VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

Abstract

An ECU (10) for automated driving is configured for use in a vehicle configured to initiate automated driving, which supports steering, acceleration, and deceleration from a trip start time, and includes: a trip start state identification unit (104) configured to identify a trip start state, which is a state related to automated driving that begins at the trip start time; and a notification processing unit (151) configured to instruct a notification device to provide a notification to a vehicle occupant. The notification processing unit (151) modifies the content of the notification provided by the notification device according to the trip start state identified by the trip start state identification unit (104).

Description

CROSS-REFERENCE TO RELATED REGISTRATION

[0001] The present application claims priority over Japanese patent application number 2023-32171, filed on March 2, 2023. The entire disclosure of the aforementioned application is incorporated herein by reference. TECHNICAL AREA

[0002] The present disclosure relates to a vehicle control device and a vehicle control method. STATE OF THE ART

[0003] For example, patent document 1 discloses a technology for switching between manual and automated driving in a vehicle equipped with an automated driving function. Patent document 1 discloses a technology for a start operation for an automated driving function by detecting an operation by a driver to switch to automated driving in an area where automated driving is possible. RELATED STATE OF TECHNICAL PATENT LITERATURE

[0004] Patent document 1: WO 2017 / 154396 A OVERVIEW OF THE INVENTION

[0005] In patent document 1, although in a hypothetical case where the vehicle transitions from manual to automated driving, there can also be cases where the vehicle starts driving in automated mode from the moment it begins its journey. Even if such a vehicle drives in automated mode from the start of the journey, there is a need to improve passenger comfort.

[0006] It is an objective of the present disclosure to provide a vehicle control device and a vehicle control method capable of improving the comfort of an occupant when the vehicle is driven by automated driving from the moment the occupant enters the vehicle.

[0007] The aforementioned objective is achieved by a combination of features described in independent claims, and dependent claims define further advantageous embodiments of the disclosure. It should be noted that a reference numeral in parentheses in claims indicates a correspondence with specific means described in embodiments that are subsequently described as one aspect, and does not limit the technical scope of the present disclosure.

[0008] To solve the aforementioned problem, a vehicle control device of the present disclosure is configured for use in a vehicle that is configured to start automated driving, which supports steering, acceleration and deceleration from a driving start time, and the vehicle control device includes: a driving start state identification unit that is configured to identify a driving start state that is a state relating to automated driving that starts at the driving start time; and a notification processing unit that is configured to cause a notification device to provide a notification to an occupant of the vehicle.The notification processing unit modifies the content of the notification issued by the notification device according to the drive start state identified by the drive start state identification unit.

[0009] To solve the aforementioned problem, a vehicle control method of the present disclosure can be used in a vehicle configured to start automated driving, which supports steering, acceleration, and deceleration from a driving start time, and the vehicle control method includes causing at least one processor to perform: a driving start state identification process to identify a driving start state, which is a state relating to automated driving that starts at the driving start time; and a notification process to cause a notification device to provide a notification to an occupant of the vehicle.The notification processing modifies the content of the notification by the notification device according to the trip start state, which is identified by the trip start state identification processing.

[0010] According to the configuration described above, a vehicle capable of automated driving, which assists steering, acceleration, and deceleration, can provide notifications based on the state of the automated driving system as it begins driving. Therefore, it becomes possible to provide useful information to the occupant depending on the state of the automated driving system as it starts moving. Consequently, it becomes possible to improve occupant comfort when the vehicle begins to operate in automated driving mode from the moment the occupant enters the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram showing an example of a schematic configuration of a vehicle system according to a first embodiment. Fig. Figure 2 is a diagram showing an example of a schematic configuration of an ECU for automated driving according to the first embodiment. Fig. 3 a flowchart showing an example of a process of driving start-related processing by the ECU for automated driving according to the first embodiment. Fig. 4 a flowchart showing an example of a process of driving necessity time processing by the ECU for automated driving according to the first embodiment. Fig. 5 a flowchart showing an example of a process of driving time unnecessary processing by the ECU for automated driving according to the first embodiment. Fig. 6 a flowchart showing an example of a process of last-mile processing in the ECU for automated driving according to the first embodiment. Fig. Figure 7 is a diagram showing an example of a schematic configuration of a vehicle system according to a second embodiment. Fig. Figure 8 is a diagram showing an example of a schematic configuration of the ECU for automated driving according to the second embodiment. DESCRIPTION OF EXECUTION FORMS

[0011] Embodiments of the present disclosure are described below with reference to the accompanying drawings. To simplify the description, among several embodiments, a configuration with the same function as a configuration shown in the drawing and described in the preceding embodiment may be indicated by the same reference numeral, and its description may be omitted. The description of other embodiments may be designated with the same reference numerals in relation to these sections. (First embodiment) (Schematic configuration of vehicle system 1)

[0012] A first embodiment according to the present disclosure and the drawings is described below. Fig. The vehicle system shown in Figure 1 can be used for a vehicle (hereinafter referred to as an automated driving vehicle) that is configured to perform automated driving. As shown in Figure 1, the vehicle system can be used for a vehicle (hereinafter referred to as an automated driving vehicle) that is configured to perform automated driving. Fig. As shown in Figure 1, the vehicle system 1 includes an automated driving ECU 10, a communication module 11, a position sensor 12, a map database (hereinafter referred to as the map DB) 13, a vehicle state sensor 14, a peripheral monitoring sensor 15, a vehicle control ECU 16, a notification device 17, an interior camera 18, a user input device 19, and an HCU (human-machine interface control unit) 20. For example, the automated driving ECU 10, the communication module 11, the position sensor 12, the map DB 13, the vehicle state sensor 14, the peripheral monitoring sensor 15, the vehicle control ECU 16, and the HCU 20 are connected to an in-vehicle LAN (see LAN in Figure 1). Fig. 1) connected. Although the vehicle using vehicle system 1 is not necessarily limited to an automobile, an example using an automobile is described below.

[0013] There can be several levels (hereinafter referred to as automation levels) of automated driving in an automated vehicle, as defined, for example, by SAE (the Society of Automotive Engineers). The automation levels are classified, for instance, into five levels, including LV0 to LV5.

[0014] LV0 is a level where a driver performs all driving tasks without system intervention. These driving tasks can be described as dynamic driving tasks. Examples include steering, accelerating and decelerating, and peripheral monitoring. LV0 corresponds to so-called manual driving. LV1 is a level where the system assists with either steering or acceleration and deceleration. LV1 corresponds to so-called driver assistance. LV2 is a level where the system assists with both steering and acceleration and deceleration. LV2 corresponds to so-called partial driving automation. LV1 and LV2 are also components of automated driving.

[0015] For example, automated driving at levels 1 and 2 is automated driving where the driver has a duty to monitor the vehicle for safe driving. This duty will be referred to simply as a duty to monitor. That is, this corresponds to automated driving with a duty to monitor. Furthermore, operations or controls at levels 0 to 2 correspond to driving operations or controls that require a duty to monitor. As part of this duty to monitor, there is visual monitoring of the vehicle's periphery. Automated driving at levels 1 and 2 can be described as automated driving where a second task is not permitted. The second task is an action other than driving that the driver is allowed to perform and is a predefined, specific action. The second task can also be referred to as a secondary activity, other activities, or the like.The second task must not prevent the driver from responding to a request to take over driving controls from an automated driving system. Examples of activities considered to be the second task include viewing content such as a video, using a smartphone, reading, and eating.

[0016] Level 3 of automated driving is a stage where the system performs all driving tasks under certain conditions, and the driver takes over in an emergency. At LV3, the driver must be able to react quickly to a request for the system to take over. This takeover can also be described as transferring peripheral monitoring responsibilities from the vehicle system to the driver. LV3 corresponds to conditional driving automation. LV4 is a stage where the system can perform all driving tasks except for specific situations, such as a road or boundary environment, that it cannot manage. LV4 corresponds to advanced driving automation. LV5 is a stage where the system can perform all driving tasks in all environments.LV5 corresponds to full driving automation. Automated driving at LV4 and LV5 can be implemented, for example, in a section of the journey where highly accurate map data has been prepared. This highly accurate map data will be described later.

[0017] For example, automated driving at LV3 or higher is automated driving where the driver is not required to monitor the vehicle. In other words, automated driving at LV3 is automated driving without the requirement to monitor the vehicle. Automated driving at LV3 or higher can also be described as automated driving where the second task is permitted. For example, automated driving at LV4 or higher is automated driving where the driver is allowed to sleep. In other words, automated driving at LV4 is automated driving with permission to sleep. The automated vehicle of the present embodiment can, for example, be configured to switch between levels of automation. The levels of automation can be configured to be switchable only between a subset of the levels between LV0 and LV5.In the present embodiment, it is assumed that the automated driving vehicle can perform automated driving at least at level LV2 or higher from the time of departure. The "time of departure" refers to when an occupant enters an unmanned automated driving vehicle and it starts to drive.

[0018] Communication module 11 sends and receives information to and from a center outside the vehicle via wireless communication. This means that communication module 11 performs long-range communication. Communication module 11 receives traffic congestion information and similar data from the center via long-range communication. Communication module 11 can send and receive information to and from other vehicles via wireless communication. In other words, communication module 11 can perform vehicle-to-vehicle communication. Communication module 11 can also send and receive information via wireless communication with a roadside device installed at or on the roadside. In other words, communication module 11 can perform road-to-vehicle communication.When road-to-vehicle communication is performed, the communication module 11 can receive peripheral vehicle information transmitted by the vehicle positioned at the periphery of the vehicle itself via the roadside device. Furthermore, the communication module 11 can receive information about a peripheral vehicle transmitted by the vehicle positioned at the periphery of the vehicle itself via the center through long-range communication.

[0019] The position transmitter 12 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives position signals from multiple positioning satellites. The inertial sensor includes, for example, a gyroscope and an accelerometer. The position transmitter 12 combines the position signals received by the GNSS receiver with a measurement from the inertial sensor to sequentially determine the position of the vehicle (hereinafter referred to as the vehicle position). The vehicle position can include, for example, latitude and longitude coordinates. The vehicle position can be measured using a travel distance obtained from signals sequentially output by a vehicle speed sensor mounted on the vehicle.

[0020] The map DB 13 is a non-volatile memory and stores the high-precision map data. This high-precision map data is more accurate than the map data used for route guidance in a navigation function. It includes information that can be used for automated driving, such as three-dimensional road shape information, information about the number of lanes, and information indicating the permissible direction of travel for each lane. Additionally, the high-precision map data can also include, for example, junction information indicating the positions of both ends of a road marking, such as a lane marking. The map DB 13 can also store map data used for route guidance. The position sensor 12 can be configured without the GNSS receiver by using the three-dimensional shape information of the road.For example, the position sensor 12 can be configured to identify the vehicle's own position using three-dimensional shape information of the road and the acquisition results from the peripheral monitoring sensor 15. The three-dimensional shape information of the road can be generated based on a captured image by REM (so-called Road Experience Management).

[0021] Map data distributed from an external server, for example via long-range communication, can be received by a communication module 11 and stored in the map database 13. In this case, the map database 13 can be a volatile memory, and the communication module 11 can sequentially retrieve the map data for an area according to the vehicle's position.

[0022] The vehicle condition sensor 14 is a sensor group for detecting various states of the vehicle. The vehicle condition sensor 14 includes a vehicle speed sensor, an accelerator pedal travel sensor, a seatbelt sensor, and similar sensors. The vehicle speed sensor detects the vehicle's speed. The accelerator pedal travel sensor detects the amount of time the accelerator pedal is depressed. The seatbelt sensor outputs a signal indicating whether the occupant is wearing a seatbelt. In other words, the seatbelt sensor detects whether the occupant is wearing a seatbelt. The vehicle condition sensor 14 outputs the acquired measurement information to the vehicle's in-vehicle LAN. It should be noted that the measurement information acquired by the vehicle condition sensor 14 can be output to the vehicle's in-vehicle LAN via an ECU mounted in the vehicle.

[0023] The peripheral monitoring sensor 15 monitors the periphery of the vehicle. For example, the peripheral monitoring sensor 15 detects an obstacle at the periphery of the vehicle, such as a pedestrian; a moving object, such as another vehicle; a stationary object; and an object on the road. The peripheral monitoring sensor 15 also detects a road surface marking, such as a lane marking, around the vehicle. The peripheral monitoring sensor 15 can be, for example, a peripheral monitoring camera that captures an image of a predetermined area around the vehicle, or a search wave sensor that sends search waves to a location within a predetermined area or range at the periphery of the vehicle. Examples of search wave sensors include millimeter-wave radar, sonar, and LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging).For example, the predetermined area can be a range that includes at least part of the front, rear, left, and right sides of the vehicle. The peripheral monitoring camera outputs sequentially captured images as measurement information to the ECU 10 for automated driving. The scanning wave sensor outputs the scanning result, based on the received signal obtained from the reflected wave reflected by the obstacle, sequentially as measurement information to the ECU 10 for automated driving.

[0024] The Vehicle Control ECU 16 is an electronic control unit configured to perform vehicle control. Vehicle control includes acceleration and deceleration control and / or steering control. The Vehicle Control ECU 16 includes a steering ECU, which performs steering control, a powertrain control ECU, and a brake ECU, which perform acceleration and deceleration control, and the like. The Vehicle Control ECU 16 performs vehicle control by outputting control signals to each vehicle control device mounted on the vehicle. These device components include an electronically controlled throttle, a brake actuator, an EPS (electric power steering) motor, and the like.

[0025] The notification device 17 is mounted in the vehicle and presents information to the vehicle's interior. That is, the notification device 17 provides a notification to the vehicle's occupant. The notification device 17 executes a notification according to the instruction from the HCU 20. The notification device 17 can be, for example, a display device, a voice output device, or the like.

[0026] The display device provides notification by displaying information. The display device can be, for example, an instrument cluster MID (Multi-Information Display), a center information display (CID), or a head-up display (HUD). The instrument cluster MID is a display device located in front of the driver's seat in the passenger compartment of the vehicle. For example, the instrument cluster MID can be mounted on an instrument panel. The CID is a display device located in the center of an instrument panel in the vehicle. The HUD is, for example, mounted on the instrument panel or dashboard in the passenger compartment. The HUD projects a display image, created by a projector, onto a predetermined projection area on the windshield as a projection element.Light from the display image, reflected through the windshield into the passenger compartment, is perceived by the driver seated in the driver's seat. As a result, the driver can visually perceive a virtual image of the display picture, formed in front of the windshield and superimposed on part of the foreground scenery. The HUD can project the display image onto a combiner located in front of the driver's seat instead of the windshield. The voice output device provides a notification by emitting audio. The voice output device consists of a speaker and similar components.

[0027] The interior camera 18 is a recording device that captures an image of a predetermined area within the passenger compartment of the vehicle. The interior camera 18 should capture at least the area including the driver's seat of the vehicle. The interior camera 18 can capture an image of an area that includes not only the driver's seat but also the front passenger seat and the rear seat. The interior camera 18 includes, for example, a near-infrared light source, a near-infrared camera unit, and a control unit that controls these components. The interior camera 18 uses the near-infrared camera to capture the occupants of the vehicle to whom the near-infrared light is emitted by the near-infrared light source.

[0028] The user input device 19 accepts input from the occupant of the vehicle. The user input device 19 can be an operating device that receives an operating input from the occupant. The operating device can be a mechanical switch or a touch switch integrated into the display device. The user input device 19 is not limited to the operating device that receives the operating input, as long as the user input device 19 is a device that receives the input from the occupant. For example, the user input device 19 can be an audio input device that receives a command input via audio, such as a voice from the occupant.

[0029] The HCU 20 primarily comprises a computer including a processor, volatile memory, non-volatile memory, I / O, and a bus connecting these devices. The HCU 20 performs various processing operations related to the interaction between an occupant and the vehicle's systems by executing a control program stored in the non-volatile memory. The HCU 20 obtains input information received from the occupant via the user input device 19. The HCU 20 instructs the notification device 17 to provide a notification. The HCU 20 obtains images captured by the interior camera 18. The HCU 20 identifies the occupant's condition from the images captured by the interior camera 18.The HCU 20 can detect the presence, facial orientation, and line of sight of the vehicle occupant using image recognition technology. The HCU 20 can detect the occupant's presence by recognizing their face in the captured image. The occupant's condition can be determined by the control unit of the interior camera 18.

[0030] The ECU 10 for automated driving, for example, primarily comprises a computer including a processor, volatile memory, non-volatile memory, I / O, and a bus connecting these components. The ECU 10 performs automated driving-related processing by executing a control program stored in the non-volatile memory. The ECU 10 for automated driving is equivalent to a vehicle control unit. The configuration of the ECU 10 for automated driving is described in detail below. (Schematic configuration of the ECU 10 for automated driving)

[0031] Next, a schematic configuration of the ECU 10 for automated driving will be shown with reference to Fig. 2 described. As in Fig. As shown in Figure 2, the ECU 10 for automated driving includes a driving environment detection unit 101, an action determination unit 102, a control execution unit 103, a driving start state identification unit 104, an HCU communication unit 105, and an occupant state identification unit 106 as functional blocks. The execution of the processing operations of the ECU 10's functional blocks by the computer corresponds to the execution of a vehicle control procedure. Some or all of the functions performed by the ECU 10 for automated driving can be implemented as hardware using one or more integrated circuits (ICs) or the like. Some or all of the functional blocks included in the ECU 10 for automated driving can be implemented by a combination of software execution by a processor and a hardware element.

[0032] The driving environment detection unit 101 detects the driving environment of the vehicle from the vehicle's position, map data, and measurement information obtained from the peripheral monitoring sensor 15. The vehicle's position can be obtained from the position transmitter 12. The map data can be obtained from the map database 13. For example, using this information, the driving environment detection unit 101 detects the position, shape, and motion of an object in the periphery of the vehicle and generates a virtual space that represents the actual driving environment. The driving environment detection unit 101 can detect a peripheral vehicle located in the periphery of the vehicle from the measurement information.In particular, the driving environment detection unit 101 can detect the presence of the peripheral vehicle, a relative position of the peripheral vehicle relative to the own vehicle, a relative speed of the peripheral vehicle relative to the own vehicle, and the like as the driving environment.

[0033] Furthermore, the driving environment detection unit 101 can detect the position of the vehicle on the map from the vehicle's position and the map data. If position information, speed information, and the like of the peripheral vehicle can be obtained via the communication module 11, the driving environment detection unit 101 can detect the driving environment using this information. The driving environment detection unit 101 includes an area identification unit 111 as a sub-function block. The area identification unit 111 separately identifies, as a driving area of ​​the vehicle, at least two types of areas according to the need for the occupant to monitor the periphery. In particular, a first area, in which the need for peripheral monitoring is higher, and a second area, in which the need for peripheral monitoring is lower, are identified separately.The first area includes parking lots, crowded areas with many pedestrians, and the like. The second area includes other general streets than the first. The area identification unit 111 can identify the first and second areas based on the map data.

[0034] The action control unit 102 switches the control object of the driving operation or driving operation between the driver and the vehicle's system. In the present embodiment, the vehicle switches to automated driving at level 2 or higher from the start of the journey. Furthermore, it is possible to predefine whether to switch to automated driving at the start and the automation level at that time. This setting can be made in response to an input received by the user input device 19. In a case where the control right of the driving operation resides on the system side, the action control unit 102 determines a driving plan to cause the vehicle to drive based on the driving environment detection result from the driving environment detection unit 101.The action determination unit 102 includes a timetable unit 121 and a mode determination unit 122 as sub-function blocks.

[0035] The Timetable Unit 121 determines a timetable to initiate automated driving of the vehicle. The Timetable Unit 121 determines a long- to medium-term timetable and a short-term timetable. The long- to medium-term timetable defines a planned route to guide the vehicle to a predetermined destination. The Timetable Unit 121 can determine this planned route in a manner similar to the route search of the navigation function. The Timetable Unit 121 can also determine the predetermined vehicle speed while traveling along the planned route. The Timetable Unit 121 uses the virtual space around the vehicle, generated by the Driving Environment Recognition Unit 101, to determine the short-term timetable for implementing driving according to the long- to medium-term timetable.In particular, the short-term driving plan includes the execution of steering for lane changes, acceleration / deceleration for speed adjustment, and steering and braking to avoid obstacles.

[0036] The mode determination unit 122 determines a mode related to automated driving. This mode related to automated driving is referred to below as an automated driving-related mode. The automated driving-related modes include a mode based on the automated driving start condition, a mode based on the type of automated driving, and the like. The modes based on the automated driving start condition include a start-up operation requirement mode and a start-up operation requirement-free mode. The start-up operation requirement-free mode is a mode in which start-up operation by the occupant is not required for the automated driving start from the moment the vehicle starts moving.In the drive-start operation-unnecessary mode, the self-driving vehicle starts driving via automated driving when an operator input to operate the drive power source is executed as a trigger. The drive power source includes an internal combustion engine or a motor-generator. The switching operator input to start the internal combustion engine is to turn on the ignition power. The switching operator input to start the motor-generator is to turn on the system main relay power supply. The ignition power supply and the system main relay power source can be turned on, for example, by switching on a circuit breaker. In the following description, it is assumed that the ignition power source and the system main relay power source are turned on by switching on the circuit breaker.The "Start Operation Required" mode is a mode in which the occupant must perform a start operation to initiate automated driving from the moment the vehicle begins moving. In this mode, the vehicle will not start driving in an automated driving mode unless the occupant performs a specific start operation, even if the power source is engaged. This specific start operation could be, for example, depressing the accelerator pedal.

[0037] The mode based on the automated driving type includes a last-mile mode and a normal driving mode. The last-mile mode is for performing last-mile automated driving. Last-mile automated driving is automated driving that moves within a limited area, that is, an area restricted to a destination. The limited area might be, for example, one mile (approximately 1.6 kilometers). The normal driving mode is the default mode for automated driving. In other words, this is a mode in which automated driving is performed, except for last-mile automated driving. Additionally, the automated driving-related modes may include modes other than those described above. For example, the mode based on the automated driving type may include an automatic parking mode for performing automatic parking.In this case, the normal driving mode can be a mode in which automated driving is performed with the exception of last-mile automated driving and automatic parking.

[0038] The mode determination unit 122 can determine the automated driving-related mode to be implemented based on the setting of the automated driving-related mode, which is executed in advance in response to the input received by the user input device 19. The route planning unit 121 can determine a route plan according to the automated driving-related mode determined by the mode determination unit 122. For example, in last-mile mode, the route plan can be determined such that the set vehicle speed is kept lower than in normal driving mode. In normal driving mode, for example, the set vehicle speed can be set as the speed limit for each segment of the journey.

[0039] The control execution unit 103 performs driving control in cooperation with the vehicle control ECU 16 when the vehicle's own system holds the driving control right. The control execution unit 103 executes driving control functions such as acceleration / deceleration control and steering control of the vehicle according to the driving plan determined by the action determination unit 102. In other words, the control execution unit 103 performs automated driving.

[0040] The drive start state identification unit 104 identifies a state (hereinafter referred to as the drive start state) related to automated driving that begins when the vehicle starts. The processing by the drive start state identification unit 104 is equivalent to drive start state identification processing. The drive start state identification unit 104 can determine the vehicle start time based on the vehicle's transition from a state where no occupant is present to a state where an occupant is present. Whether an occupant is present can be determined from the result of the occupant presence detection performed by the HCU 20. Alternatively, it can be determined when the vehicle's circuit breaker is switched on.The drive start state identification unit 104 identifies the automated driving-related mode, determined by the mode determination unit 122, as the drive start state. For the vehicle that initiates automated driving in response to an operator input to activate the drive power source for driving the vehicle, the drive start state identification unit 104 may determine that the drive start operation by the vehicle occupant is not required to initiate automated driving. In other words, for a vehicle in which the drive start operation unnecessary mode is set, it is determined that the drive start operation is not required. Hereinafter, the requirement for the vehicle occupant to initiate automated driving is referred to as a "drive start operation necessary state."Furthermore, the fact that the occupant of the vehicle does not need to operate the start-of-drive controls to begin driving under automated driving is referred to as a "start-of-drive control unnecessary state".

[0041] The start-of-journey state identification unit 104 can identify the occupant's peripheral monitoring state as the start-of-journey state. The start-of-journey state identification unit 104 can identify the occupant's peripheral monitoring state from the occupant's face orientation and line-of-sight direction measurements obtained from the HCU 20. The start-of-journey state identification unit 104 can determine that peripheral monitoring is performed, for example, if the amount of movement in face orientation or line-of-sight direction per unit of time is equal to or greater than a threshold. Conversely, the start-of-journey state identification unit 104 can determine, for example, that no peripheral monitoring is performed if the amount of movement in face orientation or line-of-sight direction per unit of time is less than the threshold.The start-of-journey state identification unit 104 can identify the seatbelt status of the occupant of the vehicle as the start-of-journey state. The start-of-journey state identification unit 104 can identify the seatbelt fastening status of the occupant in the vehicle, for example, from the reading of a seatbelt sensor.

[0042] The HCU communication unit 105 performs output processing of information to the HCU 20 and retrieval processing of information from the HCU 20. The HCU communication unit 105 receives information about the input received by the user input device 19. The HCU communication unit 105 receives information such as images captured by the interior camera 18. The HCU communication unit 105 includes a notification processing unit 151 as a sub-function block. The notification processing unit 151 indirectly controls the notification by the notification device 17 by sending instructions to the HCU 20. That is, the notification processing unit 151 provides a notification to the occupant of the vehicle.

[0043] The notification processing unit 151 modifies the content of the notification sent by the notification device 17 according to the journey start state, which is identified by the journey start state identification unit 104. According to the configuration described above, for a vehicle capable of initiating automated driving at LV2 or higher from the moment of journey start, it is possible to provide a notification based on the state of automated driving that begins at that time. Therefore, it becomes possible to provide useful information to the occupant depending on the state of automated driving that starts when the vehicle begins to move. Consequently, if the vehicle starts driving through automated driving from the moment the occupant enters the vehicle, it becomes possible to improve occupant comfort.The processing performed by the notification processing unit 151 is equivalent to notification processing.

[0044] When the drive start state identification unit 104 identifies the drive start operation necessity state, the notification processing unit 151 preferentially directs the notification device 17 to provide a monitoring encouragement notification. The monitoring encouragement notification is a notification that encourages the occupant to monitor the vehicle's periphery. When the drive start state identification unit 104 identifies the drive start operation necessity state, the notification processing unit 151 does not direct the notification device 17 to provide the monitoring encouragement notification. Furthermore, the action determination unit 102 can initiate automated driving if it is determined that the drive start operation has been performed and that the occupant is monitoring the periphery.This means that the control execution unit 103 can initiate automated driving when it is determined that the start-of-drive operation has been performed and that the occupant is monitoring the periphery. The action determination unit 102 can, for example, determine from the measurement information of the accelerator pedal position sensor that the start-of-drive operation has been performed. The start-of-drive state identification unit 104 identifies whether the occupant is monitoring the periphery.

[0045] In the case of the "Start Operation Required" condition, it is estimated that the occupant must bear responsibility for initiating automated driving to the extent that their input is necessary for starting automated driving. Therefore, in this condition, it is assumed that the occupant must pay more attention to initiating automated driving. In contrast, according to the configuration described above, it is possible to encourage the occupant to monitor the periphery in cases where they must pay more attention to initiating automated driving. Furthermore, it is possible for the vehicle to initiate automated driving only if the occupant has performed peripheral monitoring.As a result, the occupant is able to start automated driving with greater inner calm.

[0046] It is preferred that the notification processing unit 151 provides the monitoring encouragement notification when it determines that the occupant has stopped monitoring the periphery within a predetermined period after the automated driving start. The predetermined period referred to here may be a period during which it is estimated to be preferable to continue monitoring the periphery after the automated driving start. The predetermined period may be a period until a certain distance has been driven or a period until a certain amount of driving has been completed. The predetermined period can be set arbitrarily. The predetermined period of when the vehicle starts driving in automated mode is hereafter referred to as the trip start period. The trip start state identification unit 104 determines that the occupant has stopped monitoring the periphery.The monitoring encouragement notification is made by the notification device 17 as described above. Furthermore, if the action determination unit 102 determines that the occupant has stopped monitoring the periphery during the start-up period, it can continue the initiated automated driving without stopping. That is, if the control execution unit 103 determines that the occupant has stopped monitoring the periphery during the start-up period, it can continue the initiated automated driving without stopping.

[0047] According to the configuration described above, it is possible to encourage the occupant to continue monitoring the periphery during periods when it is preferable to continue monitoring, such as immediately after starting the journey. Furthermore, according to the configuration described above, peripheral monitoring is simply interrupted without stopping the automated driving system. Therefore, the occupant's comfort is not affected.

[0048] If the action determination unit 102 determines that the occupant has interrupted peripheral monitoring during the start-up period, it is preferred to cause the vehicle to travel at a speed lower than the set vehicle speed for the initiated automated driving mode. That is, if the control execution unit 103 determines that the occupant has interrupted peripheral monitoring during the start-up period, it may cause the vehicle to travel at a speed lower than the set vehicle speed for automated driving. Traveling at a speed lower than the set vehicle speed may mean slow driving. Slow driving may, for example, mean driving at a vehicle speed of 10 km / h or less.The lower the vehicle speed, the easier it will be for the automated driving system to avoid approaching obstacles. According to the configuration described above, the vehicle can easily avoid obstacles through automated driving without stopping the automated driving process when the occupant stops to monitor the surroundings.

[0049] When the drive-start state identification unit 104 identifies the drive-start operation requirement state, the notification processing unit 151 preferentially directs the notification device 17 to provide a drive-start operation notification. The drive-start operation notification is a notification that informs the occupant which operation should be performed as the drive-start operation. For example, if the accelerator pedal should be depressed as the drive-start operation, a notification is issued to inform the driver that the accelerator pedal should be depressed. This makes it easier for the occupant to understand which operation to perform to start driving when the drive-start operation is required by the occupant to initiate driving under automated driving.

[0050] When the drive start state identification unit 104 identifies the drive start operation unnecessary state, the notification processing unit 151 preferentially directs the notification device 17 to provide a drive start mode notification. The drive start mode notification is a notification that informs the occupant how the self-driving vehicle will initiate automated driving. For example, the drive start mode notification can be a notification indicating the direction in which the self-driving vehicle will start. For example, the direction in which the self-driving vehicle starts can be forward, reverse, right, left, or the like. If occupant drive start operation is not required to initiate automated driving, automated driving will initiate without occupant drive start operation.In such cases, it is possible to increase the occupant's sense of security by informing the occupant about how the vehicle will start driving under automated driving mode.

[0051] If the trip start state identification unit 104 determines that the automated driving to be initiated at trip start time is last-mile automated driving, it is preferred that the notification processing unit 151 performs the following actions. The notification processing unit 151 causes the notification device 17 to provide the monitoring encouragement notification while the vehicle is traveling in the area identified by the area identification unit 111 as the first area. Conversely, the notification processing unit 151 causes the notification device 17 to provide the second-task eligibility notification while the vehicle is traveling in the area identified by the area identification unit 111 as the second area.The second-task permissibility notification is a notification that informs the occupant that the second task is permissible. This processing can be configured not to run if the vehicle's automation level is lower than LV2. If the mode determination unit 122 determines the last-mile mode, the trip start state identification unit 104 can determine that the automated driving to be initiated at trip start time is last-mile automated driving.

[0052] According to the configuration described above, during last-mile automated driving, in areas where it is preferable for the occupant to monitor the periphery, it is possible to encourage the occupant to do so. Conversely, in areas where there is a low need for peripheral monitoring, the second task may be permitted. Accordingly, it is possible to provide notifications on demand during last-mile automated driving. To reduce the processing load, the area identification unit 111 can be configured not to perform processing unless the mode determination unit 122 determines the last-mile mode.

[0053] If the action determination unit 102 determines that the occupant is not wearing a seatbelt during the start-up period, it can stop the automated driving process. Similarly, if the control execution unit 103 determines that the occupant is not wearing a seatbelt during the start-up period, it can stop the automated driving process. The start-up state identification unit 104 determines whether the occupant is not wearing a seatbelt. According to the configuration described above, it is possible to prevent automated driving from continuing if the occupant is not wearing a seatbelt. This makes it easier to protect the occupant from a collision. (Processing related to the start of a journey by the ECU 10 for automated driving)

[0054] Here is an example of the processing flow (hereinafter referred to as drive-start-related processing) regarding drive start by the ECU 10 for automated driving, with reference to a flowchart by Fig. 3 described. The flowchart of Fig. Option 3 can be initiated in a case where the vehicle's own power switch is turned on. Furthermore, if it is possible to toggle the setting for whether to switch to automated driving from the start of the journey, setting the transition to automated driving from the start of the journey can also be added as a condition.

[0055] First, in step S1, if the drive start state identification unit 104 identifies the drive start operation necessity state (YES at S1), processing continues with step S3. Conversely, if the drive start state identification unit 104 identifies the drive start operation necessity state (NO at S1), processing continues with step S5.

[0056] In step S3, the start-up operation requirement time processing is executed, and the start-up-related processing ends. Here is an example of the start-up operation requirement time processing sequence with reference to the flowchart of Fig. 4 described.

[0057] In step S31, the notification processing unit 151 instructs the notification device 17 to provide the monitoring encouragement notification. In step S32, the notification processing unit 151 instructs the notification device 17 to perform the drive start operation notification. The order of processing S31 and S32 can be reversed, or the processing can be performed in parallel.

[0058] In step S33, if the action determination unit 102 determines that the drive start operation has been carried out (YES at S33), processing continues with step S34. Conversely, if the action determination unit 102 has not determined that the drive start operation has been carried out (NO at S33), processing continues with step S35.

[0059] At step S34, if the drive start state identification unit 104 determines that the occupant is monitoring the periphery (YES at S34), processing continues with step S36. Conversely, if the drive start state identification unit 104 determines that the occupant is not monitoring the periphery (NO at S34), processing continues with step S35.

[0060] At step S35, if it is an end point for the drive-start-related processing (YES for S35), the drive-start-related processing ends. On the other hand, if it is not the end point for the drive-start-related processing (NO for S35), the processing returns to S33 to repeat the process. The end point for the drive-start-related processing could be when the vehicle's own power switch is turned off.

[0061] At step S36, the control execution unit 103 starts driving by automated driving. At step S37, the notification processing unit 151 determines whether it is within the driving start period. If it is determined that it is within the driving start period (YES at S37), processing continues with step S38. On the other hand, if it is determined that the driving start period has expired (NO at S37), processing continues with step S43.

[0062] At step S38, if the drive start state identification unit 104 determines that the occupant is monitoring the periphery (YES at S38), processing continues with step S41. Conversely, if the drive start state identification unit 104 determines that the occupant is not monitoring the periphery (NO at S38), processing continues with step S39.

[0063] At step S39, the notification processing unit 151 instructs the notification device 17 to provide the monitoring encouragement notification. At step S40, the control execution unit 103 instructs the vehicle to slow down, and the processing returns to S37 to repeat the process. The monitoring encouragement notification and slow driving can continue, for example, until S37 determines that the driving period has elapsed, or until S38 determines that the occupant is monitoring the periphery. The order of processing S39 and S40 can be reversed, or the processing can be performed in parallel.

[0064] At step S41, if it is determined that the occupant has fastened their seatbelt (YES at S41), processing returns to S37 and is repeated. Conversely, if it is determined that the occupant has not fastened their seatbelt (NO at S41), processing continues to step S42. At step S42, the control execution unit 103 stops the vehicle and returns to S37 to repeat the processing. The vehicle may, for example, be stopped until it is determined at S37 that the start-up period has expired, or until it is determined at S41 that the occupant has fastened their seatbelt.

[0065] At step S43, if it is an end time for the start-of-trip processing (YES for S43), the start-of-trip processing ends. On the other hand, if it is not the end time for the start-of-trip processing (NO for S43), the processing of S43 is repeated.

[0066] With renewed reference to Fig. In step S5, the process for minimizing the time required to operate the start-up operation is executed, and the start-up-related processing ends. Here is an example of the process for minimizing the time required to operate the start-up operation, referring to the flowchart of... Fig. 5 described.

[0067] In step S51, the notification processing unit 151 instructs the notification device 17 to provide the drive start mode notification. In step S52, the control execution unit 103 starts driving by automated driving. In step S53, the notification processing unit 151 determines whether it is within the drive start period. If it is determined that it is within the drive start period (YES in S53), processing continues with step S54. On the other hand, if it is determined that the drive start period has expired (NO in S53), processing continues with step S56.

[0068] At step S54, if it is determined that the occupant has fastened their seatbelt (YES at S54), processing returns to S53 and is repeated. Conversely, if it is determined that the occupant has not fastened their seatbelt (NO at S54), processing continues to step S55. At step S55, the control execution unit 103 stops the self-propelled vehicle and returns to S53 to repeat the processing. The self-propelled vehicle can be stopped, for example, until it is determined at S53 that the start-up period has elapsed, or until it is determined at S54 that the occupant has fastened their seatbelt.

[0069] At step S56, if it is an end time for the start-of-trip processing (YES for S56), the start-of-trip processing ends. On the other hand, if it is not the end time for the start-of-trip processing (NO for S56), the processing of S56 is repeated. (Last-mile processing by the ECU 10 for automated driving)

[0070] Next, an example of a processing sequence (hereinafter referred to as last-mile-related processing) concerning driving in last-mile mode by the ECU 10 for automated driving will be given with reference to the flowchart of Fig. 6 described. The flowchart in Fig. Step 6 can be configured to start when automated driving of the vehicle starts in the drive-start-related processing. In the flowchart of Fig. Section 6 describes an example in which the self-driving vehicle performs automated driving at LV3 or higher.

[0071] First, at step S71, if the trip start state identification unit 104 identifies the automated driving to be started at trip start time as last-mile automated driving (YES at S71), processing continues with step S72. On the other hand, if the trip start state identification unit 104 determines that the automated driving to be started at trip start time is not last-mile automated driving (NO at S71), processing continues with step S75.

[0072] In step S72, if the area identification unit 111 determines that the vehicle is operating in the first area (YES at S72), processing continues with step S73. Conversely, if the area identification unit 111 determines that the vehicle is operating in the second area (NO at S72), processing continues with step S74.

[0073] At step S73, the notification processing unit 151 instructs the notification device 17 to provide the monitoring encouragement notification, and processing continues to step S75. At step S74, the notification processing unit 151 instructs the notification device 17 to provide the second task permissibility notification, and processing continues to step S75.

[0074] At step S75, if it is time to end last-mile processing (YES at S75), the last-mile processing ends. Conversely, if it is not time to end last-mile processing (NO at S75), the processing returns to S71 and is repeated. Last-mile processing can end when the vehicle's own circuit breaker is switched off, when the vehicle arrives at the destination, and so on. (Second embodiment)

[0075] The present disclosure is not limited to the configuration described in the preceding embodiment, but may also include the following configuration as a second embodiment. An example of a configuration of the second embodiment is described below with reference to the drawings. (Schematic configuration of vehicle system 1a)

[0076] As in Fig. As shown in Figure 7, a vehicle system 1a includes an ECU 10a for automated driving, the communication module 11, the position sensor 12, the map database 13, the vehicle state sensor 14, the peripheral monitoring sensor 15, the vehicle control ECU 16, the notification device 17, the interior camera 18, the user input device 19, and the HCU 20. The vehicle system 1a is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 includes the ECU 10a for automated driving instead of the ECU 10 for automated driving. (Schematic configuration of the ECU 10a for automated driving)

[0077] Next, a schematic configuration of the ECU 10a for automated driving will be shown with reference to Fig.8 described. The ECU 10a for automated driving is similar to the ECU 10 for automated driving of the first embodiment, except for some differences in processing. The ECU 10a for automated driving includes a driving environment detection unit 101a, an action determination unit 102a, a control execution unit 103a, the driving start state identification unit 104, an HCU communication unit 105a, and the occupant state identification unit 106 as functional blocks. The ECU 10a for automated driving includes the action determination unit 102a instead of the action determination unit 102. The ECU 10a for automated driving includes the control execution unit 103a instead of the control execution unit 103. The ECU 10a for automated driving includes the HCU communication unit 105a instead of the HCU communication unit 105.Apart from these points, the ECU 10a for automated driving is similar to the ECU 10 for automated driving of the first embodiment. This ECU 10a for automated driving also corresponds to a vehicle control device. The execution of the processing operations of the functional blocks of the ECU 10a for automated driving by the computer corresponds to the execution of a vehicle control procedure.

[0078] The action determination unit 102a includes the schedule unit 121 and the mode determination unit 122 as sub-function blocks, similar to the action determination unit 102 of the first embodiment. The action determination unit 102a is similar to the action determination unit 102 of the first embodiment, except for some differences in processing. This difference is described below. The control execution unit 103a is similar to the control execution unit 103 of the first embodiment, except that it follows the schedule determined by the action determination unit 102a. A notification processing unit 151a is similar to the notification processing unit 151 of the first embodiment, except that some processing is different. This difference is described below.The processing carried out by the notification processing unit 151a is also equivalent to notification processing.

[0079] If the action determination unit 102a determines that the occupant has not fastened their seatbelt within the start-of-drive period, the driving is not stopped by the initiated automated driving system, and the vehicle continues driving temporarily. Similarly, if the control execution unit 103a determines that the occupant has not fastened their seatbelt within the start-of-drive period, the driving is not stopped by the initiated automated driving system, and the vehicle continues driving temporarily. The start-of-drive state identification unit 104 determines whether the occupant has not fastened their seatbelt. A period for temporary driving can be set arbitrarily. Furthermore, if the notification processing unit 151a determines that the occupant has not fastened their seatbelt within the start-of-drive period, it causes the notification device 17 to continue providing the monitoring encouragement notification.

[0080] According to the configuration described above, even if the occupant is not wearing a seatbelt, automated driving is not immediately stopped and occupant comfort is not affected. Furthermore, continuing the monitoring encouragement notification reduces the likelihood of the occupant experiencing an impact while not wearing a seatbelt. (Third embodiment)

[0081] In the embodiment described above, ECUs 10 and 10a are configured for automated driving to correspond to the vehicle control device, but this is not intended to be a necessary limitation. For example, an ECU other than ECUs 10 and 10a could correspond to the vehicle control device for automated driving. (Revealed technical ideas)

[0082] This description reveals several technical ideas, which are described in several sections listed below. Some sections may be presented in a multi-dependent form, in which a subsequent section selectively refers to the preceding sections. Furthermore, some sections may be written in a multi-dependent form with reference to another multi-dependent form. These sections written in the multi-dependent form define several technical ideas. (First technical idea)

[0083] A vehicle control device configured for use in a vehicle configured to initiate automated driving, which supports steering, acceleration, and deceleration from a trip start time, wherein the vehicle control device includes: a trip start state identification unit (104) configured to identify a trip start state, which is a state related to automated driving that starts at the trip start time; and a notification processing unit (151, 151a) configured to instruct a notification device (17) to provide a notification to a vehicle occupant. The notification processing unit modifies the content of the notification provided by the notification device according to the trip start state identified by the trip start state identification unit. (Second technical idea)

[0084] The vehicle control device according to the first technical concept further includes a control execution unit (103, 103a) configured to cause the vehicle to perform automated driving. The drive start state identification unit is configured to identify as the drive start state at least the following: whether a drive start operation by the occupant is required to initiate automated driving, and a peripheral monitoring state by the occupant. If the drive start state identification unit identifies that a drive start operation by the occupant is required to initiate automated driving, the notification processing unit causes the notification device to provide the notification encouraging the occupant to monitor a periphery of the vehicle.When the drive start status identification unit identifies that the drive start operation has been performed and that the occupant has performed peripheral monitoring, the control execution unit starts driving via automated driving. (Third technical idea)

[0085] In the vehicle control device according to the second technical idea, if the trip start state identification unit determines that the occupant interrupts peripheral monitoring within a predetermined period after the automated driving start time, the notification processing unit causes the notification device to provide the notification encouraging the occupant to monitor peripherals with respect to the vehicle. If the trip start state identification unit determines that the occupant interrupts peripheral monitoring within the predetermined period after the automated driving start time, the control execution unit causes the vehicle to continue driving in automated mode. (Fourth technical idea)

[0086] In the vehicle control device according to the third technical idea, if the drive start state identification unit determines that the occupant interrupts peripheral monitoring within the predetermined period after the drive start time of automated driving, the control execution unit causes the vehicle to drive at a vehicle speed that is lower than a specified vehicle speed for automated driving. (Fifth technical idea)

[0087] In the vehicle control device according to one of the second to fourth technical ideas, the drive start state identification unit identifies an occupant's seatbelt fastening state as the drive start state. If the drive start state identification unit determines that the occupant has not fastened a seatbelt within a predetermined period after the automated driving start time, the control execution unit (103) causes the vehicle to stop driving through automated driving. (Sixth technical idea)

[0088] In the vehicle control device according to one of the second to fourth technical ideas, the drive start state identification unit identifies an occupant's seatbelt fastening state as the drive start state. If the drive start state identification unit determines that the occupant has not fastened a seatbelt within a predetermined period after the automated driving start time, the control execution unit (103a) causes the vehicle to temporarily continue driving by means of automated driving without stopping.If the journey start state identification unit determines that the occupant has not fastened the seat belt within the predetermined period after the automated driving journey start time, the notification processing unit (151a) causes the notification device to continue the notification encouraging the occupant to monitor the peripheral monitoring in relation to the vehicle. (Seventh technical idea)

[0089] In the vehicle control device according to one of the first to sixth technical ideas, the drive start state identification unit is configured to identify, as the drive start state, at least whether a drive start operation by the occupant is necessary to initiate automated driving. If the drive start state identification unit determines that a drive start operation by the occupant is necessary to initiate automated driving, the notification processing unit causes the notification device to provide the notification informing the occupant which operation is to be performed as the drive start operation. (Eighth technical idea)

[0090] In the vehicle control device according to one of the first to seventh technical ideas, the drive start state identification unit is configured to identify, as the drive start state, at least whether a drive start operation by the occupant is necessary to initiate automated driving. For the vehicle that initiates automated driving in response to an operator input to activate a drive energy source for propulsion, it is determined that a drive start operation by the occupant is not necessary to initiate automated driving. (Ninth technical idea)

[0091] In the vehicle control device according to the eighth technical idea, when the drive start state identification unit determines that the drive start operation by the occupant is unnecessary to start driving by automated driving, the notification processing unit causes the notification device to provide the notification informing the occupant which drive start of the vehicle is being carried out by automated driving. (Tenth technical idea)

[0092] In the vehicle control device according to one of the first to ninth technical ideas, the drive start state identification unit is configured to identify as the drive start state at least one type of automated driving, including last-mile automated driving, in which the vehicle moves by automated driving within a limited area that is a range to a destination. The vehicle control device includes an area identification unit (111) that is configured to separately identify, as a vehicle driving range, a first area in which the need for peripheral monitoring is high and a second area in which the need for peripheral monitoring is low.

[0093] It should be noted that the present disclosure is not limited to the embodiments described above, and various modifications are possible within the scope of protection specified in the claims. Embodiments obtained by suitable combination of technical means disclosed in various embodiments are also included within the technical scope of protection of the present disclosure. Furthermore, the control unit and the method thereof described in the present disclosure can be implemented by a dedicated computer comprising a processor programmed to perform one or more functions executed by a computer program. Alternatively, the device and the method thereof described in the present disclosure can also be implemented by a dedicated hardware logic circuit.Alternatively, the device and method described in the present disclosure can also be implemented by one or more dedicated computers configured as a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program can also be stored in a computer-readable, non-volatile, tangible storage medium as instructions to be executed by a computer. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2017 / 154396 A

[0004]

Claims

[1] Vehicle control device configured for use in a vehicle configured to start automated driving, which assists steering, acceleration and deceleration from a driving start time, wherein the vehicle control device comprises: a drive start state identification unit (104) configured to identify a drive start state, which is a state relating to automated driving that starts at the drive start time; and a notification processing unit (151, 151a) configured to cause a notification device (17) to provide a notification to an occupant of the vehicle, to provide the notification, where The notification processing unit modifies the content of the notification by the notification device according to the drive start state, which is identified by the drive start state identification unit. [2] Vehicle control device according to claim 1, further comprising a control execution unit (103, 103a) configured to cause the vehicle to perform automated driving, where The drive start state identification unit is configured to identify at least one of the following as the drive start state: whether a start-up operation by the occupant is necessary to start the automated driving process, and a state of peripheral monitoring by the occupant, when the drive start state identification unit determines that the drive start operation by the occupant is necessary to start driving by automated driving, the notification processing unit causes the notification device to provide the notification that encourages the occupant to monitor a periphery of the vehicle, and When the drive start status identification unit determines that the drive start operation has been performed and that the occupant has performed the peripheral monitoring, the control execution unit starts driving through automated driving. [3] Vehicle control device according to claim 2, wherein If the trip start state identification unit determines that the occupant interrupts peripheral monitoring within a predetermined period after the trip start time through automated driving, the notification processing unit causes the notification device to provide the notification encouraging the occupant to monitor peripheral monitoring with respect to the vehicle, and If the journey start state identification unit determines that the occupant interrupts peripheral monitoring within the predetermined period after the automated driving journey start time, the control execution unit causes the vehicle to continue driving through automated driving. [4] Vehicle control device according to claim 3, wherein if the drive start state identification unit determines that the occupant interrupts peripheral monitoring within the predetermined period after the drive start time of automated driving, the control execution unit causes the vehicle to drive at a vehicle speed that is lower than a specified vehicle speed of automated driving. [5] Vehicle control device according to claim 2, wherein The drive start state identification unit identifies an occupant's seatbelt fastening state as the drive start state, and If the journey start state identification unit determines that the occupant has not fastened a seatbelt within a predetermined period after the automated driving start time, the control execution unit (103) causes the vehicle to stop driving through automated driving. [6] Vehicle control device according to claim 2, wherein The drive start state identification unit identifies an occupant's seatbelt fastening state as the drive start state. If the journey start state identification unit determines that the occupant has not fastened a seatbelt within a predetermined period after the automated driving journey start time, the control execution unit (103a) causes the vehicle to temporarily continue driving in automated mode without stopping the journey, and If the journey start state identification unit determines that the occupant has not fastened a seatbelt within the predetermined period after the automated driving journey start time, the notification processing unit (151a) causes the notification device to continue the notification encouraging the occupant to monitor the peripheral monitoring in relation to the vehicle. [7] Vehicle control device according to claim 1, wherein The drive start state identification unit is configured to identify, at a minimum, whether a drive start operation by the occupant is necessary to start driving by automated driving, and When the drive start state identification unit determines that the occupant's drive start operation is necessary to initiate automated driving, the notification processing unit instructs the notification device to provide the notification informing the occupant which operation is to be performed as the drive start operation. [8] Vehicle control device according to claim 1, wherein the drive start state identification unit is configured to than to identify the start-of-drive state, whether a start-of-drive operation by the occupant is necessary to start driving by automated driving, and to determine, for the vehicle that starts driving by automated driving in response to an operator input to activate a propulsion energy source to drive the vehicle, that a drive start operation by the occupant is not necessary to start driving by automated driving. [9] Vehicle control device according to claim 8, wherein when the drive start state identification unit determines that the drive start operation by the occupant is unnecessary to start driving by automated driving, the notification processing unit causes the notification device to provide the notification informing the occupant which drive start of the vehicle is being carried out by automated driving. [10] Vehicle control device according to claim 1, wherein the journey start state identification unit is configured to identify as the journey start state at least one type of automated driving, including last-mile automated driving, where the vehicle moves through automated driving within a limited area that is an area to a destination, The vehicle control device includes an area identification unit (111) configured to separately identify, as a vehicle driving area, a first area where there is a high need for peripheral monitoring and a second area where there is a low need for peripheral monitoring, and When the trip start state identification unit identifies the automated driving that starts at trip start time as last-mile automated driving, the notification processing unit causes the notification device to provide the notification encouraging the occupants to perform peripheral monitoring with respect to the vehicle while the vehicle is traveling in an area identified by the area identification unit as the first area, and While the vehicle is traveling in the area identified by the area identification unit as the second area, the notification processing unit causes the notification device to provide the notification informing the occupants of the permissibility of a second task, different from the driving that a driver of the vehicle is permitted to perform. [11] Vehicle control method configured for use in a vehicle configured to start automated driving, which supports steering, acceleration and deceleration from a driving start time, wherein the vehicle control method comprises causing at least one processor to perform the following: a journey start state identification process for identifying a journey start state, which is a state relating to automated driving that starts at the journey start time; and a notification processing device to cause a notification device (17) to provide a notification to an occupant of the vehicle to provide the notification, where The notification processing modifies the content of the notification by the notification device according to the trip start state, which is identified by the trip start state identification processing.

Images