autonomous driving is being carried out on a highway, it makes the aforementioned external reporting by display or light.

[0259] (Technical Idea 19)

[0260] According to the vehicle reporting control device described in Technical Concept 18

[0261] The aforementioned state determination unit also distinguishes whether a passerby has been detected, and uses this as the aforementioned autonomous driving associated state.

[0262] When the aforementioned external reporting control unit determines, by the aforementioned state determination unit, that the aforementioned unsupervised autonomous driving is being carried out on a general road, and when it determines that the aforementioned pedestrian has been detected, the aforementioned external reporting unit makes the aforementioned voice-based external reporting.

[0263] (Technical Idea 20)

[0264] According to any one of the technical concepts 1 to 19, a vehicle reporting control device is described.

[0265] The aforementioned vehicle reporting control device can be used in vehicles employing an emergency braking system that, upon detecting that the driver of the vehicle is incapacitated, automatically initiates a evasive maneuver, flashes hazard warning lights, and sounds the horn.

[0266] The aforementioned state determination unit (104c) also distinguishes whether the aforementioned emergency braking system causes the aforementioned avoidance action to be performed, and uses this as the aforementioned automatic driving associated state.

[0267] When the status determination unit determines that the emergency braking system is causing the aforementioned evasive action, the aforementioned external reporting control unit (106c) flashes the aforementioned hazard warning lights and sounds the aforementioned horn, and also reports the aforementioned external situation.

[0268] (Technical Idea 21)

[0269] According to the vehicle reporting control device described in Technical Concept 20

[0270] The aforementioned external reporting device (191) makes the external reporting at least by emitting light.

[0271] When the status determination unit determines that the emergency braking system is causing the aforementioned evasive action, the aforementioned external reporting control unit flashes the aforementioned external report at the same cycle as the flashing of the aforementioned hazard warning light.

[0272] (Technical Idea 22)

[0273] A vehicle reporting control method is provided, which is a vehicle reporting control method that can be used in a vehicle capable of autonomous driving and switching the degree of autonomous driving, i.e., the level of automation.

[0274] The above-mentioned vehicle reporting control method includes the following steps performed by at least one processor:

[0275] The state determination process determines the state of the vehicle related to the aforementioned autonomous driving, i.e., the autonomous driving-related state; and

[0276] The external reporting control process controls the external reporting devices (19, 191, 192) to make external reports to the outside of the vehicle. These external reports are information related to the aforementioned autonomous driving.

[0277] In the aforementioned vehicle-external reporting control process, the type of the aforementioned vehicle-external report is changed based on the aforementioned autonomous driving associated state determined in the aforementioned state determination process.

Claims

1. A reporting control device for a vehicle, which is a reporting control device for a vehicle that is capable of being used in a vehicle, the vehicle being capable of automatic driving and capable of switching a degree of the automatic driving, that is, an automation level, wherein, The aforementioned vehicle reporting control device includes: The state determination unit determines the state of the vehicle related to the aforementioned autonomous driving, i.e., the autonomous driving-related state; and The external reporting control unit controls the external reporting device to make external reports to the outside of the vehicle, the external reports being reports of information related to the aforementioned autonomous driving. The aforementioned external vehicle reporting control unit changes the type of the external vehicle report based on the autonomous driving-related state determined by the aforementioned state determination unit. The aforementioned vehicle reporting control device can be used in vehicles that are capable of performing automated driving at different levels of automation under different permitting conditions, wherein the permitting conditions are the conditions under which automated driving is permitted. The aforementioned state determination unit at least distinguishes between the aforementioned autonomous driving processes with different permission conditions, and uses these as the aforementioned autonomous driving associated states. The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving-related state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting in the aforementioned autonomous driving with different permission conditions. The aforementioned state determination unit determines the duration of the automated driving for an automation level whose duration can be predicted, and uses this duration as the associated state of the automated driving. The duration is the length of distance or time that the automated driving can continue. The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting based on the duration of the aforementioned autonomous driving, which is capable of predicting the aforementioned duration of the aforementioned duration.

2. The vehicle reporting control device according to claim 1, wherein, The aforementioned vehicle reporting control device can be used in vehicles that are capable of performing area-limited autonomous driving and traffic congestion-limited autonomous driving, with different levels of automation for the aforementioned permission conditions. In the area-limited autonomous driving, autonomous driving is permitted within a limited area without the driver's monitoring obligation. In the traffic congestion-limited autonomous driving, autonomous driving is permitted only during traffic congestion without the driver's monitoring obligation. The aforementioned state determination unit shall at least distinguish whether the aforementioned area-restricted autonomous driving is in progress or the aforementioned traffic congestion-restricted autonomous driving is in progress, and use this as the aforementioned autonomous driving associated state. Based on the autonomous driving associated state determined by the state determination unit, the aforementioned external vehicle reporting control unit changes the type of external vehicle report in the aforementioned area-limited autonomous driving and the aforementioned traffic congestion-limited autonomous driving.

3. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned state determination unit determines the automation level of the aforementioned vehicle as the aforementioned autonomous driving associated state. The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting according to the aforementioned vehicle's automation level.

4. The vehicle reporting control device according to claim 3, wherein, The aforementioned external reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external report based on whether the vehicle's automation level is equivalent to an autonomous driving level with a monitoring obligation or an autonomous driving level without a monitoring obligation.

5. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned state determination unit determines the change in the vehicle's automation level as the aforementioned autonomous driving associated state. The aforementioned external vehicle reporting control unit uses the aforementioned automated driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle reporting according to the magnitude of the change in the vehicle's automation level.

6. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned state determination unit determines the change in the vehicle's automation level as the aforementioned autonomous driving associated state. The aforementioned external vehicle reporting control unit uses the aforementioned autonomous driving associated state determined by the aforementioned state determination unit to change the type of the aforementioned external vehicle report based on whether the vehicle's automation level is increasing or decreasing.

7. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned vehicle exterior reporting device reports the exterior of the vehicle at least by emitting light, and includes flashing light as one of the methods of reporting the exterior of the vehicle. When the aforementioned external reporting control unit makes the external reporting by flashing light, it makes the external reporting flash at a different cycle than the flashing of the vehicle's turn signals.

8. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned external vehicle reporting device performs the aforementioned external vehicle reporting at least through a display. The aforementioned vehicle reporting control device includes a brightness determination unit for determining the brightness of the area surrounding the vehicle. The exterior reporting control unit increases the brightness of the exterior report based on the increase in the brightness around the vehicle determined by the brightness determination unit, and decreases the brightness of the exterior report based on the decrease in the brightness around the vehicle determined by the brightness determination unit.

9. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned vehicle reporting control device includes an in-vehicle reporting control unit that controls the in-vehicle reporting device. The in-vehicle reporting device makes in-vehicle reports facing the passenger compartment of the vehicle, and the in-vehicle reports indicate that the aforementioned external reporting is in progress.

10. The vehicle reporting control device according to claim 9, wherein, The aforementioned external vehicle reporting device performs the aforementioned external vehicle reporting at least through a display. The aforementioned in-vehicle reporting device displays at least an image representing the aforementioned vehicle. The aforementioned in-vehicle reporting control unit performs the in-vehicle reporting by displaying the same area in the image of the vehicle displayed by the in-vehicle reporting device as the external reporting device makes the external reporting, in the same way as the external reporting.

11. The vehicle reporting control device according to claim 1 or 2, wherein, The aforementioned vehicle exterior reporting device makes the aforementioned vehicle exterior reporting by emitting light.

12. The vehicle reporting control device according to claim 1, wherein, The aforementioned vehicle reporting control device can be used in vehicles capable of automatically maintaining lane keeping and automatically changing lanes, as described above for automated driving. The aforementioned external reporting device makes external reporting at least by emitting light. The aforementioned state determination unit at least distinguishes between the implementation of automatic lane changing and the implementation of lane keeping, as the aforementioned autonomous driving associated state. The automatic lane changing is an automatic lane change, while the lane keeping operation automatically maintains lane keeping. When the state determination unit determines that the autonomous driving associated state is the implementation of lane keeping, the aforementioned external reporting control unit illuminates the light as an external reporting signal. On the other hand, when the state determination unit determines that the autonomous driving associated state is the implementation of automatic lane changing, the light flashes as an external reporting signal.

13. The vehicle reporting control device according to claim 12, wherein, When the state determination unit determines that the automatic driving associated state is the implementation of automatic lane change, the aforementioned external reporting control unit flashes the aforementioned external report at the same cycle as the flashing of the vehicle's turn signals.

14. The vehicle reporting control device according to claim 12, wherein, The system is equipped with a surveillance determination unit that can determine whether the driver of the aforementioned vehicle is conducting surrounding surveillance. When the aforementioned external reporting control unit determines, by the aforementioned state determination unit, that the aforementioned automatic driving associated state is the implementation of the aforementioned automatic lane change, the aforementioned external reporting control unit determines, based on whether the aforementioned monitoring determination unit determines that the aforementioned driver is performing surrounding monitoring or determines that the aforementioned driver is not performing surrounding monitoring, that the aforementioned external reporting control unit will perform the aforementioned external reporting in a different manner.

15. The vehicle reporting control device according to claim 14, wherein, When the state determination unit determines that the automatic driving associated state is the implementation of automatic lane change, the aforementioned external reporting control unit will not perform the aforementioned external reporting if the monitoring determination unit determines that the driver is performing surrounding monitoring. On the other hand, when the monitoring determination unit determines that the driver is not performing surrounding monitoring, the aforementioned flashing will be performed as the aforementioned external reporting.

16. The vehicle reporting control device according to claim 1, wherein, The aforementioned vehicle reporting control device can be used in vehicles that are capable of autonomous driving without a monitoring obligation, wherein the aforementioned autonomous driving without a monitoring obligation is an autonomous driving system in which the driver of the aforementioned vehicle has no obligation to monitor the surrounding environment. The aforementioned state determination unit at least distinguishes whether the aforementioned unsupervised autonomous driving is being carried out on a regular road or on a highway, and uses this as the aforementioned autonomous driving associated state. When the aforementioned external reporting control unit determines, by the aforementioned state determination unit, that the aforementioned unsupervised autonomous driving is being carried out on a general road, it makes the aforementioned external reporting through sound. On the other hand, when the aforementioned state determination unit determines, that the aforementioned unsupervised autonomous driving is being carried out on a highway, it makes the aforementioned external reporting through display or light.

17. The vehicle reporting control device according to claim 16, wherein, The aforementioned state determination unit also distinguishes whether a passerby has been detected, and uses this as the aforementioned autonomous driving associated state. When the aforementioned external reporting control unit determines, by the aforementioned state determination unit, that the aforementioned unsupervised autonomous driving is being carried out on a general road, and when it determines that the aforementioned pedestrian has been detected, the aforementioned external reporting unit makes the aforementioned voice-based external reporting.

18. The vehicle reporting control device according to claim 1, wherein, The aforementioned vehicle reporting control device can be used in vehicles employing an emergency braking system that, upon detecting that the driver of the vehicle is incapacitated, automatically initiates a evasive maneuver, flashes hazard warning lights, and sounds the horn. The aforementioned state determination unit also distinguishes whether the aforementioned emergency braking system causes the aforementioned evasive action to be performed, as a condition associated with the aforementioned automatic driving system. When the status determination unit determines that the emergency braking system is causing the aforementioned evasive action, the aforementioned external reporting control unit flashes the aforementioned hazard warning lights and sounds the aforementioned horn, and also issues the aforementioned external report.

19. The vehicle reporting control device according to claim 18, wherein, The aforementioned external reporting device makes external reporting at least by emitting light. When the status determination unit determines that the emergency braking system is causing the aforementioned evasive action, the aforementioned external reporting control unit flashes the aforementioned external report at the same cycle as the flashing of the aforementioned hazard warning light.

20. A vehicle reporting control method, which is a vehicle reporting control method that can be used in a vehicle, wherein the vehicle is capable of autonomous driving and can switch the degree of autonomous driving, i.e., the level of automation, wherein... The above-mentioned vehicle reporting control method includes the following steps performed by at least one processor: The state determination process determines the state of the vehicle related to the aforementioned autonomous driving, i.e., the autonomous driving-related state; and The external reporting control process controls an external reporting device to make external reports to the outside of the vehicle, the external reports being reports of information related to the aforementioned autonomous driving. In the aforementioned external vehicle report control process, the type of external vehicle report is changed based on the autonomous driving-related state determined in the aforementioned state determination process. The aforementioned vehicle report control method can be used in vehicles that are capable of autonomous driving at different levels of automation under permissible conditions, where the permissible conditions are those conditions under which autonomous driving is permitted. In the above-described state determination process, at least the autonomous driving processes with different permission conditions are identified as the associated states of the autonomous driving processes. In the aforementioned external vehicle report control process, the autonomous driving associated state determined through the aforementioned state determination process is used to change the type of external vehicle report in autonomous driving processes with different permission conditions. In the aforementioned state determination process, for the automated driving system of a level whose duration can be predicted, the duration is determined as the associated state of the automated driving system. The duration is the length of distance or time that the automated driving system can sustain. In the aforementioned vehicle exterior reporting control process, the aforementioned autonomous driving associated state determined through the aforementioned state determination process is used to change the type of the aforementioned vehicle exterior report based on the duration of the aforementioned autonomous driving, which is capable of predicting the aforementioned duration of the aforementioned duration.

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