Control device and control method

Abstract

To reduce a burden on a user and maintain convenience of mobility services by continuing a safe transportation of the user to a destination as far as possible by a vehicle which is traveling by an automatic driving system even in a case where autonomous travel is made difficult by occurrence of an abnormality in the vehicle.SOLUTION: A control device 300 comprises a controller 305 which executes processing for controlling autonomous travel of a vehicle V, processing for identifying a travel mode which is executable in a case where it is determined that an abnormality occurs in the vehicle V, and processing for transmitting the travel mode to a terminal device 20 of a user riding on the vehicle V and controlling travel of a broken-down vehicle Vb according to one travel mode that the user approves. The controller 305 is capable of identifying a tow mode for the other vehicle V to electronically tow the broken-down vehicle Vb in a case where it is determined that the autonomous travel of the broken-down vehicle Vb is difficult, and determines a tow route and a tow vehicle for the broken-down vehicle Vb to travel to a destination with the electronic towing in a case where the tow mode is identified as the travel mode.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a control device and a control method for vehicle driving. [Background technology]

[0002] In recent years, autonomous driving systems for vehicles are becoming more and more commonplace. However, if an abnormality or malfunction occurs in a vehicle while it is driving autonomously, it is necessary to consider the safety of the vehicle, its users (passengers), and the surrounding environment. Autonomous driving can also be applied to service vehicles used for mobility services. Mobility services are services that provide smooth transportation for users and the transport of luggage by vehicle.

[0003] For example, Patent Document 1 below discloses a technology for providing a control device that stops a vehicle (demand bus) used for mobility services at a location where it can be stopped when it is determined that the vehicle cannot reach its destination through autonomous driving due to a breakdown. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2020-082918 Summary of the Invention [Problem to be solved by the invention]

[0005] The technology disclosed in the above-mentioned Patent Document 1 uniformly stops a vehicle when it is determined that the destination cannot be reached through autonomous driving. When the vehicle stops, the user must get off and transfer to another service vehicle or public transportation, or walk to the destination. Depending on the weather (rain, stormy weather, high temperature, low temperature) and the user's attributes (user's age, physical strength, physical condition, etc.), the burden on the user due to transferring or walking may increase, which may significantly reduce the convenience of the mobility service. For this reason, even if an abnormality occurs and the vehicle is unable to drive autonomously, there is a demand to transport the user to the destination by the vehicle as much as possible, thereby reducing the burden on the user.

[0006] Therefore, the present disclosure aims to provide a control device and control method that continues to transport the user safely to the destination by the vehicle as much as possible even when an abnormality occurs in the vehicle while it is being driven by an automated driving system, thereby reducing the burden on the user and maintaining the convenience of mobility services. [Means for solving the problem]

[0007] A control device of one aspect of the present disclosure is a control device that controls the driving of a vehicle capable of autonomous driving and following driving, and is equipped with a controller that executes the following processes: controlling the autonomous driving of the vehicle to a destination according to a driving route; determining whether an abnormality has occurred in the vehicle; if it is determined that an abnormality has occurred in the vehicle, identifying one or more driving modes that can be implemented based on the location of the abnormality; and transmitting the identified driving mode to a terminal device of a user riding in the broken-down vehicle, i.e., the vehicle in which the abnormality has occurred, and controlling the driving of the broken-down vehicle in accordance with one of the driving modes accepted by the user by operating the terminal device.If it is determined that the autonomous driving of the broken-down vehicle is difficult, the controller is capable of specifying a towing mode as the driving mode in which another preceding vehicle acts as a towing vehicle and electronically tows the broken-down vehicle, and if the towing mode is specified as the driving mode, determining a towing route and the towing vehicle for the broken-down vehicle to travel to the destination by electronic towing.

[0008] Furthermore, a control method of one aspect of the present disclosure is a control method executed by a control device that controls autonomous driving of a vehicle, and causes a controller to execute the following processes: controlling the autonomous driving of the vehicle to a destination according to a driving route; determining whether an abnormality has occurred in the vehicle; if it is determined that an abnormality has occurred in the vehicle, identifying one or more driving modes that can be implemented based on the location where the abnormality has occurred; and transmitting the identified driving modes to a terminal device of a user riding in the broken-down vehicle, i.e., the vehicle in which the abnormality has occurred, and controlling the driving of the broken-down vehicle in accordance with one of the driving modes accepted by the user by operating the terminal device.If it is determined that the autonomous driving of the broken-down vehicle is difficult, the controller identifies a towing driving mode as the driving mode in which another preceding vehicle acts as a towing vehicle to electronically tow the broken-down vehicle, and if the towing driving mode is identified as the driving mode, determines a towing route and a towing vehicle for the broken-down vehicle to travel to the destination by electronic towing. [Effects of the Invention]

[0009] According to the present disclosure, even when an abnormality occurs in a vehicle while it is in operation, making autonomous driving difficult, the vehicle can continue to transport the user safely to the destination as much as possible, thereby reducing the burden on the user and maintaining the convenience of mobility services.

[0010] Other technical features, objects, and operational effects or advantages of the present disclosure will become apparent from the following embodiments described with reference to the accompanying drawings. The effects described in this specification are merely examples and are not intended to be limiting, and other effects may also be present. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram illustrating an example of a vehicle dispatch management system according to an embodiment of the present invention. [Figure 2] FIG. 2 is a block diagram showing an example of a functional configuration model of a vehicle dispatch control device according to one embodiment of the present invention. [Figure 3]FIG. 3 is a block diagram showing a functional model of a control device mounted on a vehicle in a vehicle dispatch management system according to one embodiment of the present invention. [Figure 4] FIG. 4 is a diagram illustrating, in table format, the driving modes when an abnormality occurs in a vehicle in the vehicle dispatch management system according to one embodiment of the present invention. [Figure 5A] FIG. 5A is a conceptual diagram for explaining an example of a towing route and a towing vehicle in towing mode. [Figure 5B] FIG. 5B is a conceptual diagram for explaining another example of a towing route and a towing vehicle in towing mode. [Figure 6] FIG. 6 is a flowchart showing an example of the flow of processing when an abnormality occurs in a vehicle in the vehicle dispatch management system according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. However, the embodiments described below are merely examples, and are not intended to exclude various modifications or applications of techniques not explicitly described below. The present invention can be implemented in various modifications (e.g., combinations of the embodiments) without departing from the spirit of the present invention. Furthermore, in the following description of the drawings, identical or similar parts are denoted by identical or similar reference numerals. The drawings are schematic and do not necessarily correspond to actual dimensions, ratios, etc. Parts in the drawings may have different dimensional relationships or ratios.

[0013] 1 is a diagram illustrating an example of a vehicle dispatch management system according to an embodiment of the present disclosure. As shown in the figure, the vehicle dispatch management system 1 includes a vehicle dispatch management device 10, a terminal device 20, and a vehicle V, which are connected to each other so as to be able to communicate with each other via a communication network N. The vehicle dispatch management system 1 can also be connected via the communication network N to a road traffic information management system 30 that provides various traffic information in real time.

[0014] The vehicle dispatch management system 1 of the present disclosure provides a vehicle dispatch service using a plurality of service vehicles, namely, vehicles V, for a certain area, for example. The vehicle dispatch service may be an "on-demand" system or a "reservation" system. In the present disclosure, the vehicle V is assumed to be an unmanned vehicle.

[0015] The vehicle dispatch management device 10 is a computing device that comprehensively manages a vehicle dispatch service using multiple vehicles V in a target area. The vehicle dispatch management device 10 implements, for example, a vehicle dispatch management server program and executes the vehicle dispatch management server program under the control of a processor, thereby realizing the vehicle dispatch service of the present disclosure.

[0016] The vehicle dispatch management device 10 includes various databases 12 that accumulate and manage data necessary to realize such a vehicle dispatch service. The databases 12 may include, for example, a user information database 12a, a road map information database 12b, a vehicle information database 12c, a vehicle dispatch plan database 12d, and a driving history information database 12e (see FIG. 2). The databases 12 may be configured as part of the vehicle dispatch management device 10, or all or part of the databases 12 may be configured separately from the vehicle dispatch management device 10.

[0017] In general, the vehicle allocation management device 10 receives a vehicle allocation request from a user who desires to allocate a vehicle V for travel, creates a vehicle allocation plan for candidate vehicles V (candidate vehicles v) extracted from a plurality of vehicles V based on the vehicle allocation request, determines an optimal vehicle allocation plan from the created vehicle allocation plans, and issues a vehicle allocation instruction to the vehicle V in accordance with the determined vehicle allocation plan. The vehicle allocation plan is determined, for example, in response to the user's consent.

[0018] The vehicle dispatch plan includes a driving route that defines a route from a location where vehicle V waits (a starting waiting location) via several points (boarding and disembarking locations) along the way where users board and disembark, to a final waiting location (which may not necessarily be the same as the initial waiting location). The boarding and disembarking locations and final waiting locations that the driving route passes through are destinations of vehicle V traveling along the driving route. For example, for vehicle V in which a user is riding, the nearest destination may be the user's disembarkation location. Also, for vehicle V in which a user is not riding, the nearest destination may be the boarding location or waiting location of a user who has made a new ride request (a user who plans to ride). In other words, the driving route is a route that passes through multiple destinations of vehicle V and arrives at the final waiting location, which is the final destination. If vehicle V is waiting, the vehicle dispatch plan is newly created based on a new ride request, and if vehicle V is in operation, it can be updated based on the new ride request. The ride request includes information such as the user's name, boarding and disembarking locations (desired boarding and disembarking locations), and transportation details (number of passengers, etc.). When the vehicle dispatch plan is updated, new destinations (boarding locations, disembarking locations) are added to the travel route according to, for example, boarding and disembarking locations in a new vehicle dispatch request. In addition, in the present disclosure, the vehicle dispatch management device 10 can determine a travel route in response to a reroute request from a vehicle V in which a predetermined abnormality has occurred, and instruct the vehicle V according to the new vehicle dispatch plan.

[0019] Vehicle V is a vehicle registered in a vehicle information database for use by a user. The vehicle V may be of any type (e.g., sedan, minivan, SUV, etc.). Vehicle V may also be an electric vehicle (EV) powered by an on-board battery. Vehicle V may also be an autonomous vehicle (unmanned vehicle) capable of fully autonomous driving using an autonomous driving system, and the so-called level of autonomous driving does not matter. Vehicle V is also capable of following a preceding vehicle at a predetermined distance using adaptive cruise control (ACC) or cooperative ACC using vehicle-to-vehicle communication. Here, the preceding vehicle is another vehicle V traveling immediately before vehicle V. In this disclosure, following vehicle V following a preceding vehicle (towing vehicle TV) may be referred to as "electronic towing."

[0020] The vehicle V is equipped with a control device 300 that controls the vehicle V itself or its onboard equipment in accordance with instructions from the vehicle dispatch management device 10. Although not shown, the control device 300 is configured to include a processor, memory, etc., which are not shown. The control device 300, for example, acquires geographical position information (hereinafter referred to as "position information") of the vehicle V via a GPS system and transmits this to the vehicle dispatch management device 10, and also receives dispatch instructions from the vehicle dispatch management device 10 and controls the operation of various devices or equipment of the vehicle V. The control device 300 includes an autonomous driving control function that controls the autonomous driving of the vehicle V, for example, taking into account actual road conditions based on the driving route of the vehicle dispatch plan. The control device 300 also monitors the operating status of various components or systems of the vehicle V and detects the occurrence of abnormalities.

[0021] In the present disclosure, when the control device 300 detects an abnormality in the vehicle V traveling in a normal traveling mode, it switches to an appropriate traveling mode based at least on the location where the abnormality has occurred, and controls the vehicle V to continue transporting the user to the destination as much as possible. The traveling mode when an abnormality has occurred includes a mode in which the transportation of the user is continued by electronic towing of the vehicle V by a towing vehicle (following the towing vehicle). For example, the control device 300 may issue a reroute request to the vehicle dispatch management device 10 when determining a towing route for the vehicle V in which an abnormality has occurred (broken vehicle bv) to travel to the destination by electronic towing. Details of the traveling mode when an abnormality has occurred will be described later.

[0022] The terminal device 20 is, for example, a computing device through which a user wishing to ride makes a vehicle dispatch request by operating a user interface. The terminal device 20 is, for example, a smartphone, a pad computer, a laptop personal computer, a desktop computer, etc., but is not limited to these. The terminal device 20 implements, for example, a vehicle dispatch management client program (a so-called vehicle dispatch app). The terminal device 20 executes the vehicle dispatch app under the control of a processor, thereby enabling the user to use the vehicle dispatch service of the vehicle dispatch management device 10. For example, the user can make a vehicle dispatch request from a vehicle dispatch request screen (not shown) on the user interface of the terminal device 20 and, in response, accept the vehicle dispatch plan created by the vehicle dispatch management device 10, thereby making a reservation for a ride in the vehicle V.

[0023] The road traffic information management system 30 is an information and communication system that provides road traffic information in real time. For example, the road traffic information management system 30 collects road traffic data from vehicle sensors and cameras installed on roads, and also collects driving data from a control device 300 mounted on the vehicle V, and manages road traffic information that is processed and edited in an integrated manner. The edited road traffic information may include, for example, information on road closures and detour routes, and the time required between points via a specific route. The road traffic information management system 30 provides the road traffic information to the vehicle dispatch management device 10 and the vehicle V as appropriate.

[0024] FIG. 2 is a block diagram illustrating an example of a functional configuration model of a vehicle dispatch management device according to an embodiment of the present invention. As shown in the figure, the vehicle dispatch management device 10 is configured as a functional configuration model including functional components such as a front-end processing unit 110, a vehicle dispatch plan creation unit 120, and a vehicle communication unit 130. As described above, the vehicle dispatch management device 10 also includes various databases 12. This functional model is realized by the vehicle dispatch management device 10 executing a vehicle dispatch management server program under the control of a processor and cooperating with various hardware resources. The functional configuration model shown here is an example, and all or part of the functions of a certain functional component may be realized by other functional components. For ease of explanation, the figure also illustrates a user terminal device 20 and a control device 300 installed in the vehicle V.

[0025] The user information database 12a stores information about users who use the vehicle dispatch service (hereinafter referred to as "user information"). The user information includes, for example, a user ID and password, personal attributes, and information about service usage status.

[0026] The road map information database 12b stores information about road maps in the target area of ​​the ride-hailing service (hereinafter referred to as "road map information"). The road map information includes, for example, information about addresses, place names, roads, boarding and alighting points, and facility names. Boarding and alighting points are locations where users can actually board and alight. The road map information may include information necessary for route search, such as road network information, road attribute information, feature information, and environmental information. The road attribute information includes, for example, information about traffic regulations such as speed limits, one-way streets, no right or left turns, no parking or stopping, and road closures, road types such as community roads and main roads (including lanes), and control of traffic lights at intersections. The feature information includes, for example, the situation between buildings and roads (e.g., sidewalk width, presence or absence of obstructions such as guardrails and shrubbery, degree of visibility, etc.). The environmental information includes, for example, the situation of parked and stopped vehicles and pedestrians at each location by time of day, the frequency of vehicles turning right or left at intersections, the frequency of parking and stopping, and the frequency of traffic accidents.

[0027] The vehicle information database 12c stores information (vehicle information) about the vehicle V available for use by the user. The vehicle information includes, for example, information about the vehicle ID, vehicle attributes (vehicle registration number, vehicle model, maximum number of occupants / maximum load capacity, whether the vehicle is driven by a driver or not, etc.), vehicle performance, other specifications, the current vehicle dispatch plan, the current location, and the current status (service status, remaining battery capacity (travel distance), number of occupants, etc.). The current location and / or status of the vehicle V can be updated at any time based on the location information transmitted from the vehicle V.

[0028] The vehicle allocation plan database 12d stores a vehicle allocation plan for each vehicle V created by the vehicle allocation management device 10 based on a vehicle allocation request. The vehicle allocation plan includes a driving route from a waiting location serving as a starting point to a waiting location serving as an end point via several boarding and disembarking points, an estimated arrival time at each stopover point, and the like.

[0029] The driving history information database 12e stores, for example, information (driving history information) related to the past driving history of each vehicle V. The driving history information includes, for example, various types of specification information such as the operating times (start and end times of operation) of each vehicle V, the driving route, and the driving distance.

[0030] The front-end processing unit 110 performs various processes with the user's terminal device 20. As an example, the front-end processing unit 110 refers to the user information database 12a and performs login authentication processing in accordance with a login request from a vehicle dispatching app on the user's terminal device 20. The front-end processing unit 110 also accepts a vehicle dispatch request from the vehicle dispatching app on the user's terminal device 20, passes it to the vehicle dispatch plan creation unit 120, and interacts with the terminal device 20 to receive the user's approval or disapproval of the vehicle dispatch plan created by the vehicle dispatch plan creation unit 120 in response to the request.

[0031] The vehicle allocation plan creation unit 120 extracts candidate vehicles (candidate vehicles v) from among the vehicles V in the target area based on the given vehicle allocation request, and creates a vehicle allocation plan for the candidate vehicles. The vehicle allocation plan creation unit 120 also selects an optimal vehicle allocation plan from the created vehicle allocation plans, confirms the vehicle allocation plan, and issues a vehicle allocation instruction to the vehicle V in accordance with the confirmed vehicle allocation plan. The vehicle allocation plan creation unit 120 proposes the created vehicle allocation plan to the user, and confirms it after receiving the user's consent. The vehicle allocation plan creation unit 120 stores the confirmed vehicle allocation plan in the vehicle allocation plan database 12d, and issues a vehicle allocation instruction to the corresponding vehicle V via the vehicle communication unit 130.

[0032] In the present disclosure, in response to a reroute request from a vehicle V (broken-down vehicle bv) in which an abnormality has occurred, the vehicle allocation plan creation unit 120 may, for example, refer to the road map information database 12b to extract one or more driving routes to a destination (the nearest stop on the driving route) that are different from the current driving route as towing route candidates, and notify the vehicle V of this as reroute information. Note that this is not limited to this, and the reroute information may include all routes from the current location to the destination, including the current driving route. When the reroute for the vehicle V is confirmed, the vehicle allocation plan creation unit 120 updates the vehicle allocation plan for the vehicle V in the vehicle allocation plan database 12d. Furthermore, in response to a towing vehicle extraction request from the broken-down vehicle bv, the vehicle allocation plan creation unit 120 may, for example, refer to the vehicle information database 12c and the vehicle allocation plan database 12d to extract other vehicles V that are candidates for towing vehicles tv that the broken-down vehicle bv can follow, and notify the vehicle V of this as towing vehicle candidate information. In addition, in response to a request to extract a transfer vehicle from the broken-down vehicle bv (a vehicle to which the user will transfer from the broken-down vehicle Vb), the vehicle allocation plan creation unit 120 extracts a vehicle V that is located in the vicinity of the broken-down vehicle bv, for example, by referring to the vehicle information database 12c and the vehicle allocation plan database 12d, and notifies the vehicle V of this as transfer vehicle candidate information.

[0033] The vehicle communication unit 130 exchanges various types of information with the vehicle V via the communication network N. For example, the vehicle communication unit 130 acquires vehicle information including the position information of the vehicle V and passes it to the vehicle allocation plan creation unit 120, and also transmits to the vehicle V operation instructions in accordance with the vehicle allocation plan created by the vehicle allocation plan creation unit 120. The vehicle communication unit 130 also receives an extraction request from the vehicle V to extract information (tow vehicle candidate information, transfer vehicle information) and transmits the tow vehicle candidate information to the vehicle V. The extraction request may also be a reroute request, and the vehicle communication unit 130 may transmit the reroute information to the vehicle V.

[0034] FIG. 3 is a block diagram showing a functional model of a control device mounted on a vehicle in a vehicle dispatch management system according to an embodiment of the present invention. As shown in the figure, the control device 300 includes a controller 305 including peripheral components such as a processor and memory (not shown). The processor constituting the controller 305 may be, for example, a CPU or MPU. The memory may also include non-transitory tangible storage media such as registers, cache memory, and memory used as a main storage device, such as ROM and RAM. The functions of the controller 305 described below are realized, for example, by the processor executing a computer program stored in the storage device. The controller 305 includes, for example, a position information acquisition unit 310, an environmental information acquisition unit 320, a navigation database 340, a driving control unit 350, an abnormality determination unit 360, a driving mode selection unit 370, a driving route control unit 380, and a communication unit 330.

[0035] The position information acquisition unit 310 acquires the position information of the vehicle V from the GPS system. The position information acquisition unit 310 passes the position information acquired from the GPS system to the traveling control unit 350, and also passes it to the communication unit 330 to transmit to the vehicle dispatch management device 10.

[0036] The environmental information acquisition unit 320 acquires environmental information around the vehicle V from various sensors (e.g., wheel speed sensors (not shown), external environment sensors 301) mounted on the vehicle V. The external environment sensors 301 may be provided in front, behind, or on the sides of the vehicle V. For example, the environmental information acquisition unit 320 acquires speed information from a wheel speed sensor that measures the traveling speed of the vehicle V from the rotational speed of the tires. Furthermore, the environmental information acquisition unit 320 acquires information about the distance between the vehicle V and other vehicles, distance information, and information about parked vehicles from a ranging sensor in the external sensor 301 that measures the relative position, relative distance, relative speed, etc. of an object relative to the vehicle V. As the ranging sensor, for example, a radar device or sonar such as a laser radar, a laser range finder (LRF), a LiDAR (Light detection and ranging) unit, or an ultrasonic radar is used. Furthermore, the environmental information acquisition unit 320 acquires images of objects (land features) relative to the vehicle V from an imaging sensor in the external sensor 301 that captures images of the surroundings of the vehicle V. As the imaging sensor, a camera equipped with an imaging element such as a CCD, an ultrasonic camera, an infrared camera, etc. is used. The external sensor 301 may be configured with a main external sensor 301 and a spare external sensor 301 as a redundant component. In this case, the distance measuring sensor and the image sensor in the spare external sensor 301 may be of different types from those of the main external sensor 301. The environmental information acquisition unit 320 passes the acquired various types of environmental information to the driving control unit 350.

[0037] The communication unit 330 is a communication interface for exchanging various information with the vehicle dispatch management device 10. As one example, the communication unit 330 receives a transmission request for vehicle information transmitted from the vehicle dispatch management device 10, and in response transmits vehicle information including location information to the vehicle dispatch management device 10. As another example, the communication unit 330 receives a vehicle dispatch instruction transmitted from the vehicle dispatch management device 10, and passes it on to the travel control unit 350.

[0038] The navigation database 340 stores navigation information for the autonomous driving of the vehicle V in the area covered by the vehicle dispatch service. The navigation information typically includes road traffic information, driving history information, and the like. The navigation database 340 of the vehicle V is generally the same as the road map information database described above in that it includes road map information, but differs from it in that the stored road map information and driving history information can be updated based on the actual autonomous driving of the vehicle V. The driving route control unit 380 updates the road map information and driving history information in the navigation database 340, for example, as the vehicle V autonomously drives along the determined driving route. The road map information can be made more detailed by updating.

[0039] The abnormality determination unit 360 determines whether or not an abnormality has occurred in the vehicle V. For example, the abnormality determination unit 360 monitors whether or not an abnormality has occurred in the vehicle V based on status information (signals, commands, etc.) acquired from various status monitoring sensors, and when it determines that an abnormality has occurred, it outputs a detection signal indicating that an abnormality has been detected. The detection signal may include at least the location of the abnormality determined from the above-mentioned state information. For example, when the abnormality determination unit 360 determines based on the above-mentioned state information that the environment recognition performance of the external sensor 301, such as an image sensor or a distance measurement sensor, has deteriorated, it outputs a detection signal indicating the external sensor 301 as the location of the abnormality.

[0040] In addition to the external sensor 301, the abnormality judgment unit 360 detects abnormalities (such as reduced performance / output, failure, deterioration in operability, non-compliance with safety standards, etc.) in various components or systems not shown, such as powertrain applications (various fans, auxiliary pumps, etc.), tire pressure, wheel speed sensors and various meters related to automatic driving control, VCM (vehicle control module) related to driving the vehicle V, drive battery, drive motor, inverter, etc., as well as redundant components such as ADAS (advanced driver assistance system), EPS (electric power steering), VDC (vehicle dynamics control), spare (backup) external sensor 301, and various lamps. This allows the control device 300 (driving mode selection unit 370) to select an appropriate driving mode depending on the location where the abnormality has occurred and switch to the selected driving mode. Note that the detection signal output by the abnormality determination unit 360 may include the content of the abnormality indicated by the status information in addition to the location where the abnormality has occurred. This allows the driving mode selection unit 370 to select a driving mode taking into consideration the location where the abnormality has occurred and the content of the abnormality.

[0041] The driving mode selection unit 370 identifies a driving mode that can be executed when the abnormality determination unit 360 determines that an abnormality has occurred in the vehicle V (when a detection signal is output from the abnormality determination unit 360), and selects from the identified driving modes a driving mode that corresponds to the user's intention.

[0042] The driving mode selection unit 370 identifies one or more driving modes that can be implemented when an abnormality occurs, based on the location of the abnormality detected by the abnormality determination unit 360. Here, the specification of the driving mode when an abnormality occurs will be described in detail using Fig. 4. Fig. 4 is a diagram showing an example of a driving mode specification table. In the driving mode specification table, at least the abnormality occurrence portion is associated with one or more driving modes that can be executed depending on the abnormality occurrence portion. In this example, for ease of understanding, the driving mode specification table is shown in which abnormality occurrence situations A to H, which are combinations of the abnormality occurrence portion and the expected abnormality content, are associated with one or more driving modes that can be executed in each abnormality occurrence situation. In this example, three types of driving modes are prepared for when an abnormality occurs: "low speed mode," "tow mode," and "transfer mode."

[0043] The various driving modes will be explained below. The low-speed driving mode is a driving mode in which the vehicle V continues autonomous driving to the destination at a speed (for example, a maximum speed of 40 km / h) slower than the normal speed (for example, a maximum speed of 60 km / h). The towing mode is a traveling mode in which another preceding vehicle V acts as a towing vehicle and electronically tows the vehicle V in which an abnormality has occurred (the broken-down vehicle Vb).

[0044] In addition, the transfer mode is a mode in which risk minimization control MRM (Minimum Risk Maneuver) is activated as quickly as possible to ensure the safety of users of vehicle V (broken vehicle Vb) and other traffic, stopping the broken vehicle Vb in a stopping area (stopping value), and users riding in the broken vehicle Vb transfer to another vehicle V.

[0045] In the transfer mode, the risk minimization control MRM (Minimum Risk Maneuver) is activated to execute vehicle stop control. The risk minimization control MRM is a control that automatically stops the vehicle when the vehicle's driving is not handed over from control by the system (control device 300 in this example) to operation by the driver. The stopping location where the vehicle V stops using the risk minimization control MRM is a safe stopping location, road shoulder, etc. near the current location of the broken-down vehicle Vb, and may be an area where the user can get off. Furthermore, in the present disclosure, even in towing mode, the risk minimization control MRM may be used to stop the vehicle V (broken-down vehicle Vb) at a stop before electronic towing begins. This allows the vehicle V to wait for the arrival of the towing vehicle while ensuring the safety of the user aboard the broken-down vehicle Vb and other traffic. In towing mode, the user does not need to disembark, so it does not matter whether the user can disembark at the stop. On the other hand, in towing mode, the broken-down vehicle Vb and another vehicle V that will be the towing vehicle will meet at the stop and begin electronic towing (follow-up traveling). Therefore, in towing mode, the stop where the broken-down vehicle Vb will stop is set to an area where the broken-down vehicle Vb and one towing vehicle can stop. The setting of the stop will be described later.

[0046] The driving mode selection unit 370 uses the driving mode identification table to identify a driving mode corresponding to the abnormality location indicated by the detection signal output by the abnormality determination unit 360. For example, in abnormality occurrence situation A, the abnormality location indicated by the detection signal is a partial function of the external sensor 301, and the type of abnormality is expected to be a "partial degradation in external environment recognition performance" (e.g., a degradation in LiDAR accuracy in rainy weather, etc.). In this case (in the case of abnormality occurrence situation A), the "low-speed driving mode," the "tow driving mode," and the "transfer mode" are identified as viable driving modes. Also, in abnormality occurrence situation B, for example, the abnormality location indicated by the detection signal is the entire function of the external sensor 301 at the rear or side, and the type of abnormality is expected to be a "significant degradation in external environment recognition performance at the rear or side" (e.g., a significant degradation in accuracy due to soiling of the rear or side of the vehicle V). In this case, the "tow mode" and the "transfer mode" are identified as viable driving modes. In abnormality situation C, for example, the abnormality location indicated by the detection signal is the cooling fan or water pump, and the type of abnormality is expected to be "powertrain output restriction." In abnormality situation D, for example, the abnormality location indicated by the detection signal is the tire pressure measured by a tire pressure sensor (not shown), and the type of abnormality is expected to be "deterioration of driving stability." In these cases (abnormality situations C and D), "low speed mode" and "transfer mode" are identified as viable driving modes.

[0047] For example, in abnormality situation E, the detection signal indicates that the abnormality has occurred in a wheel speed sensor or meter, and the type of abnormality is expected to be a "decreased accuracy of AD control (autonomous driving control)." For example, in abnormality situation F, the detection signal indicates that the abnormality has occurred in a VCM, drive battery, drive motor, or inverter related to the vehicle's drive, and the type of abnormality is expected to be a "failure of drive force." For example, in abnormality situation G, the detection signal indicates that the abnormality has occurred in a redundant component such as an ADAS, EPS, VDC, or spare (backup) external sensor 301, and the type of abnormality is expected to be a "failure of a redundant component." Here, the spare external sensor 301 refers to a sensor other than the primary sensor when multiple types of distance measuring sensors and imaging sensors are provided as external sensors 301. For example, in abnormality situation H, the detection signal indicates that the abnormality has occurred in a lamp such as a stop lamp (brake lamp, brake light), tail lamp, or turn signal lamp, and the type of abnormality is expected to be a "failure to meet safety standards." In these cases (abnormality occurrence situations E to H), the "transfer mode" is identified as a viable driving mode.

[0048] In this example, the low-speed driving mode is possible in abnormality situations A, C, and D. In abnormality situations A, C, and D, it is recognized that safe autonomous driving can be continued by limiting the speed based on the abnormality location and the assumed nature of the abnormality. In other words, the driving mode selection unit 370 may specify the low-speed mode as a viable driving mode when it determines that the abnormality location indicated by the detection signal corresponds to one of abnormality situations A, C, or D and that autonomous driving at low speed is possible. On the other hand, in abnormality situations B, and E to H, it is determined that safe autonomous driving cannot be continued even if the speed is limited based on the abnormality location. Therefore, the low-speed driving mode is not viable.

[0049] In this example, the towing mode is executable in abnormality situations A and B. In abnormality situations A and B, the abnormality location is limited to some of the various sensors included in the external sensor 301, or to the rear or side external sensors 301, and although it is difficult to continue safe autonomous driving at a normal speed (for example, a maximum speed of 60 km / h), normal speed following driving using electronic towing is possible. When the detection signal indicates either abnormality situation A or B and it is determined that autonomous driving of the broken-down vehicle Vb is difficult based on the abnormality location, the driving mode selection unit 370 can identify the towing mode as a viable driving mode. More specifically, the driving mode selection unit 370 may identify the towing mode when it is determined that autonomous driving is difficult but following driving is possible. In this example, the transfer mode is executable in all abnormality situations A to H. In abnormality situations E to H, the abnormality occurs in a part that is functionally or legally related to the continuation of driving of the vehicle V, and it is deemed difficult to continue driving regardless of whether the vehicle is in autonomous driving or following driving, and the transfer mode is the only driving mode that can be executed.

[0050] Of the three driving modes, in the towing mode, the broken-down vehicle Vb continues to transport the user to the destination by electronic towing, following the other vehicle V. This allows the user to remain aboard. Therefore, the towing mode can reduce the burden on the user in situations where transferring to another vehicle V or other transportation or walking is difficult due to bad weather (rain, stormy weather, high or low temperatures) or the user's attributes (the user's age, physical strength, physical condition, etc.). In particular, if a user who requires assistance with transferring is aboard the broken-down vehicle Vb, it can be difficult to accommodate an unmanned autonomous vehicle or transfer to other transportation. This can increase the burden on the user when transferring, such as by arranging for a transfer vehicle by a manned driver and waiting for the transfer vehicle. Therefore, among the driving modes identified when autonomous driving of the vehicle V (broken-down vehicle Vb) is difficult, the towing mode is a driving mode that imposes a relatively small burden on the user, and the convenience of the ride-hailing service can be maintained even when an abnormality occurs. In contrast, the transfer mode requires the user to get off the vehicle V (broken vehicle Vb) they are riding in and transfer to another vehicle V. Therefore, among the driving modes identified when autonomous driving is difficult, this driving mode may place a relatively large burden on the user. However, if the location where the abnormality occurred is a location that makes driving itself difficult, ensuring the safety of the user riding in the broken vehicle Vb and other traffic around the broken vehicle Vb must be given priority. Therefore, the transfer mode, which safely stops using risk minimization control MRM, is a driving mode that is highly important when an abnormality occurs.

[0051] The driving mode selection unit 370 transmits the identified driving mode to the terminal device 20 of the user riding in the vehicle V in which the abnormality has occurred (the broken-down vehicle bv). This makes it possible to appropriately present to the user driving modes that can be implemented depending on the part in which the abnormality has occurred. The driving mode selection unit 370 may also notify the driving route control unit 380 of the identified driving mode and request that it derive driving mode-related information including driving routes corresponding to each driving mode. The driving mode selection unit 370 may transmit the derived route-related information together with the driving mode to the terminal device 20. This makes it possible to present more detailed information about the driving mode to the user.

[0052] The driving mode selection unit 370 selects one of the driving modes that the user has agreed to execute by operating the terminal device 20 as the driving mode to be used when an abnormality occurs, and notifies the driving control unit 350. This allows the driving mode to be selected when an abnormality occurs according to the user's wishes, and reduces the burden on the user by avoiding the execution of a driving mode that the user does not want. As will be described in detail later, when the driving mode selection unit 370 selects a driving mode for when an abnormality occurs, it notifies the vehicle dispatch management device 10 of driving-related information corresponding to the selected driving mode.

[0053] As described above, in the present disclosure, the control device 300 can specify, as a driving mode when it is determined that autonomous driving is difficult in the broken-down vehicle Vb, a transfer mode that places a heavy physical burden on the user, or a user towing mode that does not require disembarking or transferring and places a light physical burden on the user, depending on at least the location of the abnormality. In other words, even when autonomous driving is difficult in the broken-down vehicle Vb, it is possible to continue safely transporting the user to their destination as much as possible. Furthermore, depending on the user's wishes, either the transfer mode or the towing mode can be selected, and selecting the towing mode can reduce the burden on the user and maintain the convenience of the mobility service.

[0054] The driving route control unit 380 determines an actual driving route based on various road map information stored in the navigation database 340 in accordance with the vehicle dispatch plan provided by the vehicle dispatch management device 10. The driving route control unit 380 may also determine an actual driving route based on road traffic information acquired from the road traffic information management system 30. In other words, the vehicle dispatch plan created by the vehicle dispatch management device 10 based on a vehicle dispatch request includes a reference driving route connecting each intermediate point (boarding point and disembarking point) and a required time, etc., but for an unmanned vehicle V, a driving route may be determined based on actual road traffic conditions. In this case, the driving route control unit 380 of the vehicle V determines an actual driving route in accordance with the vehicle dispatch plan by referring to its own navigation database 340. The driving control unit 350 may control the autonomous driving of the vehicle V in accordance with the driving route determined by the driving route control unit 380. The driving route control unit 380 may also transmit driving data of the vehicle V to the vehicle dispatch management device 10 via the communication unit 330.

[0055] Furthermore, the travel route control unit 380 derives travel mode related information including a travel route according to the travel mode notified by the travel mode selection unit 370 (the travel mode identified as executable when an abnormality occurs). When notified of one or more travel modes, the travel route control unit 380 derives travel mode related information for each travel mode and outputs it to the travel mode selection unit 370. The travel mode related information is used, for example, to control the travel of the vehicle V (the broken-down vehicle Vb) according to the travel mode when an abnormality occurs. Furthermore, the travel mode related information can be transmitted to the user's terminal device 20 as information indicating details of the travel mode.

[0056] When the driving route control unit 380 is notified of the low-speed mode by the driving mode selection unit 370 as the identified driving mode, the driving route control unit 380 may determine a new driving route (low-speed driving route) that allows low-speed driving as driving mode-related information. For example, the driving route control unit 380 may refer to road map information in the navigation database 340 and determine a driving route with a lower speed limit than the current driving route as the low-speed driving route. The driving route control unit 380 outputs the determined low-speed driving route to the driving mode selection unit 370 as driving mode-related information corresponding to the low-speed mode. The driving route control unit 380 may calculate an estimated arrival time at the destination along the low-speed driving route and include the calculated estimated arrival time in the driving mode-related information. Note that the driving route control unit 380 does not need to derive a new low-speed driving route if low-speed driving is possible on the current driving route (the driving route indicated by the vehicle dispatch instruction).

[0057] In addition, when the towing mode is identified as a driving mode that can be executed when an abnormality occurs, the driving route control unit 380 determines, as driving mode related information, a towing route along which the vehicle V (broken vehicle Vb) will travel to the destination by electronic towing, and another vehicle V (towing vehicle) that will electronically tow the broken vehicle Vb along the towing route.

[0058] When the driving route control unit 380 is notified of the towing mode by the driving mode selection unit 370 as the identified driving mode, it sets a stop where the broken-down vehicle Vb will be stopped and a destination of the towing route using risk minimization control MRM. A stop corresponding to the towing mode is an area where two vehicles, the vehicle V experiencing an abnormality (broken-down vehicle Vb) and another vehicle V (towing vehicle), can stop. This allows the broken-down vehicle Vb and the towing vehicle to merge at the stop, allowing electronic towing to begin safely. As described above, a stop in the towing mode may be an area where the broken-down vehicle Vb and the towing vehicle can safely stop with a predetermined distance between them, regardless of whether the user gets off the vehicle. The driving route control unit 380 may, for example, refer to the current position information of the broken-down vehicle Vb and road map information in the navigation database 340, and determine the nearest area where the two vehicles, the broken-down vehicle Vb and the towing vehicle, can stop as the stop. The stop is preferably an area on the driving route of the broken-down vehicle Vb. The destination of the towing route may be an area near the destination of the current traveling route of vehicle V (broken down vehicle Vb) where the user can get off and where the broken down vehicle Vb and the towing vehicle can safely stop with a predetermined distance between them, i.e., an area where both the broken down vehicle Vb and the other towing vehicle can stop. The traveling route control unit 380 may refer to road map information, for example, and determine as the stopping point an area that is within a predetermined distance from the destination of the current traveling route of vehicle V (broken down vehicle Vb) where the user can get off and where both the broken down vehicle Vb and the towing vehicle can stop. Note that if the destination of the current traveling route satisfies these conditions, there is no need to determine a new destination.

[0059] The driving route control unit 380 determines the driving route from the set stop to the destination as the towing route. The driving route control unit 380 may extract one or more driving routes from the stop where the vehicle V (broken down vehicle Vb) is stopped by risk minimization control MRM to the destination of the towing route as candidate towing routes. For example, the driving route control unit 380 may refer to road map information and extract one or more driving routes that are different from the current driving route from the stop to the destination of the towing route as candidate towing routes. However, this is not limited to this, and the candidate towing routes may include all routes from the stop to the destination, including the current driving route. Note that there may be multiple candidate towing routes, but all of the candidate towing routes lead to the same destination. In other words, there is one destination for one or more candidate towing routes.

[0060] Based on the extracted towing route candidates, the travel route control unit 380 acquires information about other vehicles V that are candidates for the towing vehicle. The travel route control unit 380 searches for towing route candidates (candidate routes), determines a towing vehicle that can electronically tow the vehicle V (broken down vehicle Vb) along one of the candidate routes, and determines a towing route from one or more candidate routes based on the determined towing vehicle.

[0061] For example, the travel route control unit 380 transmits route candidate information indicating the extracted towing route candidates to the vehicle dispatch management device 10 and requests extraction of towing vehicle candidates. When the vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) receives the extraction request via the vehicle communication unit 130, it may refer to the vehicle information database 12c, identify one or more other vehicles V that can tow the vehicle V (broken-down vehicle Vb) based on the position information (current position) of the other vehicles V indicated in the vehicle information, and acquire vehicle information of the identified other vehicles V as towing vehicle candidate information. The vehicle dispatch plan creation unit 120 notifies the acquired towing vehicle candidate information to the control device 300 of the vehicle V (broken-down vehicle Vb) in which the abnormality has occurred, as towing vehicle candidate information. The other vehicles V that are candidates for towing vehicles, as indicated by the towing vehicle candidate information, may be, for example, vehicles whose current locations are near (within a predetermined distance from) the stop of the broken-down vehicle Vb and whose travel routes in the vehicle dispatch plan overlap at least partially with the routes extracted as candidate towing routes. In other words, vehicle information about the other vehicles V that are likely to travel on the travel routes that are candidate towing routes may be notified to the broken-down vehicle Vb as towing vehicle candidate information. Note that the present disclosure is not limited to this, and the towing vehicle candidate information may also include vehicle information of other vehicles V waiting at a waiting location near the stop of the broken-down vehicle Vb.

[0062] When the travel route control unit 380 acquires the towing vehicle candidate information via the communication unit 330, it determines a towing vehicle that will electronically tow the vehicle V (broken vehicle Vb) from one or more other vehicles V included in the towing vehicle candidate information. In other words, the towing vehicle may be determined from one or more other vehicles V that pass through the route extracted as a towing route candidate. This makes it possible to more reliably continue transporting the user to the destination by electronically towing the vehicle V that has developed an abnormality.

[0063] The determination of the towing route and towing vehicle will be described in detail below with reference to Figures 5A and 5B. Figure 5A is a diagram showing an example of the towing route and towing vehicle. The travel route control unit 380 may determine, as the towing vehicle Vt1, another vehicle V that passes through the stop Pt1 corresponding to the towing mode, from among one or more other vehicles V that pass through the candidate towing route (other vehicles V indicated by the towing vehicle candidate information). For example, the travel route control unit 380 may determine, as the towing vehicle Vt1, another vehicle V that passes through the stop Pt1 that corresponds to the towing mode. This ensures that electronic towing of the broken-down vehicle Vb can be started reliably at the stop that corresponds to the towing mode. However, this is not limited to this, and another vehicle V waiting in a waiting area near the stop Pt1 may also be determined to be the towing vehicle Vt1. When electronic towing begins, the broken-down vehicle Vb will travel following the towing vehicle Vt1 while maintaining a predetermined inter-vehicle distance D1.

[0064] For example, the travel route control unit 380 may select, as the towing vehicle Vt1, one of the other vehicles V that pass through the stop and that is operated according to a vehicle dispatch plan that enables the vehicle V to arrive at the stop within a predetermined time. This makes it possible to reduce delays in the arrival time of the broken-down vehicle Vb at its destination when the towing mode is being executed.

[0065] Of the travel routes (candidate routes) that are candidates for the towing route, the travel route control unit 380 may determine the candidate route r that is most likely to be traveled by the towing vehicle Vt1 as the towing route R. In this example, the travel route in the vehicle allocation plan for the towing vehicle Vt1 includes the stop Pt1 and the destination Pt10. Therefore, if the towing vehicle Vt1 is operated according to the vehicle allocation plan, there is a high probability that it will travel the section (towing section) on the travel route in the vehicle allocation plan from the stop Pt1 to the destination Pt10. In this example, the travel route control unit 380 determines, from one or more candidate routes, the candidate route r that corresponds to the towing section on the travel route of the towing vehicle Vt1 as the towing route R. The towing route R may be a combination of multiple candidate routes r. Furthermore, if there is no route that corresponds to the towing section among the candidate routes, the towing section itself may be determined as the towing route R. If there are multiple other vehicles V that will arrive at stop pt1 within a specified time and whose driving route is operated according to a dispatch plan that includes stop pt1 and destination Pt10, for example, the vehicle with the earliest scheduled arrival time at destination Pt10 may be determined to be the towing vehicle Vt1.

[0066] Here, there may be cases where the destination Pt10 is not included in the travel route of the towing vehicle Vt1, which is another vehicle V that passes through the stop pt1. In other words, there may be cases where a single towing vehicle Vt1 cannot tow the broken-down vehicle Vb to the destination Pt10. Therefore, the travel route control unit 380 can determine multiple other vehicles V as towing vehicles Vt1, and when multiple towing vehicles Vt1 have been determined, relay points for electronic towing takeover can be set on the towing route. This allows the broken-down vehicle Vb to be quickly towed to the destination in a relay manner even if one towing vehicle cannot reach the destination, maintaining user convenience in the vehicle dispatch service.

[0067] FIG. 5B is a diagram showing another example of a towing route and towing vehicles, illustrating an example in which two vehicles V are determined to be towing vehicles (towing vehicles Vt1, Vt2). In this example, the travel route control unit 380 determines that another vehicle V traveling via stop pt1 along part of a predetermined candidate route r is the towing vehicle Vt1. The travel route in the dispatch plan for towing vehicle Vt1 passes via predetermined point Pt5 and then heads toward point Pt11 rather than destination Pt10. In this case, the travel route control unit 380 may determine the next towing vehicle (towing vehicle Vt2) to take over electronic towing of the broken-down vehicle Vb from the original towing vehicle, towing vehicle Vt1, in order to have the broken-down vehicle Vb follow and travel to destination Pt10 in towing mode. The next towing vehicle may be, for example, another vehicle V traveling via destination Pt10.

[0068] For example, the travel route control unit 380 may extract from the towing vehicle candidate information a vehicle dispatch plan whose travel route passes through destination Pt10 and includes points and sections common to the travel route of towing vehicle Vt1, and determine that another vehicle V operated according to this vehicle dispatch plan is towing vehicle Vt2. In this example, the travel route of towing vehicle Vt2 includes destination Pt10 and point Pt5 common to towing vehicle Vt1. The driving route control unit 380 may determine a predetermined candidate route r consisting of the driving route of the original dispatch plan for towing vehicle Vt1 and the driving route of the dispatch plan for towing vehicle Vt2 as the towing route R, as the route most likely to be traveled by multiple towing vehicles (towing vehicles Vt1, Vt2).

[0069] When a plurality of towing vehicles (the original towing vehicle and the next towing vehicle) have been determined, the travel route control unit 380 sets relay points on the towing route R where electronic towing handover will be performed. In this example, an area near point Pt5 on towing route R, which both towing vehicle Vt1 and towing vehicle Vt2 pass through, is determined to be a relay point. This allows the electronic towing of the broken-down vehicle Vb to be handed over in relay form from the original towing vehicle (towing vehicle Vt1) to the next towing vehicle (towing vehicle Vt2) at the relay point on towing route R. As with stop point Pt1, a relay point may be an area where the broken-down vehicle Vb and one towing vehicle Vt (one of towing vehicles Vt1 or Vt2) can stop, regardless of whether the user can disembark. Note that if there is a section on towing route R that is common to the travel route of towing vehicle Vt1 and the travel route of towing vehicle Vt2, a relay point may be set within that section. When there are two towing vehicles, the towing route R is made up of the driving route of the original towing vehicle up to the relay point and the driving route of the next towing vehicle after the relay point.

[0070] The next towing vehicle Vt2 is preferably a vehicle that arrives at the relay point after the original towing vehicle Vt1, but the next towing vehicle Vt2 may arrive at the relay point first and wait for the original towing vehicle Vt1 within a predetermined time. In this example, the initial towing vehicle Vt1 and the next towing vehicle Vt2 are vehicles that travel different sections of the same candidate route r, but the present disclosure is not limited to this, and another vehicle V that travels a candidate route different from the candidate route traveled by the initial towing vehicle may be determined as the next towing vehicle. The towing route R may also be a combination of different candidate routes traveled by the initial towing vehicle and the next towing vehicle.

[0071] Furthermore, the number of subsequent towing vehicles that take over electronic towing from the original towing vehicle is not limited to one; two or more subsequent towing vehicles may be set, and the broken-down vehicle Vb may be electronically towed to the destination Pt10 in a relay fashion by three or more towing vehicles. In this case, the travel route control unit 380 may set two or more relay points on the towing route R, allowing the towing vehicle to take over electronic towing at each relay point. This allows the towing vehicle and towing route to be flexibly determined according to the stops and destination, making it possible to reliably achieve electronic towing of the broken-down vehicle Vb. Furthermore, when determining the towing route R, the traveling route control unit 380 may calculate an estimated time of arrival at the destination along the towing route R and include the calculated estimated time of arrival in the traveling mode related information. In other words, the traveling mode related information may include the towing route R, the towing vehicles (Vt1, Vt2, etc.), and the estimated time of arrival.

[0072] When the travel route control unit 380 is notified of the transfer mode as the identified travel mode by the travel mode selection unit 370, the travel route control unit 380 may determine a stop at which to stop the broken-down vehicle Vb using risk minimization control MRM, in the same manner as in the towing mode. The stop in the transfer mode differs from the stop in the towing mode in that it is an area where the user can get off.

[0073] After determining the stop, the travel route control unit 380 determines a transfer vehicle that the user will use to transfer from the broken-down vehicle Vb at the stop. The travel route control unit 380 may obtain information about other vehicles V that are candidates for transfer vehicles (transfer vehicle candidate information) from the vehicle dispatch management device 10 and determine the transfer vehicle based on the information. For example, the travel route control unit 380 transmits stop information indicating the stop to the vehicle dispatch management device 10 and requests extraction of transfer vehicle candidate information. Upon receiving the extraction request via the vehicle communication unit 130, the vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) extracts one or more other vehicles V that are present near the stop (near the broken-down vehicle Vb) by, for example, referring to the vehicle information database 12c, and notifies the control device 300 of the broken-down vehicle Vb of this as transfer vehicle candidate information. The transfer vehicle candidate information may include vehicle information about the other vehicles V that are candidates for transfer vehicles.

[0074] The travel route control unit 380 determines a transfer vehicle based on information about one or more other vehicles V included in the transfer vehicle candidate information. The travel route control unit 380 may determine, for example, from among the transfer vehicle candidates (other vehicles V), a vehicle that can arrive at the stop within a predetermined time and that the user of the broken-down vehicle Vb can board (for example, another vehicle V heading to a waiting location, another vehicle V waiting at a waiting location near the stop, etc.) as the transfer vehicle. The travel route (transfer route) along which the transfer vehicle heads to the destination may be the original travel route of the broken-down vehicle Vb or any of the above candidate routes. The travel route control unit 380 may calculate an estimated time of arrival at the destination via the transfer route and include it in the travel mode related information. The transfer vehicle to which the user transfers may be another vehicle V that is in operation (that another user is riding in). For example, the vehicle information may include whether or not ride-sharing is possible, and the travel route control unit 380 may determine another vehicle V that is available for ride-sharing as the transfer vehicle. The travel route control unit 380 may also perform vehicle-to-vehicle communication with other vehicles V in the vicinity of the broken-down vehicle Vb via the communication unit 330, thereby determining a transfer vehicle. Each vehicle V (control device 300) may store vehicle information about its own vehicle.

[0075] When the driving route control unit 380 derives the driving mode related information corresponding to each driving mode, it outputs this to the driving mode selection unit 370. The output driving mode related information may be transmitted by the driving mode selection unit 370 together with the driving mode to the terminal device 20 of the user riding in the broken-down vehicle Vb. The driving mode related information output to the driving mode selection unit 370 may include information indicating whether or not a transfer is required (transfer presence / absence information), the estimated arrival time at the destination according to the driving route of each driving mode (low-speed driving route, towing route, transfer route), and the arrival location (destination). If the driving mode notified to the driving route control unit 380 is either the low-speed mode or the towing mode, the transfer presence / absence information indicates that a transfer is not required, and in the transfer mode, the transfer presence / absence information indicates that a transfer is required. The driving mode related information may also include stop information (for example, the location of the stop). Furthermore, the driving mode related information corresponding to the driving mode selected by the driving mode selection unit 370 is notified from the driving mode selection unit 370 to the vehicle dispatch management device 10.

[0076] When the low-speed mode is selected as the driving mode, the low-speed driving route is notified as driving mode related information to the vehicle dispatch management device 10. Upon receiving the low-speed driving route, the vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) updates the vehicle information of the broken-down vehicle Vb in the vehicle information database 12c and the driving route of the vehicle dispatch plan for vehicle V (broken-down vehicle Vb) in the vehicle dispatch plan database 12d. Furthermore, when the towing mode is selected as the traveling mode, the towing route and towing vehicle are notified to the vehicle dispatch management device 10 as traveling mode-related information. As a result, the vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) updates the vehicle information of the broken-down vehicle Vb in the vehicle information database 12c and the traveling route of the dispatch plan for the broken-down vehicle Vb in the vehicle dispatch plan database 12d with the towing route. The vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) also notifies the other vehicle V that will be the towing vehicle of the point (stop or relay point) where electronic towing of the broken-down vehicle Vb will begin, and instructs it to perform electronic towing. The other vehicle V that will be the towing vehicle merges with the broken-down vehicle Vb at a stop (or relay point) on the traveling route of its own vehicle and begins electronic towing of the broken-down vehicle Vb. Note that because the towing vehicle electronically tows the broken-down vehicle Vb on the traveling route in its own vehicle's dispatch plan, the traveling route of the other vehicle V that will be the towing vehicle is not changed.

[0077] Furthermore, when the transfer mode is selected as the travel mode, the vehicle dispatch management device 10 is notified of the stops and the other vehicle V that will be the transfer vehicle as travel mode related information. As a result, the vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) updates the vehicle information of the broken-down vehicle Vb in the vehicle information database 12c and the dispatch plan for the broken-down vehicle Vb in the vehicle dispatch plan database 12d. The vehicle dispatch management device 10 (vehicle dispatch plan creation unit 120) also updates the dispatch plan for the other vehicle V that will be the transfer vehicle. The vehicle dispatch plan creation unit 120 notifies the towing vehicle of the travel route of the broken-down vehicle Vb from the broken-down vehicle Vb to the stops and destination where the user will transfer, and issues dispatch instructions to the other vehicle V that will be the transfer vehicle in accordance with the new dispatch plan. In this way, by notifying the vehicle dispatch management device 10 of the driving mode-related information, the vehicle information and the vehicle dispatch plan are updated according to the abnormality status (at least the abnormality location) of the broken-down vehicle Vb, and further, based on the driving mode according to the abnormality status, another vehicle V can be directed to the stop as a towing vehicle or a transfer vehicle. This makes it possible to transport the user to the destination in a manner according to at least the abnormality location. In particular, by arranging a towing vehicle based on the driving mode-related information, the burden on the user can be reduced and the convenience of the vehicle dispatch service can be more reliably maintained.

[0078] The driving mode selected by the driving mode selection unit 370 and the driving mode-related information corresponding to the selected driving mode are notified to the driving control unit 350. As a result, when an abnormality occurs, the control device 300 (driving control unit 350) controls the driving of the broken-down vehicle Vb in accordance with one driving mode that the user has accepted by operating the terminal device 20, i.e., the driving mode selected by the driving mode selection unit 370.

[0079] The driving control unit 350 controls the autonomous driving of the vehicle V in accordance with the vehicle allocation plan. That is, the driving control unit 350 controls the driving operations of the vehicle V, including driving, braking, steering, etc., based on acquired position information and environmental information, as well as status information acquired from various status monitoring sensors (not shown), so that the vehicle V travels along the driving route of the vehicle allocation plan in accordance with a predetermined driving mode. Through the control of the driving control unit 350, the vehicle V can travel autonomously, for example, along the driving route indicated by the vehicle allocation plan, while maintaining a specific vehicle lane and a constant inter-vehicle distance according to a predetermined inter-vehicle distance value.

[0080] When the driving control unit 350 is notified by the driving mode selection unit 370 that low-speed mode is the driving mode to be used when an abnormality occurs, the driving control unit 350 may perform autonomous driving control of the broken-down vehicle Vb so that the broken-down vehicle Vb travels at a slower speed than normal (for example, a maximum speed of approximately 40 km / h) along the low-speed driving route notified as driving mode-related information.

[0081] Furthermore, the travel control unit 350 controls the travel of the vehicle V (broken down vehicle bv) following another vehicle V (towing vehicle tv) when an abnormality occurs, for example. When the travel mode selection unit 370 notifies the travel mode selection unit 370 of the towing mode as the travel mode when an abnormality occurs, the travel control unit 350 controls the travel of the broken down vehicle Vb following another vehicle V that will be the towing vehicle. For example, when the driving mode selection unit 370 notifies the driving control unit 350 of information about stops, towing routes, and towing vehicles as driving mode-related information, the driving control unit 350 drives the broken-down vehicle Vb to the stop and stops it using risk minimization control MRM. When the driving control unit 350 determines that the broken-down vehicle Vb has arrived at the stop based on its position information, it detects another vehicle V that will serve as the towing vehicle based on the towing vehicle's vehicle information (e.g., vehicle ID) and controls the vehicle to follow the towing vehicle. For example, when the driving control unit 350 determines that the broken-down vehicle Vb has arrived at the stop Pt1 shown in FIG. 5A, it detects the towing vehicle Vt1 through vehicle-to-vehicle communication via the communication unit 330 and performs follow-drive control to follow the towing vehicle Vt1 while performing vehicle-to-vehicle control to maintain the inter-vehicle distance D1.

[0082] When performing driving control in towing mode, i.e., following driving control, the driving control unit 350 may set the set value of the inter-vehicle distance D1 between the towing vehicle Vt1 and the broken-down vehicle Vb to a smaller value than the expected inter-vehicle distance from a preceding vehicle in a manned vehicle driven by a driver. This prevents other vehicles from cutting in between the towing vehicle Vt1 and the broken-down vehicle Vb, and ensures that electronic towing can be continued to the destination Pt10. The cruise control unit 350 may similarly perform follow-up cruise control and vehicle-to-vehicle distance control even when there are multiple towing vehicles (towing vehicles Vt1 and Vt2) as shown in Figure 5B. When there are multiple towing vehicles, the cruise control unit 350 may cancel the initial follow-up cruise control of towing vehicle Vt1 when the towing vehicles stop at (or near) a relay point that includes point Pt5, which is common to the travel routes of the multiple towing vehicles. The cruise control unit 350 may also detect the next towing vehicle Vt2 at the relay point and start follow-up cruise control of towing vehicle Vt2, and cancel follow-up cruise control of towing vehicle Vt2 when the towing vehicles stop at destination Pt10.

[0083] Furthermore, when the driving mode selection unit 370 notifies the driving control unit 350 of the transfer mode as the driving mode to be used in the event of an abnormality, and when the driving control unit 350 is notified of information about a stop and a transfer vehicle as driving mode-related information, the driving control unit 350 drives the broken-down vehicle Vb to the stop and stops the broken-down vehicle Vb using risk minimization control MRM. This allows the broken-down vehicle Vb to wait at the stop for the transfer vehicle to arrive. Therefore, in situations where autonomous driving control and following driving control are difficult, the safety of the user of the broken-down vehicle Vb and other traffic can be ensured, and the user can smoothly transfer to the transfer vehicle.

[0084] Although the functional configurations of the vehicle dispatch management device 10 and the control device 300 mounted on the vehicle V have been described above, the functional configuration of the vehicle dispatch management system 1 in the present disclosure is not limited to this. For example, in the above functional configuration, the control device 300 mounted on the vehicle V selects a predetermined driving mode, but this is not limited thereto, and the vehicle dispatch management device 10 may select a driving mode to be used when an abnormality occurs based on location information, status information, and the like collected from the vehicle V. In this case, in response to a reroute request from the control device 300, the vehicle dispatch management device 10 may determine a driving route (low-speed driving route, towing route) based on the selected predetermined driving mode, as well as a towing vehicle in towing mode and a transfer vehicle in transfer mode, and notify the control device 300 of the vehicle V of this.

[0085] 6 is a flowchart showing an example of the flow of processing when an abnormality occurs in a vehicle in a vehicle dispatch management system according to one embodiment of the present invention. This processing is realized, for example, by the controller 305 included in the control device 300 of the vehicle V executing a predetermined computer program under the control of a processor in cooperation with predetermined hardware resources.

[0086] As shown in the figure, the control device 300 (controller 305) periodically or irregularly acquires status information from various status monitoring sensors mounted on the vehicle V (S601). Subsequently, the control device 300 determines whether or not an abnormality has occurred in the vehicle V based on the acquired status information (S602). If the control device 300 determines that an abnormality has occurred in the vehicle V based on the above-mentioned status information (Yes in S602), it then refers to the driving mode identification table (see FIG. 4) and identifies one or more executable driving modes based on the location where the abnormality has occurred (S603). In this example, the control device 300 identifies an executable driving mode from three driving modes: low speed mode, towing mode, and transfer mode. On the other hand, if no abnormality has occurred, it waits for an abnormality to occur (No in S602).

[0087] Furthermore, the control device 300 determines whether the vehicle V (broken down vehicle Vb) can continue autonomous driving (S604). If the control device 300 determines that the low-speed mode is specified as a viable driving mode and that autonomous driving can be continued (Yes in S604), it decides to continue autonomous driving to the destination via a low-speed driving route (S605). On the other hand, if the control device 300 determines that the low-speed mode is not specified as a viable driving mode and that autonomous driving cannot be continued (No in S604), it determines a stop for the broken-down vehicle Vb at which the broken-down vehicle Vb will stop using risk minimization control MRM (S606). In this example, if the towing mode is specified as the driving mode, the control device 300 determines stops for the transfer mode (stops where the user can get off) and for the towing mode (stops where the user can transfer). Note that if the towing mode is not specified as the driving mode, it is sufficient to determine stops for the transfer mode.

[0088] Next, the control device 300 determines whether the vehicle V (broken vehicle Vb) is capable of following by electronic towing (S607). If the control device 300 determines that the towing mode is not specified as an executable driving mode and that following (electronic towing) is not possible (No in S607), the control device 300 proceeds to step S611. On the other hand, if the control device 300 determines that the towing mode is identified as a viable driving mode and that follow-up driving (electronic towing) can be continued (Yes in S607), it determines the destination based on various road map information stored in the navigation database 340, searches for candidate driving routes to the destination based on the road map information, and extracts them as candidate towing routes (candidate routes) (S608).

[0089] After extracting the candidate route, the control device 300 subsequently extracts other vehicles V that are candidates for the towing vehicle (S609). In this example, vehicle information of other vehicles V that are likely to travel the candidate route is acquired from the vehicle information database 12c in the vehicle allocation management device 10, and is output to the control device 300 as towing vehicle candidate information. Next, the control device 300 determines a tow vehicle that will electronically tow the broken-down vehicle Vb in tow mode and a tow route along which the broken-down vehicle Vb will follow by electronic towing, based on the drivability of the other vehicles V (candidate vehicles) indicated in the tow vehicle candidate information (S610). In this example, the control device 300 determines, as the tow vehicle, a vehicle that passes through a stop among one or more other vehicles V (candidate vehicles) that pass through the candidate route, and determines, as the tow route, the route among the candidate routes that is most likely to be traveled by the tow vehicle. If a candidate vehicle that passes through a stop also passes through the destination of the tow route, that single candidate vehicle is determined as the tow vehicle. If a candidate vehicle that passes through a stop does not pass through the destination of the tow route, multiple candidate vehicles, including that single candidate vehicle and another candidate vehicle that passes through the destination, are determined as tow vehicles. If there are multiple tow vehicles, the control device 300 sets relay points on the tow route that will take over the electronic towing of the broken-down vehicle Vb.

[0090] Next, the control device 300 determines a transfer vehicle to which the user will transfer from the broken-down vehicle Vb in a transfer mode, which is a travel mode that can be performed regardless of the location of the abnormality (S611). Furthermore, the control device 300 transmits the determined travel mode to the terminal device 20 of the user riding in the broken-down vehicle Vb (S612). At this time, the control device 300 may also transmit travel mode-related information corresponding to the travel mode. Next, the control device 300 selects one driving mode based on the user's consent through operation of the user's terminal device 20 (S613). When the control device 300 receives consent information indicating the consented driving mode from the vehicle dispatch application on the user's terminal device 20, the control device 300 selects the driving mode indicated by the consent information as the driving mode to be used when an abnormality occurs. Furthermore, the control device 300 switches the driving mode in the driving control to the selected driving mode and transports the user to the destination (S614). Note that in the transfer mode, the broken-down vehicle Vb is stopped by the risk minimization control MRM, so that the transfer vehicle takes over the transportation of the user.

[0091] In this way, the control device 300 in the present disclosure is a control device that controls the driving of a vehicle V capable of autonomous driving and following driving, and controls the autonomous driving of the vehicle V to a destination according to a driving route, determines whether an abnormality has occurred in the vehicle V (SS602), and if it is determined that an abnormality has occurred in the vehicle V, identifies one or more driving modes that can be implemented based on the location where the abnormality has occurred (S603), transmits the identified driving mode to the terminal device 20 of a user riding in the broken-down vehicle Vb, which is the vehicle V where the abnormality has occurred (S612), selects one of the driving modes that the user has agreed to by operating the terminal device 20 (S613), and is equipped with a controller 305 that controls the driving of the broken-down vehicle Vb according to the selected driving mode. With the above configuration, the control device 300 can select towing mode (follow-up driving) depending on the occurrence of an abnormality (for example, the location of the abnormality) in the vehicle V while it is traveling using the autonomous driving system, thereby making it possible to continue transporting the user to the destination using the vehicle V in which the abnormality occurred (broken vehicle Vb) as long as possible even when autonomous driving is difficult. This makes it possible to avoid transfers to the extent possible, reducing the burden on the user and maintaining the convenience of the mobility service.

[0092] (Effects of the embodiment) (1) The control device 300 is a control device that controls the driving of a vehicle V capable of autonomous driving and following driving, and includes a controller 305 that executes the following processes: controlling the autonomous driving of the vehicle V to a destination according to a driving route; determining whether an abnormality has occurred in the vehicle V; if it is determined that an abnormality has occurred in the vehicle V, identifying one or more driving modes that can be implemented based on the location of the abnormality; and, if it is determined that an abnormality has occurred in the vehicle V, transmitting the identified driving mode to the terminal device 20 of a user riding in the broken-down vehicle Vb, which is the vehicle V where the abnormality has occurred, and controlling the driving of the broken-down vehicle Vb in accordance with one of the driving modes accepted by the user by operating the terminal device 20. If it is determined that autonomous driving of the broken-down vehicle Vb is difficult, the controller 305 identifies a towing mode in which another preceding vehicle V acts as a towing vehicle to electronically tow the broken-down vehicle Vb as the driving mode, and, if the towing mode is identified as the driving mode, determines a towing route and a towing vehicle for the broken-down vehicle Vb to travel to the destination by electronic towing. As a result, even when autonomous driving is difficult due to an abnormality occurring in the vehicle V while the automatic driving system is in operation, the control device 300 enables driving control in towing mode depending on the circumstances of the abnormality, and can continue to safely transport the user to the destination as much as possible using the vehicle V where the abnormality occurred (broken vehicle Vb). This reduces the burden on the user of having to transfer vehicles when an abnormality occurs, and maintains the convenience of the vehicle dispatch service.

[0093] (2) When the controller 305 controls the driving of the broken-down vehicle Vb according to the towing driving mode, the controller 305 may use risk minimization control MRM to stop the broken-down vehicle Vb at a predetermined stop before electronic towing in the towing mode begins. This allows the broken-down vehicle Vb to be safely stopped in the nearest area where it can be stopped, ensuring the safety of the users on board and other traffic while waiting for the arrival of the towing vehicle. (3) When the towing mode is identified as the driving mode, the controller 305 may set an area where the broken-down vehicle Vb and one towing vehicle Vt1 can stop as a stopping point where the broken-down vehicle Vb will be stopped using risk minimization control MRM, and as a destination on the towing route. This allows the towing vehicle to reliably start electronic towing at the stop and continue electronic towing reliably to the destination, thereby transporting the user to the destination. (4) The controller 305 may extract one or more driving routes from the stop to the destination as candidate routes for the towing route, and determine the towing vehicle from one or more other vehicles V that pass through the extracted candidate routes. This makes it possible to efficiently determine a towing vehicle that can be followed by the broken-down vehicle Vb to reach the destination.

[0094] (5) The controller 305 may determine, as the towing vehicle, a vehicle that passes through a stop among one or more other vehicles V that pass through the candidate towing route. This makes it possible to determine a towing vehicle that can reliably start electronic towing of the broken-down vehicle Vb from the stopped location. (6) The controller 305 may determine, from among the candidate routes that are candidates for the towing route, the route that is most likely to be traveled by the towing vehicle as the towing route. This allows the broken-down vehicle Vb to determine, as a towing vehicle, another vehicle V that can reliably reach the destination by following the broken-down vehicle Vb. (7) The controller 305 can determine multiple other vehicles V as towing vehicles, and when multiple towing vehicles are determined, it may set relay points on the towing route where electronic towing handover takes place. This allows the broken-down vehicle Vb to be quickly towed to the destination in a relay fashion, thereby more reliably maintaining the convenience for users in the vehicle dispatch service. (8) When controlling driving in towing mode, the controller 305 may set the set value of the inter-vehicle distance D1 between the towing vehicle and the broken-down vehicle to a smaller value than the expected inter-vehicle distance between the towing vehicle and the vehicle in front when the manned vehicle is driven by a driver. This prevents other vehicles from cutting in between the towing vehicle and the broken-down vehicle Vb during electronic towing, and allows the broken-down vehicle Vb to reliably follow the towing vehicle.

[0095] The above-described embodiments are merely examples for explaining the present invention, and are not intended to limit the present invention to these embodiments. The present invention can be embodied in various forms without departing from the spirit of the present invention.

[0096] Furthermore, in the methods disclosed herein, steps, operations, or functions may be performed in parallel or in a different order, provided that the results do not contradict. The steps, operations, and functions described are provided merely as examples, and some of the steps, operations, and functions may be omitted or combined into one, or other steps, operations, or functions may be added, without departing from the spirit of the invention. Furthermore, although various embodiments are disclosed in this specification, specific features (technical matters) in one embodiment can be added to or substituted for specific features in other embodiments, with appropriate modifications, and such forms are also included in the spirit of the present invention. [Explanation of symbols]

[0097] 1. Vehicle dispatch management system 10 Vehicle dispatch management device 110 Front-end processing section 120 Vehicle Allocation Planning Department 130 Vehicle Communication Unit 12 Databases 12a User Information Database 12b Road map information database 12c Vehicle Information Database 12d Vehicle dispatching database 12e Driving history information database 20 Terminal equipment 30 Road Traffic Information Management System 300 control device 301 External Sensor 305 Controller 310 Location information acquisition unit 320 Environmental Information Acquisition Department 330 Communications Department 340 Navigation Database 350 Driving control unit 360 Abnormality Judgment Department 370 Driving mode selection section 380 Driving Route Control Unit N Communication Network V vehicle

Claims

1. A control device that controls driving of a vehicle capable of autonomous driving and following driving, A process of controlling the autonomous driving of the vehicle to the destination according to the driving route; A process of determining whether an abnormality has occurred in the vehicle; a process of identifying one or more executable driving modes based on a location where an abnormality has occurred in the vehicle when it is determined that the abnormality has occurred; a controller that executes a process of transmitting the identified driving mode to a terminal device of a user who is riding in the broken-down vehicle, which is the vehicle in which the abnormality has occurred, and controlling the driving of the broken-down vehicle in accordance with one of the driving modes accepted by the user through operation of the terminal device; The controller When it is determined that the autonomous driving of the broken-down vehicle is difficult based on the location of the abnormality, a towing mode in which another preceding vehicle acts as a towing vehicle and electronically tows the broken-down vehicle can be specified as the driving mode, a control device that, when the towing mode is identified as the driving mode, determines a towing route and a towing vehicle along which the disabled vehicle will travel to the destination by electronic towing.

2. The controller When controlling the travel of the broken-down vehicle in accordance with the towing mode, the broken-down vehicle is stopped at a predetermined stop by risk minimization control before the electronic towing is started. The control device according to claim 1 .

3. The controller When the towing mode is identified as the traveling mode, an area in which the broken-down vehicle and one of the towing vehicles can stop is set as the stopping point where the broken-down vehicle is to be stopped by the risk minimization control and the destination; The control device according to claim 2 .

4. The controller extracting one or more driving routes from the stop to the destination as candidates for the towing route; The control device according to claim 2 , wherein the towing vehicle is determined from one or more of the other vehicles that travel along the route extracted as the candidate.

5. The controller The control device according to claim 4 , wherein a vehicle that passes through the stop among the one or more other vehicles that pass through the candidate towing route is determined as the towing vehicle.

6. The controller Among the candidate towing routes, a route that is most likely to be traveled by the towing vehicle is determined as the towing route. The control device according to claim 5 .

7. The controller A plurality of the other vehicles can be determined as the towing vehicle, The control device according to claim 5 , wherein when a plurality of the towing vehicles are determined, a relay point where the electronic towing is to be taken over is set on the towing route.

8. The controller 2. The control device according to claim 1, wherein when controlling the driving in the towing mode, a set value of the inter-vehicle distance between the towing vehicle and the broken-down vehicle is set smaller than an expected inter-vehicle distance between a manned vehicle driven by a driver and a preceding vehicle.

9. A control method executed by a control device that controls autonomous driving of a vehicle, A process of controlling the autonomous driving of the vehicle to the destination according to the driving route; A process of determining whether an abnormality has occurred in the vehicle; a process of identifying one or more executable driving modes based on a location where an abnormality has occurred in the vehicle when it is determined that the abnormality has occurred; transmitting the identified driving mode to a terminal device of a user riding in the broken-down vehicle, which is the vehicle in which the abnormality occurred, and controlling the driving of the broken-down vehicle in accordance with one of the driving modes accepted by the user through operation of the terminal device; The controller When it is determined that the autonomous driving of the broken-down vehicle is difficult, a towing driving mode in which another preceding vehicle acts as a towing vehicle and electronically tows the broken-down vehicle can be specified as the driving mode, a control method for determining, when the towing driving mode is specified as the driving mode, a towing route along which the disabled vehicle will travel to the destination by electronic towing and the towing vehicle;

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