Vehicle control device and vehicle control method

Abstract

The invention relates to a vehicle control device and a vehicle control method. An automatic driving ECU (10) that can be used in a vehicle that is capable of automatic driving that assists both steering and acceleration / deceleration from the start of starting is provided with: a start-time state identification unit (104) that identifies a start-time state that is a state pertaining to automatic driving that starts at the start of starting; and a notification processing unit (151) that causes a notification to be performed from a notification device that notifies an occupant of the vehicle, and that causes the notification processing unit (151) to change the content of the notification performed from the notification device in accordance with the starting state specified by the starting state specifying unit (104).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on patent application No. 2023-32171 filed in Japan on March 2, 2023, and the contents of the basic application are cited in their entirety by reference. Technical Field

[0003] The present disclosure relates to a vehicle control device and a vehicle control method. Background Art

[0004] For example, Patent Document 1 discloses a technology for switching between manual and automatic driving in a vehicle equipped with an automatic driving function. Patent Document 1 discloses a technology for starting the automatic driving function by detecting a driver's switching operation to automatic driving in an area where automatic driving is possible.

[0005] Patent Document 1: International Publication No. 2017 / 154396

[0006] Patent Document 1 assumes a transition from manual driving to automatic driving, but there is also the possibility of automatic driving from the moment the vehicle starts. Even in such a situation where automatic driving is performed from the moment the vehicle starts, there is a demand for improved convenience for the occupants. Summary of the Invention

[0007] An object of the present disclosure is to provide a vehicle control device and a vehicle control method that can improve the convenience for passengers when the vehicle is driven automatically while the passengers are in the vehicle.

[0008] The above-mentioned object is achieved by the combination of features recited in the independent claims. Furthermore, subordinate claims provide for more advantageous specific examples of the disclosure. Reference numerals within parentheses in the claims indicate their correspondence with specific elements described in the embodiments described later as a technical solution and do not limit the technical scope of the present disclosure.

[0009] In order to achieve the above-mentioned purpose, the vehicle control device disclosed in the present invention can be used in a vehicle, which can start automatic driving from the start, and the automatic driving assists both steering manipulation and acceleration and deceleration. The above-mentioned vehicle control device includes: a starting state determination unit, which determines the starting state, wherein the starting state is a state related to the automatic driving started at the start; and a reporting processing unit, which enables reporting from a reporting device, wherein the reporting device reports to the occupants of the vehicle, and the reporting processing unit changes the content of the report from the reporting device according to the starting state determined by the starting state determination unit.

[0010] In order to achieve the above-mentioned purpose, the vehicle control method disclosed in the present invention can be used in a vehicle, which can start automatic driving from the start, and the automatic driving assists steering manipulation and acceleration and deceleration. The above-mentioned vehicle control method includes the following processes executed by at least one processor: a starting state determination process, which determines the starting state, wherein the starting state is a state related to the automatic driving started at the start; and a reporting processing process, which enables reporting from a reporting device, wherein the reporting device reports to the occupants of the vehicle. In the reporting processing process, the content of the report from the reporting device is changed according to the starting state determined by the starting state determination process.

[0011] The above configuration enables a report related to the state of autonomous driving initiated at the start of a vehicle capable of assisting both steering and acceleration / deceleration from the moment of departure. This allows for a report useful to passengers based on the state of autonomous driving initiated at the start of the vehicle. This improves passenger convenience when the vehicle is operating under autonomous driving from the moment the passenger is aboard. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a diagram showing an example of a schematic configuration of a vehicle system in the first embodiment.

[0013] Figure 2 This is a diagram showing an example of a schematic structure of the automatic driving ECU in embodiment 1.

[0014] Figure 3 This is a flowchart showing an example of the flow of start-up related processing in the automatic driving ECU in the first embodiment.

[0015] Figure 4 This is a flowchart showing an example of a process flow when starting is required in the automatic driving ECU in the first embodiment.

[0016] Figure 5 This is a flowchart showing an example of a process flow when starting is not required in the automatic driving ECU in the first embodiment.

[0017] Figure 6 This is a flowchart showing an example of the flow of last-mile related processing in the autonomous driving ECU in the first embodiment.

[0018] Figure 7 This is a diagram showing an example of a schematic configuration of a vehicle system in the second embodiment.

[0019] Figure 8This is a diagram showing an example of a schematic structure of the automatic driving ECU in Implementation Example 2. DETAILED DESCRIPTION

[0020] The following describes various embodiments of the present invention with reference to the accompanying drawings. For ease of explanation, components having the same functions as those shown in the drawings used in the previous descriptions are denoted by the same reference numerals across the various embodiments, and their descriptions may be omitted. For components denoted by the same reference numerals, reference can be made to the descriptions of other embodiments.

[0021] (Implementation 1)

[0022] <Schematic Configuration of Vehicle System 1>

[0023] Hereinafter, Embodiment 1 of the present disclosure will be described with reference to the drawings. Figure 1 The vehicle system 1 shown can be used in a vehicle capable of autonomous driving (hereinafter referred to as an autonomous driving vehicle). Figure 1 As shown, the vehicle system 1 includes an autonomous driving ECU 10, a communication module 11, a positioner 12, a map database (hereinafter referred to as map DB) 13, a vehicle state sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, a reporting device 17, an indoor camera 18, a user input device 19, and an HCU (Human Machine Interface Control Unit) 20. For example, the autonomous driving ECU 10, the communication module 11, the positioner 12, the map DB 13, the vehicle state sensor 14, the surrounding monitoring sensor 15, the vehicle control ECU 16, and the HCU 20 are configured to be connected to the in-vehicle LAN (see Figure 1 The vehicle using the vehicle system 1 is not necessarily limited to an automobile, and the following description will take the case of using the vehicle as an example.

[0024] There are multiple levels of autonomous driving (hereinafter referred to as automation levels) for autonomous vehicles, as defined by the SAE, for example. The automation levels are classified into, for example, LV0 to LV5 as follows.

[0025] Level 0 is the level at which the system does not intervene and the driver performs all driving tasks. Driving tasks can also be referred to as dynamic driving tasks. Driving tasks include steering, acceleration and deceleration, and surrounding monitoring. Level 0 corresponds to so-called manual driving. Level 1 is the level at which the system assists with either steering or acceleration and deceleration. Level 1 corresponds to so-called driving assistance. Level 2 is the level at which the system assists with both steering and acceleration and deceleration. Level 2 corresponds to so-called partial driving automation. In addition, levels 1 and 2 are all part of autonomous driving.

[0026] For example, LV1-2 autonomous driving is an autonomous driving in which the driver has a monitoring obligation (hereinafter referred to as monitoring obligation) for safe driving. In other words, it is equivalent to autonomous driving with a monitoring obligation. In addition, driving at LV0-LV2 is equivalent to driving with a monitoring obligation. As a monitoring obligation, there is peripheral monitoring based on visual observation. LV1-2 autonomous driving can be said to be autonomous driving that does not allow the second task. The second task refers to a behavior other than driving permitted by the driver and is a specific behavior specified in advance. The second task can also be said to be a second activity, other activities, etc. The second task does not prevent the driver from responding to a request to take over the driving operation from the autonomous driving system. As an example, the second task is assumed to include watching and listening to content such as dynamic images, operating a smartphone, etc., reading, eating, etc.

[0027] LV3 autonomous driving is a level at which the system can perform all driving tasks under specific conditions, and the driver performs driving operations in emergencies. In LV3 autonomous driving, when there is a request for driving alternation from the system, the driver is required to respond quickly. This driving alternation can also be said to be the transfer of the obligation to monitor the surrounding area from the vehicle-side system to the driver. LV3 is equivalent to so-called conditional driving automation. LV4 autonomous driving is a level at which the system can perform all driving tasks except for specific conditions such as roads and extreme environments that cannot be handled. LV4 is equivalent to so-called advanced driving automation. LV5 autonomous driving is a level at which the system can perform all driving tasks in all environments. LV5 is equivalent to so-called full driving automation. LV4 and LV5 autonomous driving can be implemented, for example, in driving areas where high-precision map data is provided. High-precision map data will be described later.

[0028] For example, autonomous driving above LV3 is autonomous driving in which the driver has no monitoring obligation. In other words, it is equivalent to autonomous driving without monitoring obligation. Autonomous driving above LV3 can be alternatively referred to as autonomous driving that allows a second task. For example, autonomous driving above LV4 is autonomous driving that allows the driver to sleep. In other words, it is equivalent to autonomous driving that allows sleep. The autonomous driving vehicle of this embodiment is, for example, capable of switching automation levels. The automation level can also be configured to be switchable only between some levels of LV0 to 5. In this embodiment, the autonomous driving vehicle is at least a vehicle that can implement autonomous driving above LV2 from the start. The start refers to the time when the autonomous driving vehicle starts without any passengers.

[0029] The communication module 11 transmits and receives information to and from a center outside the vehicle via wireless communication. In other words, wide-area communication is performed. The communication module 11 receives traffic congestion information, etc. from the center using wide-area communication. The communication module 11 can also transmit and receive information to and from other vehicles via wireless communication. In other words, vehicle-to-vehicle communication is also possible. The communication module 11 can also transmit and receive information to and from a roadside device installed on the roadside via wireless communication. In other words, road-to-vehicle communication is also possible. When performing road-to-vehicle communication, the communication module 11 can also receive information about surrounding vehicles sent from surrounding vehicles of the vehicle via the roadside device. In addition, the communication module 11 can also receive information about surrounding vehicles sent from surrounding vehicles of the vehicle via the center using wide-area communication.

[0030] The locator 12 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from a plurality of positioning satellites. The inertial sensor includes, for example, a gyroscope sensor and an acceleration sensor. The locator 12 sequentially locates the vehicle position of the vehicle (hereinafter referred to as the vehicle position) by combining the positioning signal received by the GNSS receiver with the measurement results of the inertial sensor. The vehicle position can be represented by coordinates of latitude and longitude, for example. In addition, in locating the vehicle position, it is also possible to use the travel distance obtained by sequentially using the signals output from the vehicle speed sensor mounted on the vehicle.

[0031] The map DB 13 is a non-volatile memory that stores high-precision map data. High-precision map data is map data with higher precision than the map data used for route guidance in the navigation function. The high-precision map data includes information that can be used for autonomous driving, such as the three-dimensional shape information of the road, the number of lanes, and information indicating the allowed direction of travel for each lane. In addition, the high-precision map data may also include information about nodes indicating the positions of both ends of road markings such as dividing lines. The map DB 13 may also store map data used for route guidance. In addition, the locator 12 may also be configured to use the three-dimensional shape information of the road instead of the GNSS receiver. For example, the locator 12 may also be configured to use the three-dimensional shape information of the road and the detection results of the surrounding monitoring sensor 15 to determine the position of the vehicle. The three-dimensional shape information of the road may also be generated by REM (Road Experience Management) based on the captured image.

[0032] Alternatively, map data distributed from an external server may be received via the communication module 11 using wide area communication and stored in the map DB 13. In this case, the map DB 13 may be configured as a volatile memory, and the communication module 11 may sequentially acquire map data for an area corresponding to the vehicle's position.

[0033] The vehicle state sensor 14 is a sensor group used to detect various vehicle states. Examples of the vehicle state sensor 14 include a vehicle speed sensor, an accelerator travel sensor, and a seatbelt sensor. The vehicle speed sensor detects the vehicle's speed. The accelerator travel sensor detects the amount the accelerator pedal is depressed. The seatbelt sensor outputs a signal corresponding to the occupant's seatbelt wearing status. In other words, the seatbelt sensor detects whether the occupant is wearing a seatbelt. The vehicle state sensor 14 outputs the detected sensor information to the in-vehicle LAN. Alternatively, the sensor information detected by the vehicle state sensor 14 can be output to the in-vehicle LAN via an ECU installed in the vehicle.

[0034] The perimeter monitoring sensor 15 monitors the surrounding environment of the vehicle. As an example, the perimeter monitoring sensor 15 detects obstacles around the vehicle, such as moving objects such as pedestrians and other vehicles, and stationary objects such as fallen objects on the road. In addition, it detects road markings such as driving demarcation lines around the vehicle. The perimeter monitoring sensor 15 is, for example, a perimeter monitoring camera that captures images of a specified range around the vehicle, or a detection wave sensor that sends detection waves to a specified range around the vehicle. Examples of detection wave sensors include millimeter wave radar, sonar, LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging: laser radar), etc. The specified range may also be a range that at least partially includes the front, back, left, and right sides of the vehicle. The perimeter monitoring camera sequentially outputs the captured images as sensing detection information to the autonomous driving ECU 10. The detection wave sensor sequentially outputs the scanning results based on the received signal obtained when receiving the reflected wave reflected by the obstacle as sensing detection information to the autonomous driving ECU 10.

[0035] The vehicle control ECU 16 is an electronic control unit that controls the vehicle's driving. Examples of driving control include acceleration and deceleration control and / or steering control. Examples of the vehicle control ECU 16 include a steering ECU that controls steering, a power unit control ECU that controls acceleration and deceleration, and a brake ECU. The vehicle control ECU 16 controls driving by outputting control signals to various driving control devices installed in the vehicle. Examples of driving control devices include the electronically controlled throttle, brake actuator, and EPS (Electric Power Steering) motor.

[0036] The notification device 17 is installed in the vehicle and makes notifications to the interior of the vehicle. In other words, the notification device 17 makes notifications to the passengers of the vehicle. The notification device 17 makes notifications according to the instructions of the HCU 19. Examples of the notification device 17 include a display device and an audio output device.

[0037] The display device provides notifications by displaying information. Examples of display devices include an instrument panel MID (Multi-Information Display), a CID (Center Information Display), and a HUD (Head-Up Display). An instrument panel MID is a display device located in front of the driver's seat within the vehicle's interior. For example, it can be located on the instrument panel. A CID is a display device located in the center of the vehicle's instrument panel. A HUD is located within the vehicle's interior, such as the instrument panel. The HUD projects a display image, created by a projector, onto a predetermined projection area on the windshield, which serves as a projection element. The light from the image reflected from the windshield into the interior of the vehicle is perceived by the driver seated in the driver's seat. This allows the driver to visually recognize a virtual image of the display image formed in front of the windshield, overlapping with a portion of the foreground. The HUD can also be configured to project the display image onto a combiner located in front of the driver's seat, instead of the windshield. The audio output device provides notifications by outputting sound. Examples of audio output devices include speakers.

[0038] The interior camera 18 is a device that captures images of a predetermined area within the vehicle's interior. Preferably, the interior camera 18 captures at least the area surrounding the vehicle's driver's seat. In addition to the driver's seat, the interior camera 18 may also capture images of the passenger seat and rear seats. The interior camera 18 is comprised of, for example, a near-infrared light source, a near-infrared camera, and a control unit that controls them. The interior camera 18 uses the near-infrared camera to capture images of the vehicle's occupants, which are illuminated by near-infrared light from the near-infrared light source.

[0039] The user input device 19 receives input from the vehicle's occupants. The user input device 19 can be any operating device that receives input from the occupants. The operating device can be a mechanical switch or a touch switch integrated with a display device. Furthermore, the user input device 19 is not limited to any other operating device that receives input from the occupants. For example, it can also be a voice input device that receives voice commands from the occupants.

[0040] The HCU20 is mainly composed of a computer having a processor, a volatile memory, a non-volatile memory, an I / O, and a bus connecting them. The HCU20 performs various processes related to the interaction between the occupants and the system of the vehicle by executing the control program stored in the non-volatile memory. The HCU20 obtains information input from the occupants using the user input device 19. The HCU20 enables reporting from the reporting device 17. The HCU20 obtains the captured image captured by the indoor camera 18. The HCU20 determines the status of the occupants of the vehicle based on the captured image captured by the indoor camera 18. The HCU20 can detect the presence, facial orientation, and line of sight of the occupants of the vehicle through image recognition technology. The HCU20 can detect the presence of the occupants by recognizing the faces of the occupants based on the captured images. The status of the occupants of the vehicle can also be determined by the control unit of the indoor camera 18.

[0041] The autonomous driving ECU 10 is primarily composed of, for example, a computer equipped with a processor, volatile memory, nonvolatile memory, I / O, and a bus connecting these. The autonomous driving ECU 10 executes control programs stored in the nonvolatile memory to perform processing related to autonomous driving. This autonomous driving ECU 10 is equivalent to a vehicle control device. The structure of the autonomous driving ECU 10 is described in detail below.

[0042] <Schematic Structure of the Automatic Driving ECU 10>

[0043] Next, use Figure 2 The schematic structure of the automatic driving ECU 10 is described below. Figure 2 As shown, the autonomous driving ECU 10 includes a driving environment recognition unit 101, an action determination unit 102, a control execution unit 103, a start-up state determination unit 104, an HCU communication unit 105, and an occupant state determination unit 106 as functional modules. Furthermore, the execution of the processing of each functional module of the autonomous driving ECU 10 by a computer is equivalent to executing a vehicle control method. Furthermore, some or all of the functions executed by the autonomous driving ECU 10 may be implemented in hardware using one or more integrated circuits, etc. Furthermore, some or all of the functional modules of the autonomous driving ECU 10 may be implemented using a combination of software executed by a processor and hardware components.

[0044] The driving environment recognition unit 101 recognizes the driving environment of the vehicle based on the vehicle's position, map data, and sensor detection information obtained from the surrounding monitoring sensor 15. The vehicle's position can be obtained from the locator 12. The map data can be obtained from the map DB 13. As an example, the driving environment recognition unit 101 uses this information to recognize the position, shape, and movement status of objects around the vehicle and generates a virtual space that reproduces the actual driving environment. In the driving environment recognition unit 101, based on the sensor detection information, the existence of the surrounding vehicles of the vehicle, their relative position relative to the vehicle, and their relative speed relative to the vehicle can also be recognized as the driving environment.

[0045] In addition, in the driving environment recognition unit 101, the position of the vehicle on the map can be recognized based on the position of the vehicle and the map data. When the driving environment recognition unit 101 can obtain the position information, speed information, etc. of surrounding vehicles through the communication module 11, it can also use this information to recognize the driving environment. The driving environment recognition unit 101 has an area determination unit 111 as a sub-functional module. The area determination unit 111 divides the area where the vehicle is traveling into at least two areas and determines them based on the necessity of surrounding monitoring of the occupants. Specifically, it divides and determines the first area where the necessity of surrounding monitoring is higher and the second area where the necessity of surrounding monitoring is lower. As the first area, parking lots, crowded areas with many pedestrians, etc. are listed. As the second area, general roads outside the first area are listed. The area determination unit 111 distinguishes and determines the first area and the second area based on the map data.

[0046] The action judgment unit 102 switches the control subject of the driving operation between the driver and the system of the vehicle. In this embodiment, the vehicle is transferred to automatic driving of LV2 or above from the time of starting. In addition, the setting of whether to transfer to automatic driving from the time of starting and the automation level at that time can also be preset. The setting structure can be made based on the input received using the user input device 19. When the control right of the driving operation is on the system side, the action judgment unit 102 determines the driving plan for the vehicle based on the recognition result of the driving environment by the driving environment recognition unit 101. The action judgment unit 102 has a driving plan unit 121 and a mode determination unit 122 as sub-functional modules.

[0047] The driving planning unit 121 determines a driving plan for the vehicle to drive automatically. The driving planning unit 121 determines a long-term to medium-term driving plan and a short-term driving plan as driving plans. In the long-term to medium-term driving plan, a planned route for the vehicle to head towards the set destination is determined. The driving planning unit 121 can determine the planned route in the same way as the route search of the navigation function. The driving planning unit 121 can also determine the set vehicle speed when driving on the planned route. The driving planning unit 121 uses the virtual space around the vehicle generated by the driving environment recognition unit 101 to determine a short-term driving plan for achieving driving in accordance with the long-term to medium-term driving plan. Specifically, as the short-term driving plan, the execution of steering manipulation for lane changes, acceleration and deceleration for speed adjustment, and steering manipulation and braking for obstacle avoidance is determined.

[0048] The mode determination unit 122 determines a mode related to autonomous driving. Hereinafter, modes related to autonomous driving are referred to as autonomous driving-related modes. Examples of autonomous driving-related modes include modes based on autonomous driving start conditions and modes based on autonomous driving types. Examples of autonomous driving start condition modes include a start operation not required mode and a start operation required mode. The start operation not required mode is a mode in which autonomous driving driving is initiated from the start of the vehicle without requiring a start operation by the occupant. In the start operation not required mode, the vehicle initiates autonomous driving driving upon an input triggering the activation of a driving source. Examples of driving sources include an internal combustion engine or a motor generator. The input for activating the switch for activating the internal combustion engine is turning on the ignition power supply. The input for activating the switch for activating the motor generator is turning on the system main relay power supply. Activating the ignition power supply and the system main relay power supply can be achieved, for example, by turning on a power switch. Hereinafter, this will be described as being achieved by turning on the power switch. The start operation required mode is a mode in which autonomous driving driving is initiated from the start of the vehicle without requiring a start operation by the occupant. In the start-up operation required mode, even when the driving source is in operation, the vehicle will not start driving under automatic driving unless the occupant performs a specific start-up operation. Examples of the specific start-up operation include depression of the accelerator pedal.

[0049] As modes of autonomous driving by type, there are listed the last mile mode and the normal driving mode. The last mile mode is a mode for performing autonomous driving for the last mile. The last mile autonomous driving is an autonomous driving mode that moves within a limited range to the destination, that is, within a limited range. The limited range can be, for example, about 1 mile (about 1.6 km). The normal driving mode is a mode for performing the default autonomous driving. In other words, it is a mode for performing autonomous driving other than the last mile autonomous driving. In addition, the autonomous driving-related mode may also include modes other than those mentioned above. For example, the modes of autonomous driving by type may also include an automatic parking mode for performing automatic parking. In this case, the normal driving mode can be set to a mode for performing autonomous driving other than the last mile autonomous driving and automatic parking.

[0050] The mode determination unit 122 may determine the autonomous driving-related mode to be implemented based on the autonomous driving-related mode settings previously made based on input received via the user input device 19. The driving planning unit 121 may determine a driving plan corresponding to the autonomous driving-related mode determined by the mode determination unit 122. For example, in the last mile mode, the driving plan may be determined so that the set vehicle speed is lower than that in the normal driving mode. In the normal driving mode, for example, the set vehicle speed may be set to the speed limit for each driving zone.

[0051] When the vehicle's system controls driving operations, the control execution unit 103 executes driving control in cooperation with the vehicle control ECU 16. The control execution unit 103 executes driving control, such as acceleration and deceleration control and steering control, according to the driving plan determined by the action determination unit 102. In other words, the control execution unit 103 performs autonomous driving.

[0052] The start-up state determination unit 104 determines the state related to automatic driving that begins when the vehicle starts (hereinafter referred to as the start-up state). The processing in the start-up state determination unit 104 corresponds to the start-up state determination step. The start-up state determination unit 104 can determine that the vehicle is starting by transitioning from a state with no occupants to a state with occupants. The presence of occupants in the vehicle can be determined based on the detection results of the vehicle's occupant presence detected by the HCU 20. Alternatively, the determination can be made based on the vehicle's power switch being turned on. The start-up state determination unit 104 determines the automatic driving-related mode determined by the mode determination unit 122 as the start-up state. For vehicles that initiate automatic driving triggered by an input operating the vehicle's driving source, the start-up state determination unit 104 determines that a start operation by the vehicle's occupants is not required to initiate automatic driving. In other words, for vehicles set to a start-up operation-not-required mode, the start-up state determination unit 104 determines that a start-up operation by the vehicle's occupants is not required. Hereinafter, the situation where a start-up operation by the vehicle's occupants is required to initiate automatic driving is referred to as a start-up operation required. Furthermore, a case where a starting operation by a vehicle occupant is not required to start the automatic driving is referred to as a starting operation not required.

[0053] The starting state determination unit 104 may also determine the state of occupant perimeter monitoring as the starting state. The starting state determination unit 104 may determine the state of occupant perimeter monitoring based on the detection results of the vehicle occupant's facial orientation and gaze direction by the HCU 20. For example, the starting state determination unit 104 may determine that perimeter monitoring is to be implemented if the amount of movement in the facial orientation or gaze direction per unit time is greater than a threshold value. On the other hand, the starting state determination unit 104 may determine that perimeter monitoring is not to be implemented if the amount of movement in the facial orientation or gaze direction per unit time is less than the threshold value. The starting state determination unit 104 may also determine the seatbelt wearing state of the vehicle occupant as the starting state. For example, the starting state determination unit 104 may determine the seatbelt wearing state of the vehicle occupant based on the detection results of the seatbelt sensor.

[0054] The HCU communication unit 105 processes information output to the HCU 20 and information acquisition from the HCU 20. The HCU communication unit 105 acquires information inputted via the user input device 19. It also acquires information such as images captured by the interior camera 18. The HCU communication unit 105 includes a notification processing unit 151 as a sub-functional module. The notification processing unit 151 indirectly controls notifications from the notification device 17 by issuing instructions to the HCU 20. Specifically, the notification processing unit 151 directs notifications to the occupants of the vehicle.

[0055] The report processing unit 151 changes the content of the report issued by the reporting device 17 based on the start-up state determined by the start-up state determination unit 104. With the above configuration, a report corresponding to the state related to the autonomous driving at start-up can be issued for a vehicle capable of autonomous driving at LV2 or higher from the start-up. Therefore, a report useful to the occupants can be issued based on the state related to the autonomous driving at start-up. As a result, when driving under autonomous driving from the moment the occupants are on board, convenience for the occupants can be improved. The processing in the report processing unit 151 corresponds to the report processing step.

[0056] Preferably, the report processing unit 151 causes the reporting device 17 to issue a monitoring promotion report when the starting state determination unit 104 determines that a starting operation is necessary. The monitoring promotion report is a report that prompts the occupant to monitor the surroundings of the vehicle. If the starting state determination unit 104 determines that a starting operation is not necessary, the report processing unit 151 need not issue a monitoring promotion report from the reporting device 17. Alternatively, if a starting operation is performed and it is determined that the occupant is monitoring the surroundings, the action determination unit 102 may initiate driving under automatic driving. In other words, if a starting operation is performed and it is determined that the occupant is monitoring the surroundings, the control execution unit 103 may initiate driving under automatic driving. The action determination unit 102 may determine that a starting operation has been performed based on, for example, sensor detection information from the accelerator stroke sensor. The starting state determination unit 104 determines that the occupant is monitoring the surroundings.

[0057] When a starting operation is required, the occupant's starting operation is required to initiate autonomous driving, and accordingly, it is assumed that the occupant must bear responsibility for initiating autonomous driving. Therefore, when a starting operation is required, it is assumed that the occupant must pay more attention to the start of autonomous driving. In this regard, the above configuration can encourage the occupant to monitor their surroundings when they need to pay more attention to the start of autonomous driving. Furthermore, the start of autonomous driving can be conditioned on the occupant's monitoring of their surroundings. As a result, the occupant can start autonomous driving with greater peace of mind.

[0058] The report processing unit 151 preferably issues a monitoring promotion report if it is determined that an occupant has interrupted perimeter monitoring within a specified period after the start of autonomous driving. The specified period here may be the period during which it is estimated that perimeter monitoring is preferably continued after the start of autonomous driving. The specified period may also be the period until a certain distance has been traveled or until a certain time has been traveled. The specified period may be set arbitrarily. Hereinafter, the specified period after the start of autonomous driving will be referred to as the start period. The start-up state determination unit 104 determines that an occupant has interrupted perimeter monitoring. The monitoring promotion report is issued from the reporting device 17 as described above. Furthermore, if it is determined that an occupant has interrupted perimeter monitoring during the start period, the action determination unit 102 may continue the autonomous driving operation without stopping it. In other words, if it is determined that an occupant has interrupted perimeter monitoring during the start period, the control execution unit 103 may continue the autonomous driving operation without stopping it.

[0059] According to the above structure, shortly after starting to travel, during the period of preferably continuing the surrounding monitoring, the occupant can be prompted to continue the surrounding monitoring. In addition, according to the above structure, since only the surrounding monitoring is interrupted without stopping the travel under the automatic driving, the comfort for the occupant is not damaged.

[0060] Preferably, the action judgment unit 102 drives the vehicle at a speed lower than the set speed for the automatic driving at the start, when it is determined that the occupant has interrupted the surrounding monitoring during the start-up period. That is, the control execution unit 103 drives the vehicle at a speed lower than the set speed for the automatic driving at the start, when it is determined that the occupant has interrupted the surrounding monitoring during the start-up period. Driving at a speed lower than the set speed can be set as slow driving. Slow driving can be set to driving at a speed of 10 km / h or less, for example. The more the speed is suppressed, the easier it is to avoid the approach of an emergency obstacle through automatic driving. According to the above structure, even if the driving under automatic driving is not stopped when the occupant interrupts the surrounding monitoring, it is easy to avoid obstacles through automatic driving.

[0061] Preferably, when the starting state determination unit 104 determines that a starting operation is necessary, the notification processing unit 151 causes the notification device 17 to issue a starting operation notification. The starting operation notification informs the occupant of the operation to be performed as the starting operation. For example, if the starting operation requires depression of the accelerator pedal, the notification indicating that the accelerator pedal should be depressed is issued. This allows the occupant to easily understand the operation required to initiate driving if a starting operation by the occupant is required.

[0062] Preferably, the notification processing unit 151 causes the notification device 17 to issue a start mode notification when the start state determination unit 104 determines that a start operation is not required. The start mode notification informs the occupants of the type of start being performed by the vehicle under automated driving. The start mode notification can, for example, indicate the direction in which the vehicle will start. For example, the vehicle's start direction can be forward, reverse, right turn, left turn, etc. If a occupant's start mode is not required to initiate automated driving, automated driving begins without a occupant's start mode. In such cases, by informing the occupants of the type of start being performed by the vehicle under automated driving, the occupants' sense of security can be enhanced.

[0063] Preferably, the report processing unit 151 processes as follows when the automatic driving started at the start is determined by the start-up state determination unit 104 to be the last mile automatic driving. When the vehicle is traveling in the area determined as the first area by the area determination unit 111, the report processing unit 151 causes the monitoring promotion report to be performed from the reporting device 17. On the other hand, when the vehicle is traveling in the area determined as the second area by the area determination unit 111, the report processing unit 151 causes the second task permission report to be performed from the reporting device 17. The second task permission report is a report that conveys permission to the occupants of the second task. This processing is configured not to be performed when the automation level of the vehicle is less than LV2. When the mode determination unit 122 determines that it is the last mile mode, the start-up state determination unit 104 determines that the automatic driving started at the start is the last mile automatic driving.

[0064] With the above configuration, in areas where occupants are preferred for monitoring their surroundings during last-mile autonomous driving, it is possible to encourage occupants to monitor their surroundings. On the other hand, in areas where monitoring is less necessary, the second task can be enabled. Thus, in last-mile autonomous driving, reports can be made as needed. Furthermore, to reduce processing load, the processing in area determination unit 111 can be configured so that it is not performed except when the mode determination unit 122 determines last-mile mode.

[0065] If the action determination unit 102 determines that the occupant is not wearing a seatbelt during the start-up period, the vehicle can simply stop the already initiated automated driving. In other words, if the control execution unit 103 determines that the occupant is not wearing a seatbelt during the start-up period, the vehicle can simply stop the already initiated automated driving. The start-up state determination unit 104 determines that the occupant is not wearing a seatbelt. With the above configuration, automated driving can be discontinued if the occupant is not wearing a seatbelt. As a result, occupants can be more easily protected from impact.

[0066] <Start-up Related Processing in the Automatic Driving ECU 10>

[0067] Here, use Figure 3 An example of the flow of the process associated with the start time (hereinafter referred to as the start time associated process) in the automatic driving ECU 10 will be described with reference to the flowchart of FIG. Figure 3 The flowchart may be configured to start when the power switch of the vehicle is turned on. In addition, if the vehicle is configured to be able to switch whether to transfer from the start to the automatic driving setting, the setting of transferring from the start to the automatic driving setting is also added to the condition.

[0068] First, in step S1, if the starting state determination unit 104 determines that a starting operation is required ("Yes" in S1), the process proceeds to step S3. On the other hand, if the starting state determination unit 104 determines that a starting operation is not required ("No" in S1), the process proceeds to step S5.

[0069] In step S3, the start operation processing is performed and the start associated processing is ended. Figure 4 The flowchart below explains an example of the process required for startup operation.

[0070] In step S31, the report processing unit 151 causes the report device 17 to issue a monitoring promotion report. In step S32, the report processing unit 151 causes the report device 17 to issue a start operation report. The processing of S31 and the processing of S32 may be performed in reverse order or simultaneously.

[0071] In step S33, if the action determination unit 102 determines that a start operation has been performed ("Yes" in S33), the process proceeds to step S34. On the other hand, if the action determination unit 102 does not determine that a start operation has been performed ("No" in S33), the process proceeds to step S35.

[0072] In step S34, if the start-up state determination unit 104 determines that the occupant is monitoring the surrounding area ("YES" in S34), the process proceeds to step S36. On the other hand, if the start-up state determination unit 104 determines that the occupant is not monitoring the surrounding area ("NO" in S34), the process proceeds to step S35.

[0073] In step S35, if the start-up associated processing has ended ("YES" in S35), the start-up associated processing ends. On the other hand, if the start-up associated processing has not ended ("NO" in S35), the process returns to S33 and repeats. Examples of the start-up associated processing ending timing include turning off the vehicle's power switch.

[0074] In step S36, the control execution unit 103 starts driving in automatic driving. In step S37, the notification processing unit 151 determines whether the vehicle is within the start-up period. If it is determined to be within the start-up period ("Yes" in S37), the process proceeds to step S38. On the other hand, if it is determined to have exceeded the start-up period ("No" in S37), the process proceeds to step S43.

[0075] In step S38, if the start-up state determination unit 104 determines that the occupant is monitoring the surrounding area ("YES" in S38), the process proceeds to step S41. On the other hand, if the start-up state determination unit 104 determines that the occupant is not monitoring the surrounding area ("NO" in S38), the process proceeds to step S39.

[0076] In step S39, the notification processing unit 151 causes the notification device 17 to issue a monitoring promotion notification. In step S40, the control execution unit 103 slows the vehicle, returns to S37, and repeats the process. The monitoring promotion notification and slowing down continue until, for example, it is determined in S37 that the start period has expired, or until it is determined in S38 that the occupants are monitoring the surrounding area. The processes of S39 and S40 may be performed in reverse order or simultaneously.

[0077] If it is determined in step S41 that the occupant is wearing a seatbelt ("YES" in S41), the process returns to S37 and repeats. On the other hand, if it is determined that the occupant is not wearing a seatbelt ("NO" in S41), the process proceeds to step S42. In step S42, the control execution unit 103 stops the vehicle, and the process returns to S37 and repeats. The vehicle remains stopped until, for example, it is determined in S37 that the start period has expired, or until it is determined in S41 that the occupant is wearing a seatbelt.

[0078] In step S43, if it is the end timing of the start-up associated processing ("YES" in S43), the start-up associated processing is ended. On the other hand, if it is not the end timing of the start-up associated processing ("NO" in S43), the process of S43 is repeated.

[0079] Return to Figure 3 In step S5, the process of starting operation is performed and the associated process of starting is ended. Figure 5 The following describes an example of the process flow when the startup operation is not required.

[0080] In step S51, the notification processing unit 151 causes the notification device 17 to issue a start mode notification. In step S52, the control execution unit 103 initiates automatic driving. In step S53, the notification processing unit 151 determines whether the vehicle is within the start period. If it is determined to be within the start period ("Yes" in S53), the process proceeds to step S54. On the other hand, if it is determined to be outside the start period ("No" in S53), the process proceeds to step S56.

[0081] If it is determined in step S54 that the occupant is wearing a seatbelt ("YES" in S54), the process returns to S53 and repeats. On the other hand, if it is determined that the occupant is not wearing a seatbelt ("NO" in S54), the process proceeds to step S55. In step S55, the control execution unit 103 stops the vehicle, and the process returns to S53 and repeats. The vehicle remains stopped until, for example, it is determined in S53 that the start period has expired, or until it is determined in S54 that the occupant is wearing a seatbelt.

[0082] In step S56, if it is the end timing of the start-up associated processing ("YES" in S56), the start-up associated processing is ended. On the other hand, if it is not the end timing of the start-up associated processing ("NO" in S56), the processing of S56 is repeated.

[0083] <Last-mile related processing in the autonomous driving ECU 10>

[0084] Next, use Figure 6 The flowchart of will be used to describe an example of a process of processing related to driving in the last mile mode (hereinafter referred to as last mile related processing) in the automatic driving ECU 10. Figure 6 The flowchart is configured to start when the automatic driving of the vehicle is started in the associated processing at the time of starting. Figure 6 In the flowchart, the case where the vehicle performs LV3 or higher automatic driving is explained as an example.

[0085] First, in step S71, if the starting state determination unit 104 determines that the autonomous driving started at the start is last-mile autonomous driving ("Yes" in S71), the process proceeds to step S72. On the other hand, if the starting state determination unit 104 determines that the autonomous driving started at the start is not last-mile autonomous driving ("No" in S71), the process proceeds to step S75.

[0086] In step S72, if the area identification unit 111 determines that the vehicle is traveling in the first area ("Yes" in S72), the process proceeds to step S73. On the other hand, if the area identification unit 111 determines that the vehicle is traveling in the second area ("No" in S72), the process proceeds to step S74.

[0087] In step S73, the report processing unit 151 causes the report device 17 to issue a monitoring promotion report, and the process proceeds to step S75. In step S74, the report processing unit 151 causes the report device 17 to issue a second task permission report, and the process proceeds to step S75.

[0088] In step S75, if the last-mile association process has ended ("Yes" in S75), the last-mile association process ends. On the other hand, if the last-mile association process has not ended ("No" in S75), the process returns to S71 and repeats. Examples of the last-mile association process ending timing include turning off the vehicle's power switch or arriving at the destination.

[0089] (Implementation Method 2)

[0090] The configuration of the embodiment described above is not limited thereto, and the configuration of the following embodiment 2 may be employed. An example of the configuration of the embodiment 2 will be described below with reference to the drawings.

[0091] <Schematic Configuration of Vehicle System 1a>

[0092] Figure 7 The illustrated vehicle system 1a includes an autonomous driving ECU 10a, a communication module 11, a positioner 12, a map database 13, a vehicle state sensor 14, a perimeter monitoring sensor 15, a vehicle control ECU 16, a notification device 17, an indoor camera 18, a user input device 19, and an HCU 20. Vehicle system 1a is identical to vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10a in place of autonomous driving ECU 10.

[0093] <Schematic Configuration of the Automatic Driving ECU 10a>

[0094] Next, use Figure 8The schematic structure of the automatic driving ECU 10a is explained. The automatic driving ECU 10a is the same as the automatic driving ECU 10 of the first embodiment, except for some differences in processing. The automatic driving ECU 10a includes a driving environment recognition unit 101, an action judgment unit 102a, a control execution unit 103a, a start-up state determination unit 104, an HCU communication unit 105a, and an occupant state determination unit 106 as functional modules. The automatic driving ECU 10a includes an action judgment unit 102a instead of the action judgment unit 102. The automatic driving ECU 10a includes a control execution unit 103a instead of the control execution unit 103. The automatic driving ECU 10a includes an HCU communication unit 105a instead of the HCU communication unit 105. The automatic driving ECU 10a is the same as the automatic driving ECU 10 of the first embodiment, except for these points. The automatic driving ECU 10a also corresponds to a vehicle control device. In addition, the execution of the processing of each functional module of the automatic driving ECU 10a by a computer is equivalent to executing a vehicle control method.

[0095] Similar to the action determination unit 102 in the first embodiment, the action determination unit 102a includes a driving plan unit 121 and a mode determination unit 122 as sub-functional modules. The action determination unit 102a is identical to the action determination unit 102 in the first embodiment, except for some differences in processing. These differences are described below. The control execution unit 103a is identical to the control execution unit 103 in the first embodiment, except for the points that follow the driving plan determined by the action determination unit 102a. The report processing unit 151a is identical to the report processing unit 151 in the first embodiment, except for some differences in processing. These differences are described below. The processing in the report processing unit 151a also corresponds to the report processing step.

[0096] If it is determined during the start-up period that the occupant is not wearing a seatbelt, the action determination unit 102a does not stop the already initiated automated driving, but temporarily continues the driving. In other words, if it is determined during the start-up period that the occupant is not wearing a seatbelt, the control execution unit 103a does not stop the already initiated automated driving, but temporarily continues the driving. The determination that the occupant is not wearing a seatbelt is made by the start-up state determination unit 104. The period of time considered temporary can be set arbitrarily. Furthermore, if it is determined during the start-up period that the occupant is not wearing a seatbelt, the notification processing unit 151a continues to monitor and prompt the notification from the notification device 17.

[0097] According to the above structure, even if the occupant is not wearing a seat belt, the automatic driving will not be stopped immediately, and the comfort for the occupant will not be damaged. In addition, by continuing the monitoring promotion report, the possibility of the occupant being impacted when not wearing a seat belt can be reduced.

[0098] (Implementation 3)

[0099] In the above embodiment, the automatic driving ECUs 10 and 10a correspond to the vehicle control device, but the present invention is not necessarily limited to this. For example, an ECU other than the automatic driving ECUs 10 and 10a may correspond to the vehicle control device.

[0100] (Open technical ideas)

[0101] This specification discloses multiple technical concepts described in the following multiple items. Some items are sometimes described by selectively referring to a previous item in a subsequent item in a multiple dependent form. Also, some items are sometimes described by referring to another multiple dependent form in a multiple dependent form. The items described in these multiple dependent forms define multiple technical concepts.

[0102] (Technical Thought 1)

[0103] A vehicle control device is usable in a vehicle capable of autonomous driving from the start of the vehicle, wherein the autonomous driving assists both steering and acceleration / deceleration. The vehicle control device comprises:

[0104] a starting state determining unit (104) for determining a starting state, wherein the starting state is a state related to the automatic driving started at the starting state; and

[0105] A reporting processing unit (151, 151a) enables reporting from a reporting device (17), wherein the reporting device reports to an occupant of the vehicle.

[0106] The notification processing unit changes the content of the notification issued by the notification device according to the start-up state determined by the start-up state determination unit.

[0107] (Technical Thought 2)

[0108] According to the vehicle control device described in the technical idea 1,

[0109] A control execution unit (103, 103a) is provided to perform the above-mentioned automatic driving.

[0110] The start-up state determination unit determines at least whether a start operation by the occupant and a state of monitoring the surroundings of the occupant are required to start the automatic driving as the start-up state.

[0111] When the starting state determining unit determines that a starting operation by the occupant is necessary to start the automatic driving, the notification processing unit causes the notification device to issue a notification urging the occupant to monitor the surroundings of the vehicle.

[0112] The control execution unit starts the automatic driving travel when the starting operation is performed and the starting state identification unit identifies that the occupant is monitoring the surrounding area.

[0113] (Technical Thought 3)

[0114] According to the vehicle control device described in the technical idea 2,

[0115] If the starting state determination unit determines that the occupant has stopped monitoring the surrounding area within a predetermined period after the start of the automatic driving, the notification processing unit causes the notification device to issue a notification urging the occupant to monitor the surrounding area of ​​the vehicle.

[0116] If the start-up state determination unit determines that the occupant has interrupted the surrounding monitoring within a predetermined period after the start of the automatic driving travel, the control execution unit continues the automatic driving travel without stopping it.

[0117] (Technical Thought 4)

[0118] According to the vehicle control device described in Technical Idea 3,

[0119] If the start-up state determination unit determines that the occupant has interrupted the surrounding monitoring within a predetermined period after the start of the automatic driving, the control execution unit causes the vehicle to travel at a speed lower than a set vehicle speed in the automatic driving.

[0120] (Technical Thought 5)

[0121] According to the vehicle control device described in any one of technical ideas 2 to 4,

[0122] The starting state determining unit also determines the wearing state of the seat belt of the occupant as the starting state.

[0123] If the starting state determination unit determines that the occupant is not wearing a seat belt within a predetermined period after the start of the automatic driving, the control execution unit (103) stops the automatic driving.

[0124] (Technical Thought 6)

[0125] According to the vehicle control device described in any one of technical ideas 2 to 4,

[0126] The starting state determining unit also determines the wearing state of the seat belt of the occupant as the starting state.

[0127] If the starting state determination unit determines that the occupant is not wearing a seat belt within a predetermined period after the start of the automatic driving, the control execution unit (103a) does not stop the automatic driving but temporarily continues the driving.

[0128] If it is determined that the occupant is not wearing a seat belt within a specified period after starting the driving under the automatic driving, the report processing unit (151a) continues to prompt the occupant to report the surrounding monitoring of the vehicle through the report device.

[0129] (Technical Thought 7)

[0130] According to the vehicle control device described in any one of technical ideas 1 to 6,

[0131] The starting state determining unit determines at least whether a starting operation by the occupant is required to start the automatic driving as the starting state.

[0132] When the starting state determination unit determines that a starting operation by the occupant is necessary to start the automatic driving, the notification processing unit causes the notification device to issue a notification to the occupant regarding what operation should be performed as the starting operation.

[0133] (Technical Thought 8)

[0134] According to the vehicle control device described in any one of technical ideas 1 to 7,

[0135] The starting state determination unit at least determines whether the starting operation of the passenger is required to start the automatic driving as the starting state, and for the vehicle that starts the automatic driving by triggering an operation input that causes the driving source of the vehicle to operate, it is determined that the starting operation of the passenger is not required to start the automatic driving.

[0136] (Technical Thought 9)

[0137] According to the vehicle control device described in Technical Idea 8,

[0138] When the start state determination unit determines that the start operation of the occupant is not required to start the automatic driving, the notification processing unit causes the notification device to transmit a notification to the occupant indicating what kind of start of the vehicle is performed by the automatic driving.

[0139] (Technical Thought 10)

[0140] According to the vehicle control device described in any one of technical ideas 1 to 9,

[0141] The starting state determining unit determines, as the starting state, at least a type of the autonomous driving including last-mile autonomous driving within a limited range by autonomous driving, wherein the limited range is a limited range to a destination.

[0142] The vehicle control device includes an area determination unit (111) that divides the area where the vehicle is traveling into a first area where the necessity for perimeter monitoring is higher and a second area where the necessity for perimeter monitoring is lower.

[0143] In a case where the automatic driving started at the start is determined by the start-time state determination unit to be the last-mile automatic driving, when the vehicle is traveling in the area determined by the area determination unit as the first area, the report processing unit enables a report from the reporting device to prompt the occupant to monitor the surroundings of the vehicle, and on the other hand, when the vehicle is traveling in the area determined by the area determination unit as the second area, enables a report to convey permission for a second task to the occupant, wherein the second task is permission for the driver of the vehicle to perform actions other than driving.

[0144] In addition, the present disclosure is not limited to the above-mentioned embodiments, and various changes can be made within the scope indicated by the claims. Embodiments obtained by appropriately combining the technical means disclosed in different embodiments are also included in the technical scope of the present disclosure. In addition, the control unit and method thereof described in the present disclosure may also be implemented by a special-purpose computer, which constitutes a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the device and method thereof described in the present disclosure may also be implemented by a special-purpose hardware logic circuit. Alternatively, the device and method thereof described in the present disclosure may also be implemented by one or more special-purpose computers, which are composed of a combination of a processor that executes a computer program and one or more hardware logic circuits. In addition, the computer program may also be stored as an instruction executed by a computer on a non-migratable tangible recording medium that can be read by a computer.

Claims

1. A vehicle control device, usable in a vehicle capable of autonomous driving from the start of a vehicle, wherein the autonomous driving assists both steering and acceleration / deceleration, the vehicle control device comprising: The starting state determining unit (104) determines the starting state, wherein: The starting state is a state related to the automatic driving started at the starting state. as well as A reporting processing unit (151, 151a) enables reporting from a reporting device (17), wherein the reporting device reports to an occupant of the vehicle. The notification processing unit changes the content of the notification issued by the notification device according to the start-up state determined by the start-up state determination unit.

2. The vehicle control device according to claim 1, wherein: A control execution unit (103, 103a) is provided to perform the above-mentioned automatic driving. The start-up state determination unit determines at least whether a start operation by the occupant and a state of monitoring the surroundings of the occupant are required to start the automatic driving as the start-up state. When the starting state determining unit determines that a starting operation by the occupant is necessary to start the automatic driving, the notification processing unit causes the notification device to issue a notification urging the occupant to monitor the surroundings of the vehicle. The control execution unit starts the automatic driving travel when the starting operation is performed and the starting state identification unit identifies that the occupant is monitoring the surrounding area.

3. The vehicle control device according to claim 2, wherein: If the starting state determination unit determines that the occupant has stopped monitoring the surrounding area within a predetermined period after the start of the automatic driving, the notification processing unit causes the notification device to issue a notification urging the occupant to monitor the surrounding area of ​​the vehicle. If the start-up state determination unit determines that the occupant has interrupted the surrounding monitoring within a predetermined period after the start of the automatic driving travel, the control execution unit continues the automatic driving travel without stopping it.

4. The vehicle control device according to claim 3, wherein: If the start-up state determination unit determines that the occupant has interrupted the surrounding monitoring within a predetermined period after the start of the automatic driving, the control execution unit causes the vehicle to travel at a speed lower than a set vehicle speed in the automatic driving.

5. The vehicle control device according to claim 2, wherein: The starting state determining unit also determines the wearing state of the seat belt of the occupant as the starting state. If the starting state determination unit determines that the occupant is not wearing a seat belt within a predetermined period after the start of the automatic driving, the control execution unit (103) stops the automatic driving.

6. The vehicle control device according to claim 2, wherein: The starting state determining unit also determines the wearing state of the seat belt of the occupant as the starting state. If the starting state determination unit determines that the occupant is not wearing a seat belt within a predetermined period after the start of the automatic driving, the control execution unit (103a) does not stop the automatic driving but temporarily continues the driving. If it is determined that the occupant is not wearing a seat belt within a specified period after starting the driving under the automatic driving, the report processing unit (151a) continues to prompt the occupant to report the surrounding monitoring of the vehicle through the report device.

7. The vehicle control device according to claim 1, wherein: The starting state determining unit determines at least whether a starting operation by the occupant is required to start the automatic driving as the starting state. When the starting state determination unit determines that a starting operation by the occupant is necessary to start the automatic driving, the notification processing unit causes the notification device to issue a notification to the occupant regarding what operation should be performed as the starting operation.

8. The vehicle control device according to claim 1, wherein: The starting state determination unit at least determines whether the starting operation of the passenger is required to start the automatic driving as the starting state, and for the vehicle that starts the automatic driving by triggering an operation input that causes the driving source of the vehicle to operate, it is determined that the starting operation of the passenger is not required to start the automatic driving.

9. The vehicle control device according to claim 8, wherein: When the start state determination unit determines that the start operation of the occupant is not required to start the automatic driving, the notification processing unit causes the notification device to transmit a notification to the occupant indicating what kind of start of the vehicle is performed by the automatic driving.

10. The vehicle control device according to claim 1, wherein: The starting state determining unit determines, as the starting state, at least a type of the autonomous driving including last-mile autonomous driving within a limited range by autonomous driving, wherein the limited range is a limited range to a destination. The vehicle control device includes an area determination unit (111) that divides the area where the vehicle is traveling into a first area where the necessity for perimeter monitoring is higher and a second area where the necessity for perimeter monitoring is lower. In a case where the automatic driving started at the start is determined by the start-time state determination unit to be the last-mile automatic driving, when the vehicle is traveling in the area determined by the area determination unit as the first area, the report processing unit enables a report from the reporting device to prompt the occupant to monitor the surroundings of the vehicle, and on the other hand, when the vehicle is traveling in the area determined by the area determination unit as the second area, enables a report to convey permission for a second task to the occupant, wherein the second task is permission for the driver of the vehicle to perform actions other than driving.

11. A vehicle control method, which can be used in a vehicle capable of autonomous driving from the start of the vehicle, wherein the autonomous driving assists steering and acceleration and deceleration. The vehicle control method includes the following steps executed by at least one processor: The starting state determination process determines the starting state, wherein: The starting state is a state related to the automatic driving started at the starting state. as well as a reporting processing step, wherein the reporting is performed from a reporting device (17), wherein the reporting device reports to an occupant of the vehicle, In the notification processing step, the content of the notification issued by the notification device is changed according to the start-up state determined in the start-up state determination step.

Images