Control device, automatic driving device and driving control device

Abstract

To provide a control device which can realize smooth take-over to a driver.SOLUTION: An HCU 100 as a control device controls on-vehicle devices 21, 22, 23, 24, 25 and 28 in a self vehicle Am which can travel by automatic driving without surrounding monitoring obligation on a driver. The HCU 100 comprises: an information coordination unit 82 which grasps collision occurrence information showing presence / absence of occurrence of a collision between the self vehicle Am under the automatic driving and other objects, and vehicle control information showing control of the vehicle corresponding to the collision; and a notification control unit 88 which executes both of notification showing a state of the control of the vehicle and notification for prompting take-over to the driver.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The disclosure of this specification relates to a technology for responding to a collision during autonomous driving of a vehicle. [Background technology]

[0002] Patent Document 1 discloses that a vehicle issues a warning that autonomous driving cannot be continued, using a warning method that corresponds to the driver's state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-107502 Summary of the Invention [Problem to be solved by the invention]

[0004] Even during automated driving, where the driver is not required to monitor the surroundings, situations can be anticipated in which the vehicle collides with another object, making it impossible to continue automated driving. In such a situation, if the driver is not monitoring the surroundings, it is difficult for the driver to immediately grasp what has happened. This raises concerns that a smooth handover of driving may not be possible.

[0005] One of the purposes of the disclosure of this specification is to provide a control device that can realize a smooth handover of driving to the driver, and also to provide an automatic driving device and a cruise control device that are suitable for this control device. [Means for solving the problem]

[0006] One aspect disclosed herein is a control device that controls in-vehicle devices (21, 22, 23, 24, 25, 28) in a vehicle (Am) that can be driven by automatic driving without a driver having to monitor the surroundings, Collision occurrence information indicating whether a collision has occurred between the autonomous driving vehicle and another object, and the vehicle that responded to the collision The regulation Vehicle after control is performed of an information grasping unit (81, 82) for grasping vehicle control information indicating a control state; Responded to the collision vehicle of After executing the control Car Control of both of The system includes a notification control unit (88) that performs both a notification indicating the state and a notification from the system side requesting or warning the driver to take over driving.

[0007] According to this embodiment, even if the driver is not monitoring the surroundings, both notifications are issued, so the driver can understand the vehicle control status in response to the collision and what the driver should do. As a result, the driver can start the operation to take over driving after understanding the vehicle control status, so a smooth handover of driving to the next driver can be achieved.

[0008] Another aspect disclosed herein is an automatic driving device configured to be able to communicate with the control device described above and performing automatic driving of a vehicle, a collision recognition unit (74) that recognizes the occurrence of a collision between a plurality of other objects in the vicinity of the vehicle; The vehicle is provided with an action determination unit (63) that changes the response regarding the control of the automatic driving in accordance with the determination of whether or not the vehicle can move away from the scene of the collision.

[0009] Another aspect disclosed herein is a driving control device configured to be able to communicate with the control device described above and configured to control driving of a vehicle, The vehicle is provided with a movement limiting section (40b) that limits the movement of the vehicle in response to the collision after the collision occurs.

[0010] In these aspects, an automatic driving device and a cruise control device suitable for the control device described above can be provided.

[0011] Note that the symbols in parentheses included in the claims etc. are intended to exemplify the correspondence with the parts of the embodiments described below, and are not intended to limit the technical scope. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a configuration diagram showing an overall view of a vehicle system. [Figure 2] A detailed configuration diagram of the autonomous driving ECU. [Figure 3] FIG. 1 is a block diagram showing details of an HCU. [Figure 4] 4 is a flowchart showing a processing method performed by the vehicle system. [Figure 5] FIG. 10 is a diagram showing an example in which two notifications are both performed. [Figure 6] 10 is a flowchart showing a processing method performed by the HCU. [Figure 7] FIG. 10 is a diagram showing an example of an accompanying notification. [Figure 8] 10 is a flowchart showing a processing method performed by the HCU. [Figure 9] 4 is a flowchart showing a processing method performed by the vehicle system. [Figure 10] FIG. 1 is a configuration diagram showing an overall view of a vehicle system. [Figure 11] 10 is a flowchart showing a processing method performed by the HCU. [Figure 12] FIG. 10 is a diagram showing an example of a notification pattern. [Figure 13] FIG. 10 is a diagram showing an example of a notification pattern. [Figure 14] FIG. 10 is a diagram showing an example of a notification pattern. [Figure 15] FIG. [Figure 16] FIG. 1 is a configuration diagram showing an overall view of a vehicle system. [Figure 17] 10 is a flowchart showing a processing method performed by the HCU. [Figure 18] FIG. 1 is a configuration diagram showing an overall view of a vehicle system. [Figure 19] FIG. 1 is a block diagram showing details of an HCU. [Figure 20]4 is a flowchart showing a processing method performed by the vehicle system. [Figure 21] 4 is a flowchart showing a processing method performed by the vehicle system. [Figure 22] FIG. 2 is a configuration diagram showing details of a driving control ECU. [Figure 23] 4 is a flowchart showing a processing method performed by the vehicle system. [Figure 24] 4 is a flowchart showing a processing method performed by the vehicle system. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, several embodiments will be described with reference to the drawings. Note that corresponding components in each embodiment are given the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment described previously can be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments can also be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0014] (First embodiment) The vehicle system 1 can be used in a vehicle capable of automatic driving (hereinafter referred to as an automatic driving vehicle). Automatic driving may also be referred to as autonomous traveling. As shown in FIG. 1 , the vehicle system 1 includes a perimeter monitoring sensor 30, a locator 35, a navigation ECU 38, an in-vehicle communication device 39, a cruise control ECU 40, a body ECU 43, a driving assistance ECU 50a, an automatic driving ECU 50b, and an HCU 100. The perimeter monitoring sensor 30, the locator 35, the navigation ECU 38, the in-vehicle communication device 39, the cruise control ECU 40, the body ECU 43, the driving assistance ECU 50a, the automatic driving ECU 50b, and the HCU 100 are communicatively connected to a communication bus 99 of an in-vehicle network mounted on the host vehicle Am. These nodes connected to the communication bus 99 can communicate with each other. Specific nodes among these devices and ECUs may be directly electrically connected to each other by wire harnesses or the like and be able to communicate without using the communication bus 99.

[0015] There can be multiple levels of autonomous driving for autonomous vehicles (hereinafter referred to as "automation levels"), as defined by the SAE, for example. Automation levels are divided into levels 0 to 5, for example, as follows:

[0016] Level 0 is a level at which the driver performs all driving tasks without system intervention. The driving task may also be referred to as a dynamic driving task. Examples of driving tasks include steering, acceleration / deceleration, and periphery monitoring. Level 0 corresponds to so-called fully manual driving. Level 1 is a level at which the system assists with either steering or acceleration / deceleration. Level 1 corresponds to so-called driving assistance. Level 2 is a level at which the system assists with both steering and acceleration / deceleration. Level 2 corresponds to partial driving automation. For example, at levels 1 and 2, the driver has the responsibility to monitor safe driving (hereinafter simply referred to as the monitoring responsibility). In other words, levels 1 and 2 may be classified as manual driving in a broad sense. The monitoring responsibility includes visual monitoring of the surroundings.

[0017] Level 3 is a level where the system can perform all driving tasks under certain conditions, and the driver takes over driving operations in an emergency. LV3 autonomous driving requires the driver to be able to respond quickly when the system requests a handover of driving. This handover of driving can also be described as the transfer of the responsibility of monitoring the surroundings from the vehicle's system to the driver. Level 3 corresponds to so-called conditional automated driving. Level 3 includes area-limited level 3, which is limited to specific areas. The specific area referred to here may be a highway. The specific area may be, for example, a specific lane. Level 3 also includes congestion-limited level 3, which is limited to traffic jams. Congestion-limited level 3 autonomous driving corresponds to congestion-limited autonomous driving. Congestion-limited level 3 may be configured to be limited to traffic jams on highways, for example. Expressways may include expressways.

[0018] Level 4 is a level at which the system can perform all driving tasks except under specific circumstances such as on unmanageable roads or in extreme environments. Level 4 corresponds to what is known as highly automated driving. Level 5 automated driving is a level at which the system can perform all driving tasks in any environment. Level 5 corresponds to what is known as fully automated driving. Levels 4 and 5 automated driving can be performed, for example, on driving sections where high-precision map data has been developed. High-precision map data will be discussed later.

[0019] For example, levels 3 to 5 may be classified as autonomous driving. Autonomous driving at levels 3 to 5 can be said to be autonomous driving where the driver does not have the obligation to monitor. During autonomous driving at levels 3 to 5, a second task may be permitted. A second task is an act other than driving that is permitted to the driver and is a specific act that is specified in advance. A second task can be rephrased as work other than the driving task. A second task can also be rephrased as a secondary activity, other activity, etc. A second task must not prevent the driver from responding to a request to take over driving operations from the autonomous driving system 50 (hereinafter referred to as a driving change request). As examples, actions such as watching content such as videos, operating a smartphone, reading, and eating are considered as second tasks.

[0020] Of the levels 3 to 5 of autonomous driving, level 4 or higher corresponds to autonomous driving in which the driver is permitted to sleep. In other words, it corresponds to sleep-permitting autonomous driving. Level 4 or higher can also be described as autonomous driving in which the driver does not need to take over driving even in an emergency. Of the levels 3 to 5 of autonomous driving, level 3 corresponds to autonomous driving in which the driver is not permitted to sleep (hereinafter referred to as sleep-non-permitting autonomous driving). The autonomous vehicle of this embodiment is assumed to have switchable automation levels. The automation level may be configured to be switchable only between some of levels 0 to 5. The autonomous vehicle of this embodiment is capable of switching at least between autonomous driving without supervision obligation and manual driving.

[0021] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the host vehicle Am. The perimeter monitoring sensor 30 includes, for example, one or more of a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. The perimeter monitoring sensor 30 is capable of detecting moving objects and stationary objects within a detection range around the host vehicle. The perimeter monitoring sensor 30 provides detection information of objects around the host vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc.

[0022] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of vehicle Am by combining positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensor, and vehicle speed information output to communication bus 99. Locator 35 sequentially outputs position information and direction information of vehicle Am based on the positioning results to communication bus 99 as locator information.

[0023] The locator 35 further includes a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 36 is primarily composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is a so-called HD (High Definition) map, and includes road information necessary for autonomous driving. Specifically, the 3D map data includes 3D road shape information and detailed information about each lane. The locator 35 can update the 3D map data and 2D map data to the latest information through external communication via the in-vehicle communication device 39. The locator 35 reads map data around the current location from the map DB 36 and provides it to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc., along with locator information.

[0024] The navigation ECU 38 acquires information about a destination specified by the occupants, including the driver, based on operation information acquired from the HCU 100. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35, and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the driving assistance ECU 50a, the autonomous driving ECU 50b, the HCU 100, etc. The navigation ECU 38 works in cooperation with the HMI system 10 to provide route guidance to the destination by combining screen displays and voice messages, etc., and notifying the driver of the traveling direction of the vehicle Am at intersections, branching points, etc.

[0025] Here, a user terminal such as a smartphone may be connected to the in-vehicle network or the HCU 100. Such a user terminal may provide the driving assistance ECU 50a, the autonomous driving ECU 50b, and the like with vehicle position information, direction information, map data, and the like in place of the locator 35. Furthermore, the user terminal may provide the driving assistance ECU 50a, the autonomous driving ECU 50b, the HCU 100, and the like with route information to the destination in place of the navigation ECU 38.

[0026] The in-vehicle communication device 39 is an external communication unit mounted on the host vehicle Am, and functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information via wireless communication with roadside devices installed on the side of the road. As an example, the in-vehicle communication device 39 receives congestion information and road construction information around the current location of the host vehicle Am and in the direction of travel from the roadside devices. The congestion information and road construction information is VICS (registered trademark) information or the like. The in-vehicle communication device 39 provides the received congestion information and road construction information to the autonomous driving ECU 50b, HCU 100, etc.

[0027] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel using a brake actuator 41, controls the output of the on-board power source, and controls the steering angle based on one of an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, and a control command from the autonomous driving ECU 50b.

[0028] The body ECU 43 is an electronic control device that mainly includes a microcontroller. The body ECU 43 has at least the function of controlling the operation of lighting devices (e.g., turn signals 44, hazard lights 45, etc.) mounted on the host vehicle Am. Based on the detection of a user operation input to a turn signal switch (winker lever) provided on the steering column or the like, the body ECU 43 starts flashing of either the left or right turn signal 44 corresponding to the operation direction.

[0029] The body ECU 43 also controls a door lock motor 46 that opens and closes the door lock mechanism of the host vehicle Am, and a power window 47 that opens and closes the side windows of the host vehicle Am.

[0030] The driving assistance ECU 50a and the autonomous driving ECU 50b constitute the autonomous driving system 50 of the host vehicle Am. The driving assistance ECU 50a realizes a driving assistance function that assists the driver in driving operations in the autonomous driving system 50. The driving assistance ECU 50a enables driving assistance of about level 2 or partial autonomous driving.

[0031] The autonomous driving ECU 50b can take over driving operations from the driver and can implement autonomous driving at level 3 or higher, where the system is the main controller. The autonomous driving implemented by the autonomous driving ECU 50b does not require monitoring of the surroundings of the vehicle, that is, it is eyes-off autonomous driving where the driver is not required to monitor the surroundings.

[0032] In the above-described automatic driving system 50, the driving control state of the automatic driving function is switched among a plurality of states including at least driving assistance control by the driving assistance ECU 50a, which requires monitoring of the surrounding area, and automatic driving control by the automatic driving ECU 50b, which does not require monitoring of the surrounding area.

[0033] The driving assistance ECU 50a is a computer that mainly includes a control circuit equipped with a processing unit, a RAM (Random Access Memory), a storage unit, an input / output interface, and a bus connecting these. The driving assistance ECU 50a realizes driving assistance functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) by executing programs in the processing unit. ACC, LTC, and LCA are called driving assistance applications. The driving assistance ECU 50a provides control status information indicating the state of driving assistance control to the autonomous driving ECU 50b.

[0034] The processing unit may include at least one processor. The processor may include at least one type of core selected from the group consisting of a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU. The storage unit may include at least one type of non-transitory tangible storage medium selected from the group consisting of a semiconductor memory, a magnetic medium, and an optical medium, which non-temporarily stores programs and data readable by the processor 51b.

[0035] The autonomous driving ECU 50b has a higher computing capability than the driving assistance ECU 50a and can perform at least driving control equivalent to ACC and LTC. In situations where the control by the driving assistance ECU 50a is temporarily suspended, the autonomous driving ECU 50b may be able to perform driving assistance control that requires the driver to monitor the surroundings in place of the driving assistance ECU 50a.

[0036] The autonomous driving ECU 50b is a computer that mainly includes a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and a control circuit that includes a bus connecting these components. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method of the present disclosure. The storage unit 53 stores various programs (such as an autonomous driving control program) that are executed by the processing unit 51.

[0037] The processing unit 51 may include at least one processor. The processor may include at least one type of core selected from the group consisting of a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU. The storage unit 53 may include at least one type of non-transitory tangible storage medium selected from the group consisting of a semiconductor memory, a magnetic medium, and an optical medium, which non-temporarily stores programs and data readable by the processor.

[0038] By executing the program by the processing unit 51, the autonomous driving ECU 50b is configured with multiple functional units for realizing the autonomous driving function, such as an information linking unit 61, an environment recognition unit 62, an action determination unit 63, and a control execution unit 64 (see Figure 2).

[0039] The information linking unit 61 provides information to an information linking unit 82 of the HCU 100, which will be described later, and acquires information from the information linking unit 82. Through the cooperation of these information linking units 61, 82, the autonomous driving ECU 50b and the HCU 100 share the information they have acquired. The information linking unit 61 generates control status information that indicates the operating state of the autonomous driving function, and provides the generated control status information to the information linking unit 82. The control status information includes collision occurrence information that indicates that the host vehicle Am has collided with another object. The collision occurrence information is, for example, the determination result of the determination performed in the collision determination process (see S12 in FIG. 4), which will be described later. The control status information also includes restriction information for the autonomous driving function.

[0040] The information linking unit 61 enables the HCU 100 to issue a notification synchronized with the operating state of the autonomous driving function by outputting control status information to the information linking unit 82. In addition, the information linking unit 61 acquires operation information of the driver or other passengers from the information linking unit 82 and grasps the content of user operations input to the HMI system 10, etc.

[0041] The environment recognition unit 62 has an other vehicle recognition unit 72 and a road information recognition unit 73 as sub-functional units for recognizing the driving environment. The other vehicle recognition unit 72 recognizes the relative positions and relative speeds of dynamic objects around the host vehicle, such as other vehicles traveling around the host vehicle Am. The other vehicle recognition unit 72 recognizes at least the vehicles ahead and behind traveling in the same lane as the host vehicle Am (hereinafter referred to as the host vehicle lane), and the vehicles on the side traveling in an adjacent lane adjacent to the host vehicle lane. When the host vehicle Am is traveling on a road with three or more lanes, the other vehicle recognition unit 72 recognizes the vehicles on the side traveling in a separate lane located on the opposite side of the host vehicle lane across the adjacent lane.

[0042] The environment recognition unit 62 has, as sub-functional units for recognizing the driving environment, an other vehicle recognition unit 72, a road information recognition unit 73, and a collision recognition unit 74. The other vehicle recognition unit 72 recognizes the relative positions and relative speeds of dynamic objects around the host vehicle, such as other vehicles traveling around the host vehicle Am. The other vehicle recognition unit 72 recognizes at least the vehicles ahead and behind traveling in the same lane as the host vehicle Am (hereinafter referred to as the host vehicle lane), and vehicles on the side traveling in an adjacent lane adjacent to the host vehicle lane. When the host vehicle Am is traveling on a road with three or more lanes, the other vehicle recognition unit 72 recognizes vehicles on the side traveling in a separated lane located on the opposite side of the host vehicle lane across the adjacent lane.

[0043] The road information grasping unit 73 grasps information related to the road on which the host vehicle Am is traveling. When the road information grasping unit 73 acquires route information from the navigation ECU 38, the road information grasping unit 73 extracts specific points on the road on which the host vehicle Am is scheduled to travel, specifically, branch points (junctions, etc.) of expressways, merge points, exit points, etc. Furthermore, the road information grasping unit 73 grasps, for the road on which the host vehicle Am is scheduled to travel, congested sections where congestion is occurring, restricted sections where restrictions are in place due to road construction, etc.

[0044] The road information grasping unit 73 grasps whether the road on which the host vehicle Am is traveling or is scheduled to travel is within a preset permission area or limited permission area. Information indicating whether the road is a permission area or a limited permission area may be recorded in map data stored in the map DB 36, or may be included in received information received by the on-board communication device 39. In more detail, the autonomous driving includes, as multiple control modes, congestion-limited control (hereinafter, congestion level 3) that is implemented only when traveling in congestion, and area-limited control (hereinafter, area level 3) that is implemented only within a specific permission area. On roads within a permission area, both congestion level 3 and area level 3 are permitted, while on roads within a limited area, only congestion level 3 is permitted. Automated driving is prohibited on roads that are not included in either a permission area or a limited permission area (hereinafter, non-permission area). Permission areas and limited permission areas are set on expressways, motorways, etc.

[0045] The collision recognition unit 74 recognizes the occurrence of a collision between the host vehicle Am and another object. Specifically, the collision recognition unit 74 recognizes the collision based on the video captured by the camera unit 31, information from the acceleration sensor 37 (G sensor) that detects the acceleration occurring in the host vehicle Am, and the like. The collision recognition unit 74 may further recognize at least one of the type of object that has collided, the part of the body of the host vehicle Am that has collided, and the degree of the collision. The collision recognition unit 74 provides the information linking unit 61 with the presence or absence of a collision, the type of object that has collided, the part that has collided, and the degree of the collision as collision occurrence information.

[0046] The type of object that has been hit may be another vehicle, a bicycle, a pedestrian, a building, a structure such as a utility pole, an object that has fallen on the road, etc. The collision recognition unit 74 may recognize the type of object that has been hit from the video captured by the camera unit 31, the point cloud acquired by the lidar 33, etc.

[0047] The collision area may be the front part of the vehicle body, a side part of the vehicle body, a rear part of the vehicle body, etc. The collision area may also be identified in more detail. The collision area may also be identified by a part that constitutes the vehicle body, such as the front bumper, rear bumper, driver's door, or right rear wheel. The collision recognition unit 74 may recognize the collision area based on the video captured by the camera unit 31, information from the acceleration sensor, and the failure status of the perimeter monitoring sensors 30 arranged in various parts, etc.

[0048] The degree of collision may be the strength of the impact at the time of collision. Alternatively, the degree of collision may be the degree of collision damage. The collision recognition unit 74 may determine the degree of collision damage based on the video captured by the camera unit 31, the failure status of parts such as the perimeter monitoring sensor 30, and the degree of collision damage.

[0049] The behavior determination unit 63 cooperates with the driving assistance ECU 50a and the HCU 100 to control the automatic driving system 50 and the driving changeover between the driver. When the automatic driving ECU 50b has control of the driving operation, the behavior determination unit 63 generates a planned driving line for the host vehicle Am to travel based on the recognition result of the driving environment by the environment recognition unit 62, and outputs the generated planned driving line to the control execution unit 64.

[0050] When the autonomous driving ECU 50b has control of driving operations, the control execution unit 64 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am in accordance with the planned driving line generated by the behavior determination unit 63. Specifically, the control execution unit 64 generates control commands based on the planned driving line and outputs the generated control commands to the cruise control ECU 40 one after another.

[0051] 1, the HCU 100 is electrically connected to a plurality of display devices, an audio device 24, an ambient light 25, and an operation device 26. The HCU 100, the plurality of display devices, the audio device 24, the ambient light 25, and the operation device 26 constitute an HMI system 10 of the host vehicle Am.

[0052] The display devices notify the driver or other passengers of information visually by displaying images or the like. The display devices include a meter display 21, a center information display (hereinafter referred to as CID) 22, and a head-up display (hereinafter referred to as HUD) 23. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver or other passengers. In other words, the CID 22 also corresponds to an operation device 26.

[0053] The audio device 24 has multiple speakers installed in the vehicle cabin surrounding the driver's seat, and reproduces alarm sounds, voice messages, etc. through the speakers within the vehicle cabin. The ambient light 25 is provided on the instrument panel, steering wheel, etc. The ambient light 25 provides alarms using the driver's peripheral vision by changing the color of the emitted light.

[0054] The operation device 26 is an input unit that accepts user operations by the driver or other passengers. For example, user operations related to activating and deactivating the autonomous driving function, and user operations related to setting a destination for route guidance are input to the operation device 26. The operation device 26 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what is being said by the driver or other passengers.

[0055] The HCU 100 is an information presentation device that comprehensively controls notifications using multiple display devices, an audio device 24, and ambient light 25. The HCU 100 controls the notification of information related to autonomous driving in cooperation with an autonomous driving system 50. The HCU 100 is a computer that mainly includes a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a control circuit that includes buses connecting these. The processing unit 11 accesses the RAM 12 to execute various processes for notification control processing. The RAM 12 may be configured to include a video RAM for generating video data. The storage unit 13 stores various programs (such as a notification control program) executed by the processing unit 11.

[0056] The processing unit 11 may include at least one processor. The processor may include at least one type of core selected from the group consisting of a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU. The storage unit 13 may include at least one type of non-transitory tangible storage medium selected from the group consisting of a semiconductor memory, a magnetic medium, and an optical medium, which non-temporarily stores programs and data readable by the processor.

[0057] The HCU 100 configures a plurality of functional units by executing a program stored in the storage unit 13 using the processing unit 11. The HCU 100 configures functional units such as an information acquisition unit 81, an information linking unit 82, a request processing unit 84, and a notification control unit 88 (see FIG. 3).

[0058] The information acquisition unit 81 acquires operation information indicating the content of a user operation from the CID 22, the operation device 26, etc. The information acquisition unit 81 provides operation information of a user operation related to an autonomous driving function to the autonomous driving ECU 50b via the information linking unit 82. The information acquisition unit 81 provides operation information of a user operation for setting a destination of the host vehicle Am to the navigation ECU 38 via the request processing unit 84.

[0059] The information linking unit 82 links with the automatic driving ECU 50b to enable information sharing between the automatic driving system 50 and the HCU 100. The information linking unit 82 provides the automatic driving ECU 50b with operation information grasped by the information acquisition unit 81. The information linking unit 82 acquires control status information indicating the state of the automatic driving function from the automatic driving ECU 50b. The information linking unit 82 grasps the operating state of automatic driving by the automatic driving system 50 based on the control status information. Specifically, the information linking unit 82 grasps whether the host vehicle Am is traveling by automatic driving.

[0060] The request processing unit 84 enables cooperation between the HCU 100 and each on-board device through communication with the on-board devices connected to the communication bus 99. Specifically, the request processing unit 84 acquires route information to the destination, a guidance image based on map data, a request to implement guidance, etc. from the navigation ECU 38 and provides these to the notification control unit 88, thereby enabling route guidance by the HMI (Human Machine Interface) system 10. In addition, the request processing unit 84 outputs an operation request to the body ECU 43, enabling the on / off switching of the turn indicators 44 linked to displays related to autonomous driving.

[0061] The notification control unit 88 comprehensively notifies the driver or other passengers of information using each display device, audio device 24, ambient light 25, etc. The notification control unit 88 processes the control status information acquired by the information linkage unit 82 as a request to implement notifications related to the autonomous driving function, and provides content and notifications according to the operating status of the autonomous driving. When the information linkage unit 82 determines that autonomous driving control is being implemented with eyes off, the notification control unit 88 enables the playback of video content, etc. When the notification control unit 88 determines the planned end of autonomous driving, it requests the driver to take over driving, etc.

[0062] Next, an example of a processing method by the vehicle system 1 will be described with reference to the flowchart of Fig. 4. The series of processes shown in steps S11 to S15 are performed at predetermined time intervals or based on a predetermined trigger by at least one processor of the vehicle system 1 executing a program. This series of processes is preferably performed during automated driving when the driver is not required to monitor the surroundings. This series of processes is performed so that a smooth handover of driving to the driver is achieved immediately after a collision occurs.

[0063] In S11, the autonomous driving ECU 50b (e.g., the environment recognition unit 62) obtains sensor information. The sensor information here may include at least one of the detection results of the perimeter monitoring sensor 30, the detection results of the acceleration sensor 37 (G sensor), the position estimation result of the locator 35, and information obtained by V2X communication. After processing S11, the process proceeds to S12.

[0064] In S12, the autonomous driving ECU 50b (e.g., the collision recognition unit 74) determines whether a collision has occurred between the host vehicle Am and another object. If the determination is Yes (i.e., if the occurrence of a collision has been recognized), the process proceeds to S13. If the determination is No (i.e., if the occurrence of a collision has not been recognized), the series of processes ends with S12.

[0065] In S13, the autonomous driving ECU 50b (e.g., the behavior determination unit 63) determines how the host vehicle Am will respond to the collision. Then, the autonomous driving ECU 50b (e.g., the control execution unit 64) executes vehicle control in accordance with the determination of how to respond to the collision. After processing S13, the process proceeds to S14.

[0066] In S14, the HCU 100 (for example, the information linking unit 82) obtains collision occurrence information, including information indicating whether or not a collision has occurred, and vehicle control information corresponding to the collision, from the autonomous driving ECU 50b. After processing S14, the process proceeds to S15.

[0067] In S15, the HCU 100 (e.g., the notification control unit 88) issues both a notification indicating the state of vehicle control corresponding to the collision and a notification urging the driver to take over driving. That is, both the current state and what the driver should do are notified. The notification indicating the state of vehicle control corresponding to the collision and the notification urging the driver to take over driving may be issued simultaneously. A series of processes ends with S15.

[0068] Here, the notification in S15 will be described in detail as shown in FIG. 5. The notification indicating the state of vehicle control is a notification indicating that the movement of the host vehicle Am is restricted, for example, by the application of the brakes. Specifically, when the autonomous driving ECU 50b recognizes a collision between the host vehicle Am and another object, it applies the brakes as vehicle control to respond to the collision, thereby safely and quickly stopping the host vehicle Am. Even after the host vehicle Am has stopped, the autonomous driving ECU 50b continues to apply the brakes, restricting the movement of the host vehicle Am until the driver takes over driving of the host vehicle Am. The brake application referred to here may be the application of either the foot brake or the electric parking brake, or both. In the case of the foot brake, the state in which the movement of the host vehicle Am is restricted may include not only a completely stopped state of the host vehicle Am, but also a slow-moving state.

[0069] The HCU 100 notifies the user of the control state of the vehicle Am using a display device, an audio device 24, an ambient light 25, etc. The notification of the vehicle control state may be performed, for example, by using a combination of a plurality of display devices. For example, as shown in Fig. 5, the meter display 21 may display the operation of the electric parking brake using an indicator light or an image D1 in the form of an indicator light, and at the same time, the CID 22 may display a state in which vehicle movement is restricted using a warning image D2.

[0070] Furthermore, when the autonomous driving ECU 50b or the HCU 100 recognizes a collision between the host vehicle Am and another object, the autonomous driving ECU 50b or the HCU 100 may turn on the hazard lights 45 of the host vehicle Am as vehicle control in response to the collision. The notification indicating the vehicle state may further include a notification that displays the lighting state of the hazard lights 45 on the meter display 21 using an indicator light or an image in the form of an indicator light.

[0071] The notification prompting the driver to take over driving may change gradually depending on the time remaining until the time the driver's driver changeover should be completed. When the remaining time is greater than a predetermined threshold, meaning there is still time before the driver immediately begins to take action to take over driving, the notification prompting the driver to take over driving may be a notification indicating that the time to take over driving is approaching. When the remaining time is less than a predetermined threshold, meaning the driver should immediately begin to take action to take over driving, the notification prompting the driver to take over driving may be a notification indicating that the system is requesting the driver to take over driving. Furthermore, if the driver does not begin to take action to take over driving at the time the driver should take over driving, the notification prompting the driver to take over driving may be a notification warning the driver that they should immediately take over driving. Here, since the notification assumed in S15 is a sudden notification in response to the occurrence of a collision, the notification prompting the driver to take over driving may start with a notification indicating that a driver changeover is requested or a notification warning the driver that they should immediately take over driving.

[0072] The notification to prompt the driver to take over driving may be implemented using at least one of the meter display 21 and the HUD 23, which can be displayed in front of the driver. For example, as shown in FIG. 5, the notification to prompt the driver to take over driving may include an image D3 of the driver grabbing the steering wheel on the meter display 21. This allows the driver to smoothly perform the process from confirming the notification to turning forward and taking the action to take over driving. Alternatively, the notification to prompt the driver to take over driving may be implemented using the CID 22. In this way, if the driver is watching a video using the CID 22 as a second task, the driver can be made to immediately recognize the need to take over driving.

[0073] According to the first embodiment described above, even in a situation where the driver is not monitoring the surroundings, two notifications (a notification indicating the vehicle control status and a notification urging the driver to take over driving) are both issued, so the driver can understand the control status of the host vehicle Am in response to a collision and what the driver should do. As a result, the driver can start the operation to take over driving after understanding the control status of the host vehicle Am, so a smooth handover of driving to the other driver can be achieved.

[0074] Furthermore, according to the first embodiment, the notification indicating the control state of the host vehicle Am includes a notification indicating that the movement of the host vehicle Am is restricted by the application of the brakes, and a notification indicating that the hazard lights 45 of the host vehicle Am are illuminated. By allowing the driver to understand the specific control state in response to a collision, the driver can calmly begin the operation to take over driving.

[0075] The display device in the first embodiment corresponds to the “in-vehicle device.” At least one of the information acquisition unit 81 and the information linking unit 82 in the first embodiment corresponds to the “information grasping unit.”

[0076] Furthermore, the grasping in this embodiment may be that the device that is the subject of grasping acquires information from an external device, or that the device that is the subject of grasping derives information by calculating or identifying it itself. In deriving information, analysis source data (sensor information, vehicle state), etc. necessary for deriving the information may be acquired from an external device.

[0077] (Second embodiment) As shown in Fig. 6, the second embodiment is a modification of the first embodiment. The second embodiment will be described, focusing on the differences from the first embodiment.

[0078] An example of a processing method by the HCU 100 of the second embodiment will be described using the flowchart of Fig. 6. A series of processes shown in steps S101 to S105 is performed by the processor of the HCU 100 executing a program. This series of processes may be performed during autonomous driving in which the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0079] In S101, the HCU 50b (for example, the information linking unit 82) obtains collision occurrence information, including information indicating whether or not a collision has occurred, and vehicle control information corresponding to the collision, by acquiring the information from the autonomous driving ECU 50b. Here, the vehicle control corresponding to the collision includes limiting the autonomous driving function in addition to the brake operation described in the first embodiment.

[0080] The restriction on the autonomous driving function may be prohibition of execution of all functions at level 1 or above, including driving assistance and autonomous driving. The restriction on the autonomous driving function may be prohibition of execution of all functions at level 3 or above. The restriction on the autonomous driving function may be prohibition of some of the driving assistance applications. A partial prohibition state is, for example, a state in which ACC can be executed but LTA cannot be executed. The restriction on the autonomous driving function may be a vehicle speed limit during autonomous driving. The HCU100 grasps the specific conditions for restricting such autonomous driving functions.

[0081] After processing S101, the process proceeds to S102. S102 is the same as S15 in FIG. 4. It is assumed that the system transfers driving to the driver by issuing a notification to the driver urging the driver to take over. After processing S102, the process proceeds to S103. In S103, the HCU 100 determines that the driver transfer has been completed. After processing S103, the process proceeds to S104.

[0082] In S104, the HCU 100 (for example, the information acquisition unit 81) determines whether the driver or another occupant has turned on a restricted autonomous driving function using the operation device 26. This determination is made by comparing the specific conditions grasped in S101 with the operation on the operation device 26. If the determination is Yes, proceed to S105. If the determination is No, the determination in S104 is made again unless the restriction on the autonomous driving function is released.

[0083] If the function that has been turned on is not prohibited, the HCU requests the driving assistance ECU 50a or the automatic driving ECU 50b via the information linking unit 82 to start operation of that function.

[0084] In S105, the HCU 100 (for example, the notification control unit 88) issues a notification to the driver or the like who operated the operation device 26, indicating that the autonomous driving function is restricted. This notification is issued using a display device located closest to the operation device 26, or a specific meter display 21 or HUD 23, for a preset time period starting immediately after the operation. The notification may present the specific conditions described above. The series of processes ends with S105.

[0085] Next, the release of the restriction on the autonomous driving function will be described. The vehicle system 1 is configured so that the autonomous driving function that has been restricted in response to the occurrence of a collision is prohibited from being released until a specific, preset condition is met. The specific condition may be that a predetermined, preset time has elapsed after the collision. The specific condition may be that the start switch (e.g., ignition switch) of the host vehicle Am is turned off.

[0086] Alternatively, the specific condition may be that the vehicle system 1 or the autonomous driving ECU 50b is initialized. If initialization is set as a condition, there is essentially no dedicated program for removing the restriction within the vehicle system 1. For example, the initialization work is performed when an authorized vehicle manager repairs the vehicle body and performs a vehicle diagnosis and determines that there are no problems with implementing autonomous driving.

[0087] The vehicle manager here may be, for example, a car dealer or a vehicle inspection company if the vehicle Am is a personally owned POV (Personally Owned Vehicle). If the vehicle Am is a dedicated vehicle (also called a service car) for MaaS (Mobility as a Service), the vehicle manager may be a company that operates a vehicle service.

[0088] According to the second embodiment described above, when the information linking unit 82 determines that the autonomous driving function of the host vehicle Am is restricted after a collision occurs, the notification control unit 88 issues a notification indicating that the autonomous driving function is restricted. By understanding that the driver must drive manually, a smooth response can be implemented by manual driving.

[0089] Furthermore, according to the second embodiment, the information acquisition unit 81 may detect an operation to turn on the autonomous driving function of the operation device 26 of the host vehicle Am. Then, when it is detected that the autonomous driving function of the host vehicle Am is restricted after a collision occurs and an operation to turn on the autonomous driving function is detected, the notification control unit 88 may issue a notification indicating that the autonomous driving function is restricted. Such a notification can prevent the driver from mistakenly believing that the autonomous driving function has been turned on, allowing the driver to appropriately respond by performing manual driving.

[0090] Furthermore, according to a second embodiment, the host vehicle Am may be configured to prohibit the lifting of restrictions on the autonomous driving function until an authorized vehicle manager performs initialization. The host vehicle Am may also be configured to prohibit the lifting of restrictions on the autonomous driving function when the vehicle's activation switch is turned off. This configuration prevents the lifting of restrictions on the autonomous driving function while a problem such as a malfunction has occurred, thereby preventing problems such as a secondary collision from occurring.

[0091] (Third embodiment) As shown in Fig. 7, the third embodiment is a modification of the first embodiment. The third embodiment will be described, focusing on the differences from the first embodiment.

[0092] In the third embodiment, the HCU 100 (for example, the notification control unit 88) issues at least one of a notification indicating a collision area, a notification indicating a malfunction, and a notification indicating a possibility of a fire to the driver or other occupants. These notifications are hereinafter referred to as accompanying notifications. The accompanying notification is issued, for example, simultaneously with a notification indicating the state of vehicle control corresponding to the collision and a notification urging the driver to take over driving.

[0093] The accompanying notification is displayed on the screen of, for example, the CID 22, the meter display 21, etc. As shown in Fig. 7, when the accompanying notification is implemented in the form of a set of display contents, the driver or the like can easily recognize the information.

[0094] The notification of the collision area is performed, for example, by superimposing an icon Ds1 indicating the collision area on a vehicle overhead image IMV of the host vehicle Am. By such visualization, the driver or the like can instantly understand the collision area of ​​the host vehicle Am.

[0095] The notification of the malfunction is made by, for example, the text Ds2 such as "sensor malfunction." If the text Ds2 is associated with the collision location by a line, an arrow, or the like, the driver can instantly understand the relationship between the malfunction and the collision. The notification of the malfunction may also be made by a method other than the text Ds2. For example, the notification of the malfunction may be realized by changing the icon Ds1 indicating the collision location to an icon indicating a malfunction, such as an image showing the perimeter monitoring sensor 30 with a slash superimposed on it.

[0096] The notification of the possibility of a fire is made, for example, by text Ds3 such as "Warning: Possible Fire." The text Ds3 is arranged, for example, near the vehicle overhead image IMV in a manner that allows it to be recognized as an accompanying notification. The notification of the possibility of a fire may also be made by a method other than text. For example, an icon indicating the possibility of a fire may be superimposed on a portion of the vehicle overhead image IMV where a fire is expected to break out.

[0097] The possibility of a fire in the host vehicle Am may be estimated by any one of the HCU 100, the driving assistance ECU 50a, and the autonomous driving ECU 50b. The possibility of a fire is estimated based on the collision area, the severity of the collision, and the failure status of the parts that failed due to the collision.

[0098] According to the third embodiment described above, the notification control unit 88 further issues a notification indicating the collision area of ​​the host vehicle Am. By identifying the collision area, the driver can quickly understand the surrounding environment, including the collision area and other objects that have come into contact with the collision area.

[0099] According to the third embodiment, the notification control unit 88 further issues a notification indicating a failure associated with the collision part. This allows the driver to understand the state of the failure caused by the impact of the collision, and therefore allows the driver to quickly take action such as manual driving in response to the failure.

[0100] According to the third embodiment, the notification control unit 88 further issues a notification indicating the possibility of a fire at the host vehicle Am. By recognizing the possibility of a fire, the driver can accurately determine whether or not it is necessary to evacuate from the vehicle.

[0101] (Fourth embodiment) As shown in Fig. 8, the fourth embodiment is a modification of the first embodiment. The fourth embodiment will be described, focusing on the differences from the first embodiment.

[0102] An example of a processing method by the HCU 100 of the second embodiment will be described using the flowchart of Fig. 8. The series of processes shown in steps S201 to S207 are performed by the processor of the HCU 100 executing a program. This series of processes may be performed during autonomous driving in which the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0103] In S201, the HCU 100 (for example, the information linking unit 82) obtains collision occurrence information, including information indicating whether or not a collision has occurred, and vehicle control information corresponding to the collision, by acquiring the information from the autonomous driving ECU 50b. Here, the vehicle control corresponding to the collision includes the stopping position in addition to the brake operation described in the first embodiment.

[0104] The stopping position information indicates the position on the road where the host vehicle Am has stopped as a result of applying the brakes. For example, in the case of a road with multiple lanes in each direction, the stopping position information may include information on which of the multiple lanes the host vehicle Am is stopped in. After processing S201, the process proceeds to S202. S202 is the same as S15 in Fig. 4. It is assumed that the system hands over driving to the driver in response to a notification urging the driver to take over driving, i.e., the automated driving ends. After processing S202, the process proceeds to S203.

[0105] In S203, the HCU 100 (for example, the notification control unit 88 or the request processing unit 84) determines whether or not occupants, including the driver, need to urgently get out of the vehicle. The HCU 100 may acquire a determination result from another ECU. The need to get out of the vehicle may be determined based on, for example, the possibility of a fire or the state of a fire, as described in the third embodiment. For example, it is determined that it is necessary to get out of the vehicle when there is a high possibility of a fire breaking out in the host vehicle Am, or when a fire has already broken out. The need to get out of the vehicle may also be determined taking into account the environment or weather outside the vehicle. For example, it is determined that it is not necessary to get out of the vehicle when the terrain outside the vehicle is poorly footing, or when there is a high possibility of a mentally unstable person outside the vehicle due to an accident caused by aggressive driving, etc. If the result of S203 is Yes, proceed to S204. If the result of S203 is No, proceed to S205.

[0106] In S204, the door lock is automatically released or becomes releasable by manual operation by the driver, etc. The releasable state may be realized by the HCU 100 (e.g., the request processing unit 84) requesting the body ECU 43, which controls the door lock motor 46, to enter the releasable state.

[0107] Furthermore, the HCU 100 (for example, the notification control unit 88) issues a notification indicating the stopping position of the host vehicle Am. For example, in the case of a road with multiple lanes in each direction, the notification indicating the stopping position of the host vehicle Am may indicate which of the multiple lanes the host vehicle Am is stopped in. The HCU 100, for example, causes the CID 22 or the meter display 21 to display an overhead road image of the road around the host vehicle Am and an image of the host vehicle Am superimposed on the overhead road image. This makes it easier for the driver, etc. to grasp a safe position in terms of the road structure. In other words, the driver, etc. can easily determine which of the left and right doors they should use to escape. After processing S204, the process proceeds to S206.

[0108] In S205, the door locks are changed to an unreleasable state by manual operation by the driver or the like. The unreleasable state can be realized by the HCU 100 requesting the body ECU 43, which controls the door lock motor 46, to change to the unreleasable state. This can prevent the driver or other occupants from panicking and getting out of the vehicle when it is better not to. This unreleasable state may be changed to a releasable state after a predetermined time has elapsed. After processing S205, the process proceeds to S206.

[0109] In S206, the HCU 100 (for example, the information acquisition unit 81) determines whether the driver or another occupant has performed an emergency window opening operation using the operation device 26. It is preferable that the emergency window opening operation can be performed with one action (such as one touch or one push of a dedicated switch). If Yes, proceed to S207. If No, the HCU 100 (for example, the information acquisition unit 81) may wait until an emergency window opening operation is detected, or may end the series of processes if no emergency window opening operation is detected after waiting for a preset time.

[0110] In S207, the side windows are controlled to be fully opened. If side windows are provided at the driver's seat, passenger seat, and rear seats, all of the side windows may be opened. The side windows may be opened by the HCU 100 (e.g., the request processing unit 84) issuing an emergency opening request to the body ECU 43 that controls the power windows 47. The series of processes ends with S207.

[0111] According to the fourth embodiment described above, the notification control unit 88 further provides a notification indicating the position on the road where the host vehicle Am is stopped. Furthermore, the notification indicating the position on the road where the host vehicle Am is stopped may include information on which lane the host vehicle Am is stopped in on a multi-lane road. By allowing the occupants to understand the position of the host vehicle Am on the road, it is possible to prevent the occupants from inadvertently opening a door in a position that could cause contact with another vehicle or inadvertently running out onto a road where another vehicle is present.

[0112] Furthermore, according to the fourth embodiment, when there is no urgent need for the occupants of the vehicle Am to get out of the vehicle, the request processing unit 84 requests the vehicle Am to make the doors of the vehicle Am unable to be unlocked manually by the occupants. By making the doors unlockable, it is possible to prevent the occupants from accidentally getting out of the vehicle. It is also possible to protect the occupants from outside the vehicle.

[0113] Furthermore, according to the fourth embodiment, the information acquisition unit 81 detects an emergency window opening operation on the operation device 26 of the host vehicle Am. When the execution of the emergency opening operation is detected, the request processing unit 84 requests the host vehicle Am to fully open the side windows of the host vehicle Am. By fully opening the side windows, even if an abnormality occurs in the door opening / closing due to the impact of a collision and a fire breaks out, the occupants can escape to the outside of the vehicle.

[0114] (Fifth embodiment) As shown in Fig. 9, the fifth embodiment is a modification of the first embodiment. The fifth embodiment will be described, focusing on the differences from the first embodiment.

[0115] In the fifth embodiment, if a collision occurs between the host vehicle Am and another object during autonomous driving, it is determined whether to continue the autonomous driving function according to predetermined conditions. Specifically, an example of a processing method by the vehicle system 1 of the fifth embodiment will be described using the flowchart of FIG. 9. The series of processes shown in steps S301 to S310 are performed at predetermined time intervals or based on a predetermined trigger by at least one processor of the vehicle system 1 executing a program. This series of processes is preferably performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes is performed so that a smooth handover of driving to the driver is achieved immediately after a collision occurs.

[0116] S301 to S303 are the same as S11 to S13 in Fig. 4. After the process of S303, the process proceeds to S304.

[0117] In S304, the automatic driving ECU 50b (for example, the behavior determination unit 63) determines whether or not to restrict the automatic driving function. This determination is made based on preset conditions that are based on the type of collision.

[0118] A first example of the set condition is a condition based on the severity of the collision and the malfunction status of the sensor. If the severity of the collision is less than a preset judgment criterion and no malfunction has been confirmed in the periphery monitoring sensors 30 mounted on the host vehicle Am, the autonomous driving ECU 50b (e.g., the behavior determination unit 63) determines not to restrict the autonomous driving function. A case where no malfunction has been confirmed may mean a case where a normal state has been confirmed. On the other hand, if the severity of the collision is greater than a preset judgment criterion or if a malfunction has been confirmed in at least one location in the periphery monitoring sensors 30 mounted on the host vehicle Am, the autonomous driving ECU 50b (e.g., the behavior determination unit 63) determines to restrict the autonomous driving function.

[0119] A second example of the set condition is a condition based on the collision portion and the collided object. This condition may take into account at least one of the size and type of the collided object. If the collision portion of the host vehicle Am is a portion that does not affect the execution of autonomous driving (for example, a minor collision such as scraping only the wheel cover), the autonomous driving ECU 50b (for example, the behavior determination unit 63) determines not to restrict the autonomous driving function. Also, if the size of the collided object is smaller than a preset judgment criterion (for example, a small fallen object or pebble), the autonomous driving ECU 50b (for example, the behavior determination unit 63) determines not to restrict the autonomous driving function. Otherwise, the autonomous driving ECU 50b (for example, the behavior determination unit 63) determines to restrict the autonomous driving function. If the answer is Yes in S304, proceed to S305. If the answer is No, proceed to S308.

[0120] In S305, the automatic driving ECU 50b (for example, the behavior determination unit 63) determines to restrict the automatic driving function. After processing in S305, the process proceeds to S306.

[0121] In S306, the HCU 100 (for example, the information linking unit 82) obtains collision occurrence information and vehicle control. Specifically, brake operation information and automatic driving function restriction information are obtained. After processing in S306, the process proceeds to S307.

[0122] In S307, the HCU 100 (e.g., the notification control unit 88) performs both a notification indicating the state of vehicle control corresponding to the collision and a notification urging the driver to take over driving. In other words, both the current state and what the driver should do are notified. The notification indicating the state of vehicle control corresponding to the collision and the notification urging the driver to take over driving may be performed simultaneously. In particular, the notification urging the driver to take over driving is a notification that warns the driver that they should immediately take over driving. The series of processes ends with S307.

[0123] If S304 is No, in S308, the autonomous driving ECU 50b (e.g., the behavior determination unit 63) decides to continue the autonomous driving function without restricting it. At this time, the autonomous driving ECU 50b (e.g., the behavior determination unit 63) may allow the host vehicle Am to continue driving without completely stopping, depending on the severity of the collision and the object of the collision. After processing S308, proceed to S309.

[0124] In S309, the HCU 100 (for example, the information linking unit 82) obtains collision occurrence information and vehicle control. Specifically, brake operation information and automatic driving function restriction information are obtained. After processing S309, the process proceeds to S310.

[0125] In S310, the HCU 100 (e.g., the notification control unit 88) performs both a notification indicating the state of vehicle control corresponding to the collision and a notification prompting the driver to take over driving. That is, both the current state and what the driver should do are notified. The notification indicating the state of vehicle control corresponding to the collision and the notification prompting the driver to take over driving may be performed simultaneously. In particular, the notification prompting the driver to take over driving is a notification prompting the driver to take over driving at leisure (in other words, non-urgent). That is, the notification prompting the driver to take over driving at leisure may be a non-urgent notification indicating that the driver can take over driving when he or she is ready. Alternatively, the notification prompting the driver to take over driving at leisure may be a non-urgent notification indicating that the timing to take over driving is approaching, as described in the first embodiment. A series of processes ends with S310.

[0126] According to the fifth embodiment described above, the notification control unit 88 performs processing based on the determination of whether to continue the automatic driving function, which is made based on preset conditions based on the type of collision. This processing is a notification that prompts the driver to take over driving, and is a notification that prompts a driver to take over driving with less urgency than when the automatic driving function is restricted. The notification, which is less urgency and provides ample time, allows the driver to take over driving calmly, even when a collision occurs.

[0127] Furthermore, according to the fifth embodiment, the preset conditions based on the type of collision may be conditions based on the severity of the collision and the failure status of the perimeter monitoring sensor 30 mounted on the host vehicle Am. By adopting such conditions, it is possible to determine whether to continue the autonomous driving function, taking into consideration whether the autonomous driving function is operating normally.

[0128] According to the fifth embodiment, the predetermined conditions based on the type of collision may be conditions based on the collision part of the host vehicle Am and other objects. By adopting such conditions, it is possible to determine whether to continue the autonomous driving function while taking into account the need for a response to the collision.

[0129] (Sixth embodiment) 10 to 14, the sixth embodiment is a modification of the first embodiment. The sixth embodiment will be described, focusing on the differences from the first embodiment.

[0130] In the sixth embodiment, the HCU 100 (for example, the notification control unit 88) changes the amount of information in the notification shown in S15 of Fig. 4 depending on the state of the occupant (for example, the driver) at the time of the collision. The HCU 100 (for example, the information acquisition unit 81) acquires occupant state information from an occupant state sensor such as the driver status monitor (hereinafter referred to as DSM) 27 to grasp the state of the driver at the time of the collision.

[0131] As shown in FIG. 10 , the DSM 27 is provided in, for example, the HMI system 10 of the vehicle system 1. The DSM 27 includes, for example, a near-infrared light source, a near-infrared camera, and a control unit for controlling these. The DSM 27 is disposed, for example, on an instrument panel with the near-infrared camera facing the driver's seat. The DSM 27 uses the near-infrared camera to capture an image of the driver irradiated with near-infrared light from the near-infrared light source. The image captured by the near-infrared camera is analyzed by the control unit. The control unit detects the driver's alertness, facial orientation, poor posture, etc. based on the driver's feature values ​​extracted by the image analysis.

[0132] An example of a processing method performed by the vehicle system 1 of the sixth embodiment will be described with reference to the flowchart of Fig. 11. A series of processes shown in steps S1501 to S1505 shows an example of the process of S15 in Fig. 4 in detail.

[0133] In S1501, the HCU 100 (for example, the notification control unit 88) determines whether or not the driver is monitoring the surroundings. If Yes, proceed to S1503. If No, proceed to S1502.

[0134] In S1502, the HCU 100 (for example, the notification control unit 88) determines whether the driver is asleep. If Yes, proceed to S1505. If No, proceed to S1503.

[0135] In S1503 when it is determined that the driver is monitoring the surroundings, the HCU 100 (for example, the notification control unit 88) selects notification pattern A, which has a small amount of information, as the notification pattern for CID 22, and causes CID 22 to make a notification.

[0136] As shown in Fig. 12, notification pattern A may include a warning image D2A as a notification indicating the state of vehicle control corresponding to a collision. The warning image D2A may include a notification indicating the operation of the electric parking brake, a notification indicating the occurrence of a collision, and a notification indicating that vehicle movement is restricted. The notification indicating the operation of the electric parking brake may be, for example, an image D2A1 in the form of an indicator light. The notification indicating the occurrence of a collision is an image that simply displays the fact that a collision has occurred, and may be, for example, an image D2A2 mainly composed of text. The notification indicating that vehicle movement is restricted may be, for example, an image D2B3 mainly composed of text. The series of processes ends with the processing of S1503.

[0137] If it is determined that the driver is neither monitoring the surroundings nor sleeping, in other words, if the driver is performing a second task, in S1504, the HCU 100 (e.g., the notification control unit 88) selects notification pattern B, which has a medium amount of information, as the notification pattern for CID 22, and makes a notification from CID 22. The amount of information for notification pattern B is set to be greater than the amount of information for notification pattern A.

[0138] As shown in FIG. 13, notification pattern B may include a warning image D2B as a notification indicating the state of vehicle control corresponding to a collision. The warning image D2B may include a notification indicating the operation of the electric parking brake, a notification indicating the occurrence of a collision, and a notification indicating that vehicle movement is restricted. The notifications indicating the operation of the electric parking brake (e.g., image D2B1) and the notification indicating that vehicle movement is restricted (e.g., image D2B3) may be similar to those in notification pattern A. The notification indicating the occurrence of a collision may be image D2B2, which displays not only the fact that a collision has occurred but also the type of object that has collided. If the object that has collided is a vehicle, the type of object may include the type of vehicle (passenger car, truck, bus, etc.) and vehicle characteristics (vehicle color, size, brand, model, license plate number, etc.). The process of S1504 ends the series of processes.

[0139] In S1505, when it is determined that the driver is asleep, the HCU 100 (for example, the notification control unit 88) selects notification pattern C, which has a large amount of information, as the notification pattern for CID 22, and makes a notification by CID 22. The amount of information of notification pattern C is set to be larger than the amount of information of notification pattern A and larger than the amount of information of notification pattern B.

[0140] Notification pattern C may include a warning image D2C as a notification indicating the state of vehicle control in response to a collision, as shown in Fig. 14. The warning image D2C may include a notification indicating that the electric parking brake has been activated, a notification indicating that a collision has occurred, and a notification indicating that vehicle movement is restricted. The notification indicating that the electric parking brake has been activated (e.g., image D2C1) and the notification indicating that vehicle movement is restricted (e.g., image D2C3) may be the same as notification pattern A.

[0141] The notification indicating the occurrence of a collision in notification pattern C may be, for example, a combination of image D2C2 mainly consisting of text and image D2C4 mainly consisting of graphics, to notify the fact that a collision has occurred, the type of object that has collided, and the positional relationship between the host vehicle Am and the object that has collided. Image D2C2 may display the type of object that has collided and the direction of the collision in addition to the fact that a collision has occurred. Image D2C4 may illustrate an overhead view of the positional relationship between the host vehicle Am and the object that has collided. The series of processes ends at S1505.

[0142] In steps S1503 to S1505, the meter display 21 may be configured to issue a notification urging the driver to change drivers in the same manner as in FIG.

[0143] According to the sixth embodiment described above, the amount of information provided is changed depending on the state of the occupant at the time of the collision. This reduces the annoyance felt by the occupant and allows for a smooth driver handover.

[0144] Furthermore, according to the sixth embodiment, when the occupant is sleeping, the notification is made with a larger amount of information than when the occupant is performing a second task, and when the occupant is performing a second task, the notification is made with a larger amount of information than when the occupant is monitoring the surroundings. Because the amount of information is changed depending on the sleeping or second task status, it is possible to further reduce the annoyance felt by the occupant and notify them of the necessary information.

[0145] Furthermore, according to the sixth embodiment, when the occupant is not in a state where he or she is monitoring the surroundings, a notification indicating the type of other object is issued. When the occupant is not monitoring the surroundings, it takes time for the occupant to identify the object with which the occupant has collided. In contrast, by notifying the occupant of the type of object, the time it takes for the occupant to understand and recognize the object with which the occupant has collided can be shortened. This allows for a smooth driver handover.

[0146] (Seventh embodiment) As shown in Fig. 15, the seventh embodiment is a modification of the fourth embodiment. The seventh embodiment will be described, focusing on the differences from the fourth embodiment.

[0147] In the seventh embodiment, in S204 of the fourth embodiment, in addition to or instead of the notification indicating the stopping location, the HCU100 performs at least one of a notification indicating guidance for accident handling and a notification indicating the action required of the vehicle occupants.

[0148] 15, the host vehicle Am is a bus, and an example of a notification using the in-vehicle display 22a for passengers is shown. The in-vehicle display 22a is controlled by the HCU 100 in the same manner as the CID 22 in the bus. The notification providing guidance on accident handling may be, for example, a notification indicating the status of vehicles dispatched for accident handling (image Da1), a notification providing guidance to an emergency exit of the bus from which escape is possible (image Da3), etc. The notification indicating the action required of the occupants may be, for example, a notification providing guidance to escape from the vehicle (image Da3).

[0149] According to the seventh embodiment described above, after a collision, a notification is made showing guidance for dealing with the accident, allowing the occupants to determine their subsequent actions while understanding the situation regarding the accident.

[0150] Furthermore, according to the seventh embodiment, after a collision, a notification is given to the vehicle occupants indicating the actions they are required to take, which allows the occupants to take more appropriate actions in accordance with the notification.

[0151] (Eighth embodiment) 16 and 17, the eighth embodiment is a modification of the first embodiment. The eighth embodiment will be described, focusing on the differences from the first embodiment.

[0152] 16 shows the HMI system 10 when the host vehicle Am is a bus. The HMI system 10 includes an exterior display device 28 instead of the ambient light 25.

[0153] The exterior display device 28 is provided on the exterior of the vehicle body and is a display configured to be able to display images mainly using, for example, a liquid crystal panel, an OLED, or the like. Only one exterior display device 28 may be provided, or multiple exterior display devices may be provided, such as a device that displays information toward the front of the vehicle and a device that displays information toward the rear of the vehicle. When the HCU 100 does not have collision information, the exterior display device 28 may display the destination, or may display a message indicating that occupants are getting in or out of the vehicle.

[0154] An example of a processing method by the vehicle system 1 of the eighth embodiment will be described with reference to the flowchart of Fig. 17. The series of processes shown in steps S401 to S404 are performed by at least one processor of the vehicle system 1 executing a program. This series of processes may be performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0155] In S401, the HCU 100 (for example, the information linking unit 82) obtains collision occurrence information, including information indicating whether a collision has occurred, and vehicle control information corresponding to the collision, by acquiring the information from the autonomous driving ECU 50b. Here, the vehicle control corresponding to the collision includes, in addition to the brake operation described in the first embodiment, travel readiness information indicating whether the host vehicle Am is travellable. After processing S401, the process proceeds to S402.

[0156] S402 is the same as S15 in Fig. 4. It is assumed that the notification urging the driver to take over driving causes the system to hand over driving to the driver, i.e., the automated driving ends. After processing S402, the process proceeds to S403.

[0157] In S403, the HCU 100 (for example, the notification control unit 88) determines whether or not the host vehicle Am is allowed to travel. If Yes, the process proceeds to S404. If No, the series of processes ends.

[0158] In S404, if the collided object is a dynamic object such as another vehicle that can recognize an exterior notification, the HCU 100 (e.g., the notification control unit 88) issues an exterior notification to the other object. The other object may be a motorcycle, bicycle, or pedestrian. The exterior notification may be implemented by display on the exterior display device 28. The exterior notification may be implemented by audio from a speaker directed to the exterior of the vehicle, or a combination of display and audio from a speaker. The exterior notification may be a notification that guides the other object safely so that the host vehicle Am can resume traveling. The notification that guides the other object safely may be, for example, a notification that indicates a safe stopping position for the other object. The process of S404 ends the series of processes.

[0159] According to the eighth embodiment described above, if the host vehicle Am is able to continue traveling after a collision, an exterior notification is issued to guide other objects, which are dynamic objects, so that the host vehicle Am can resume traveling. Road users outside the vehicle who have confirmed the exterior notification can take action after understanding the possibility that the host vehicle Am will resume traveling.

[0160] (Ninth embodiment) 18 to 20, the ninth embodiment is a modification of the first embodiment. The ninth embodiment will be described, focusing on the differences from the first embodiment.

[0161] 18 includes an emergency call switch 29. The emergency call switch 29 is located, for example, on the ceiling of the vehicle interior at a position within reach of the driver, or on the instrument panel. The emergency call switch 29 may be, for example, a push-button labeled "SOS."

[0162] Furthermore, the in-vehicle communication device 39 is configured to be able to communicate with the remote management center X1 and the transfer vehicle X2. The remote management center X1 is a center that remotely manages and supports each vehicle traveling on public roads, etc. The remote management center X1 is configured to include a computer configured to be able to communicate with each vehicle. An operator who operates the computer may be resident at the remote management center X1. The transfer vehicle X2 is, for example, a vehicle arranged by an operator of the remote management center X1.

[0163] 19, the information acquisition unit 81 of the HCU 100 acquires an operation signal indicating that the emergency call switch 29 has been operated by an occupant of the host vehicle Am when a collision occurs, etc. The HCU 100 further includes a communication processing unit 85.

[0164] When the information acquisition unit acquires the operation signal, the communication processing unit 85 starts communication with the remote management center X1 through the in-vehicle communication device 39. The remote management center X1 or its operator grasps the circumstances of the collision through conversation with the HCU 100 or the occupants using the HCU 100. If the remote management center X1 or its operator determines that the host vehicle Am is unable to travel, it arranges for a transfer vehicle X2 for the occupants of the host vehicle Am to transfer to.

[0165] The transfer vehicle X2 may be selected from available vehicles present in the vicinity of the collision point. The available vehicle may be a vehicle that has been registered in advance as the transfer vehicle X2. The available vehicle may also be a vehicle that has been requested and approved by the remote management center X1 or its operator to head to the collision point as the transfer vehicle X2.

[0166] When the arranged transfer vehicle X2 arrives at the site, the notification control unit 88 issues a notification indicating the arrival of the transfer vehicle X2 and a notification indicating the location of the transfer vehicle X2. This notification may be implemented, for example, by displaying a map image indicating the location of the transfer vehicle X2 on the CID 22.

[0167] An example of a processing method by the vehicle system 1 of the ninth embodiment will be described with reference to the flowchart of Fig. 20. The series of processes shown in steps S501 to S507 are performed by at least one processor of the vehicle system 1 executing a program. This series of processes may be performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in steps S11 to S13 of Fig. 4.

[0168] Steps S501 and S502 are the same as steps S401 and S402 in the eighth embodiment. After the process of step S502, the process proceeds to step S503.

[0169] In S503, the HCU 100 (for example, the information acquisition unit 81) determines whether or not an occupant of the host vehicle Am has operated the emergency call switch 29. If Yes, the process proceeds to S504. If No, the series of processes ends.

[0170] In S504, the HCU 100 (for example, the communication processing unit 85) makes an emergency call to the remote management center X1. The remote management center X1 arranges for a transfer vehicle X2 and notifies the HCU 100 that the transfer vehicle X2 has been arranged. After processing S504, the process proceeds to S505.

[0171] In S505, the HCU 100 (e.g., the notification control unit 88) determines whether the transfer vehicle X2 has arrived in the vicinity of the site. The determination of arrival may be based on a notification from at least one of the remote management center X1 and the transfer vehicle X2. The determination of arrival may also be based on the perimeter monitoring sensor 30 recognizing the transfer vehicle X2 in the vicinity of the host vehicle Am. If the determination is Yes, proceed to S506. If the determination is No, the determination of S505 is performed again after a preset time has elapsed.

[0172] In S506, the HCU 100 (for example, the notification control unit 88) notifies the passengers in the vehicle of the arrival of the transfer vehicle X2 and the position of the transfer vehicle X2. After the processing of S506, the process proceeds to S507.

[0173] In S507, the HCU 100 (for example, the communication processing unit 85) transmits information about the host vehicle Am to the transfer vehicle X2. As a result, the information about the host vehicle Am is passed on to the transfer vehicle X2. A series of processes ends with S507.

[0174] The communication processing unit 85 in the ninth embodiment corresponds to the "information handover unit."

[0175] According to the ninth embodiment described above, after a collision, when the transfer vehicle X2 arrives, a notification indicating the location of the transfer vehicle X2 is made, allowing the occupants to grasp the location of the transfer vehicle X2 and smoothly transfer.

[0176] According to the ninth embodiment, the transfer vehicle X2 is arranged when the occupant operates the emergency call switch 29 provided in the vehicle Am. Since the transfer vehicle X2 can be arranged easily, the occupant can smoothly transfer.

[0177] According to the ninth embodiment, the transfer vehicle X2 is a vehicle selected from available vehicles around the collision point. By using an available vehicle as the transfer vehicle X2, the passengers can transfer quickly.

[0178] Furthermore, according to the ninth embodiment, when the occupant transfers to the transfer vehicle X2, information about the host vehicle Am is transmitted to the transfer vehicle X2, and the information is passed on to the transfer vehicle X2. This allows the occupant to have a comfortable ride after transferring to the transfer vehicle X2.

[0179] (Tenth embodiment) As shown in Fig. 21, the tenth embodiment is a modification of the first embodiment. The tenth embodiment will be described, focusing on the differences from the first embodiment.

[0180] In the tenth embodiment, the collision recognition unit 74 of the autonomous driving ECU 50b further recognizes the occurrence of a collision between multiple other objects in the vicinity of the host vehicle Am. Here, the vicinity may mean an area in which the host vehicle Am is recognized as being present at the site where the collision occurred (hereinafter referred to as the collision site).

[0181] The collision recognition unit 74 recognizes a collision based on the video captured by the camera unit 31. The collision recognition unit 74 provides this information to the information linking unit 61 as peripheral collision occurrence information. As a result, the peripheral collision occurrence information is grasped on the HCU 100 side.

[0182] The HCU 100 or the autonomous driving ECU 50b determines whether the vehicle can leave the collision site based on the surrounding collision occurrence status. When this determination is made by the HCU 100, it may be made by, for example, the notification control unit 88. When this determination is made by the autonomous driving ECU 50b, it may be made by, for example, the collision recognition unit 74 or the behavior determination unit 63.

[0183] Depending on the result of this determination, the behavior determination unit 63 changes the response related to the control of the autonomous driving, and the notification control unit 88 changes the response related to the notification. In this way, the HCU 100 and the autonomous driving ECU 50b work together to respond to the occurrence of a collision in the vicinity.

[0184] An example of a processing method by the vehicle system 1 of the tenth embodiment will be described with reference to the flowchart of Fig. 21. The series of processes shown in steps S601 to S608 are performed by at least one processor of the vehicle system 1 executing a program. This series of processes may be performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0185] In S601, the HCU 100 obtains information about the occurrence of a peripheral collision. After processing S601, the process proceeds to S602.

[0186] In S602, one of the HCU 100 (e.g., the notification control unit 88) and the autonomous driving ECU 50b (e.g., the behavior determination unit 63) determines whether or not the host vehicle Am can move away from the collision site. If Yes, proceed to S603. If No, proceed to S608.

[0187] In S603, it is determined whether the host vehicle Am can be used as a transfer vehicle. That is, if the other object that collided with is another vehicle, it is determined whether the occupants of the other vehicle can transfer to the host vehicle Am. For example, if the host vehicle Am has only the driver as an occupant and the passenger seat and rear seats are empty, it is determined that the host vehicle Am can be used as a transfer vehicle. If the passenger seat and rear seats are full, it is determined that the host vehicle Am cannot be used as a transfer vehicle. If the answer is Yes, proceed to S604. If the answer is No, proceed to S605.

[0188] In S604, the HCU 100 (e.g., the notification control unit 88) issues a notification to the exterior of the vehicle indicating that it is possible to board the host vehicle Am. Based on this notification, the occupant of the other vehicle is allowed to board the host vehicle Am. On the other hand, in S605, the HCU 100 (e.g., the notification control unit 88) issues a notification to the exterior of the vehicle indicating that it is not possible to board the host vehicle Am. These notifications to the exterior of the vehicle may be issued using the exterior display device 28 described in the eighth embodiment, for example, or may be issued using audio from a speaker to the exterior of the vehicle. After processing S604 or S605, the process proceeds to S606.

[0189] In S606, the HCU 100 (e.g., the notification control unit 88) issues a notification to the interior of the vehicle indicating a driving route away from the collision site, for example, using a CID. This driving route may be a driving route planned by the autonomous driving ECU 50b (e.g., the behavior determination unit 63) or may be a driving route derived by the navigation ECU 38. After processing S606, the process proceeds to S607.

[0190] In S607, the automatic driving ECU 50b (for example, the control execution unit 64) controls the host vehicle Am so that the host vehicle Am leaves the collision site along the notified driving route. After S607, the series of processes ends.

[0191] In S608 after it is determined in S602 that the host vehicle Am cannot leave the collision scene, first, in the autonomous driving ECU 50b, for example, the behavior determination unit 63 determines to temporarily halt the host vehicle Am, and the control execution unit 64 temporarily halts the host vehicle Am. Next, the behavior determination unit 63 or the notification control unit 88 determines to unlock the doors and requests the body ECU 43, which controls the door lock motor 46, to unlock the doors.

[0192] Furthermore, in response to the temporary stop of the host vehicle Am, the HCU 100 (for example, the notification control unit 88) issues a notification to the inside of the vehicle indicating the reason for the stop of the host vehicle Am, for example, by using a CID. Here, the notification indicating the reason for the stop may be a notification indicating that a collision has occurred near the host vehicle Am and that the host vehicle Am cannot leave the collision site.

[0193] It is also possible to skip the processes of S603 to S605 and proceed to S606 if the answer is Yes in S602.

[0194] The automatic driving ECU 50b in the tenth embodiment corresponds to the "automatic driving device."

[0195] According to the tenth embodiment described above, peripheral collision occurrence information indicating whether or not a collision has occurred between multiple other objects in the vicinity of the host vehicle Am is further obtained. Then, depending on whether or not the host vehicle Am can move away from the collision site, which is determined based on the peripheral collision occurrence information, the response regarding the notification is changed. Therefore, it is possible to provide an appropriate notification depending on whether or not the host vehicle Am can move away from the collision site.

[0196] Furthermore, according to the tenth embodiment, surrounding collision occurrence information indicating whether or not a collision has occurred between multiple other objects in the vicinity of the vehicle is further obtained. Then, when a collision between other objects occurs, a notification is issued to the outside of the vehicle indicating whether or not it is possible to board the host vehicle Am. Therefore, road users outside the vehicle can decide what to do after understanding whether or not it is possible to board the host vehicle Am.

[0197] Furthermore, according to the tenth embodiment, the occurrence of a collision between multiple other objects in the vicinity of the vehicle is recognized. Then, depending on whether or not it is possible for the host vehicle Am to move away from the scene of the collision, the response related to the control of the autonomous driving is changed. Therefore, it is possible to provide appropriate control depending on whether or not it is possible to move away from the scene of the collision.

[0198] Furthermore, according to the tenth embodiment, when it is determined that the host vehicle Am cannot leave the collision scene, the host vehicle Am is forced to stop temporarily, which can prevent confusion at the collision scene due to inappropriate behavior of the host vehicle Am.

[0199] (Eleventh embodiment) 22 and 23, the eleventh embodiment is a modification of the first embodiment. The eleventh embodiment will be described, focusing on the differences from the first embodiment.

[0200] The cruise control ECU 40X of the eleventh embodiment is an electronic control device that adds a function of restricting the movement of the vehicle to the cruise control ECU 40 of the vehicle system 1 shown in FIG. 1, and corresponds to a cruise control device.

[0201] The cruise control ECU 40X is a computer that mainly includes a control circuit equipped with a processing unit, RAM, a storage unit, an input / output interface, and a bus connecting these. The processing unit accesses the RAM to execute various processes for realizing the autonomous driving control method of the present disclosure. The storage unit stores various programs (such as an autonomous driving control program) that are executed by the processing unit.

[0202] The processing unit may include at least one processor. The processor may include at least one type of core selected from the group consisting of a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU. The storage unit 53 may include at least one type of non-transitory tangible storage medium selected from the group consisting of a semiconductor memory, a magnetic medium, and an optical medium, which non-temporarily stores programs and data readable by the processor.

[0203] By executing the program by the processing unit, the cruise control ECU 40X is configured with a plurality of functional units for realizing the cruise control function, such as an information acquisition unit 40a, a movement restriction unit 40b, and a cruise control unit 40c (see FIG. 22).

[0204] The information acquiring unit 40a is configured to be able to acquire information output from each on-board device of the vehicle system 1. The information acquiring unit 40a may further acquire information output from the remote management center X1 described in the ninth embodiment. The information here includes requests, commands, etc. to the cruise control ECU 40X.

[0205] The movement restriction unit 40b restricts the movement of the host vehicle Am by restricting the operation command or control command output by the travel control unit 40c to the movement actuator 41X. The movement restriction unit 40b may determine the content of the restriction based on information acquired by the information acquisition unit 40a. The movement restriction unit 40b may restrict the movement of the host vehicle Am in accordance with a restriction request from the on-board device of the vehicle system 1 or a restriction request from the remote management center X.

[0206] The driving control unit 40c continuously controls the motion actuator 41X based on any one of operation commands based on the driver's driving operation, control commands from the driving assistance ECU 50a, control commands from the autonomous driving ECU 50b, and control commands from the remote management center X1. The motion actuator 41X may include a brake actuator that controls the braking force of each wheel, a power train that controls the output of the on-board power source, and a steering actuator that controls the steering angle.

[0207] An example of a processing method by the vehicle system 1 of the eleventh embodiment will be described with reference to the flowchart of Fig. 23. The series of processes shown in steps S701 to S706 are performed by at least one processor of the vehicle system 1 executing a program. This series of processes may be performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0208] Steps S701 to S703 are the same as steps S101 to S103 in the second embodiment. After the process of step S703, the process proceeds to step S704.

[0209] In S704, the cruise control ECU 40X (for example, the information acquisition unit 40a) acquires processing information from the HCU 100 and the autonomous driving ECU 50b. Furthermore, the cruise control ECU 40X (for example, the movement restriction unit 40b) determines whether the severity of the collision that occurred is severe (exceeds a preset level). Specifically, the movement restriction unit 40b may determine whether the perimeter monitoring sensor 30 has malfunctioned due to the collision. If Yes, proceed to S705. If No, proceed to S706.

[0210] In S705, the cruise control ECU 40X (e.g., the movement restriction unit 40b) restricts the speed of the host vehicle Am to a preset maximum speed. The preset maximum speed may be a speed at which the host vehicle Am can travel stably even if the vehicle body or the periphery monitoring sensor 30 is damaged by a collision. The maximum speed may be set to, for example, 10 km / h, 20 km / h, etc. The maximum speed may also be changed depending on the severity of the collision so that the maximum speed gradually decreases as the severity of the collision increases. The series of processes ends with S705.

[0211] In S705, the cruise control ECU 40X (e.g., the motion restriction unit 40b) does not restrict the speed of the host vehicle Am. That is, the cruise control ECU 40X (e.g., the cruise control unit 40b) controls the motion actuator 41X so as to exactly reproduce the vehicle motion instructed by the operation command or control command. The series of processes ends with S705.

[0212] According to the eleventh embodiment described above, after a collision occurs, the movement of the host vehicle Am is restricted in response to the collision, thereby making it possible to suppress inappropriate movement of the host vehicle Am.

[0213] Furthermore, according to the eleventh embodiment, when the severity of the collision exceeds a predetermined level, the speed of the host vehicle Am is limited. By limiting the speed, it is possible to prevent a secondary collision and confusion at the scene of the collision.

[0214] (Twelfth embodiment) As shown in Fig. 24, the twelfth embodiment is a modification of the eleventh embodiment. The twelfth embodiment will be described, focusing on the differences from the eleventh embodiment.

[0215] In the twelfth embodiment, the movement restriction unit 40b prohibits the host vehicle Am from restarting after being temporarily stopped due to a collision until all three pre-specified restart permissions are obtained. The first restart permission is permission from the occupant of the host vehicle Am. This permission is obtained, for example, by the occupant operating a start permission switch mounted on the host vehicle Am. The second restart permission is permission from the remote management center X1. This permission is obtained, for example, by an operator of the remote management center X1 collecting information about the collision site using V2X communication or the like and issuing permission after confirming that the host vehicle Am can be restarted.

[0216] The third permission to restart is permission from the vehicle system 1 installed in the vehicle. This permission is obtained when a decision-making entity (ECU or processor) set in advance in the vehicle system 1 issues permission after confirming that restarting is permitted. The decision-making entity may be, for example, the autonomous driving ECU 50b that has the authority to switch the autonomous driving level.

[0217] An example of a processing method by the vehicle system 1 of the twelfth embodiment will be described with reference to the flowchart of Fig. 24. The series of processes shown in steps S801 to S805 are performed by at least one processor of the vehicle system 1 executing a program. This series of processes may be performed during autonomous driving when the driver is not required to monitor the surroundings. This series of processes may be performed in accordance with the processes of the autonomous driving ECU 50b in S11 to S13 of Fig. 4.

[0218] Steps S801 to S803 are the same as steps S701 to S703 in the eleventh embodiment. After the process of step S803, the process proceeds to step S804.

[0219] In S804, the cruise control ECU 40X (for example, the movement restriction unit 40b) maintains the restart prohibition state of the host vehicle Am and determines whether all restart permissions have been obtained. If the answer is Yes, proceed to S805. If the answer is No, the determination in S804 is executed again after a predetermined time has elapsed or after a predetermined trigger has occurred.

[0220] In S805, the cruise control ECU 40X (e.g., the motion restriction unit 40b) cancels the prohibition on restarting the host vehicle Am and allows it to restart. This allows the cruise control ECU 40X (e.g., the cruise control unit 40b) to control the motion actuator 41X so as to exactly reproduce the vehicle motion instructed by the operation command or control command. The series of processes ends with S805.

[0221] After S805, the processing of S704 to S706 of the eleventh embodiment may be executed so that the speed of the host vehicle Am is limited after it starts moving again.

[0222] According to the twelfth embodiment described above, when the host vehicle Am temporarily stops after a collision, the host vehicle Am is prohibited from restarting until permission is obtained from all of the following: the occupants of the host vehicle Am; the remote management center X1 that remotely manages the host vehicle Am; and the vehicle system 1 installed in the host vehicle Am. By prohibiting inappropriate restarting, it is possible to prevent secondary collisions and confusion at the scene of the collision.

[0223] (Other embodiments) Although multiple embodiments have been described above, the present disclosure should not be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0224] In other embodiments, the decision regarding the driver handover may be executed by an ECU other than the autonomous driving ECU 50b. For example, a state management ECU other than the autonomous driving ECU 50b may be provided, and the state management ECU may switch the autonomous driving level of the host vehicle Am and manage the driver handover.

[0225] In another embodiment, when the operation device 26 is a touch panel integrated with the CID 22, the HCU 100 (for example, the notification control unit 88) may perform the following process. This process may be to prohibit the display of the interface for turning on the restricted autonomous driving function (or to erase the display) while the autonomous driving function is restricted.

[0226] In another embodiment, when the host vehicle Am is a bus, all of the doors for boarding and alighting may be fully opened in addition to the full opening control of all windows in response to the emergency opening operation of the fourth embodiment. Buses may have windows installed at a high position, which may make it difficult to escape from the vehicle through the windows, so it is preferable that escape be possible through the doors.

[0227] In another embodiment, the determination in S203 may be omitted and the process may proceed from S202 to S204.

[0228] In addition, as an embodiment related to the seventh embodiment, when at least one of a notification indicating accident handling guidance and a notification indicating the desired action for the occupants is implemented after a collision in S204, processing may be skipped from S201 to S203 without implementing the notification in S202.

[0229] In other embodiments, at least some of the functions of the ECUs such as the HCU 100, the driving assistance ECU 50a, the autonomous driving ECU 50b, and the cruise control ECU 40 may be integrated into one ECU or reorganized into multiple ECUs.

[0230] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium.

[0231] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be written in a multiple dependent form, where the subsequent clause alternatively refers to the preceding clause. These multiple dependent clauses define multiple technical ideas.

[0232] <Technical philosophy 1> A control device that controls on-board devices (21, 22, 23, 24, 25, 28) in a vehicle (Am) that can be driven by automatic driving without a driver having to monitor the surroundings, an information grasping unit (81, 82) that grasps collision occurrence information indicating whether or not a collision has occurred between the vehicle and another object during the automatic driving, and vehicle control information indicating control of the vehicle in response to the collision; a notification control unit (88) that performs both a notification indicating a control state of the vehicle and a notification urging the driver to take over driving.

[0233] <Technical philosophy 2> The control device according to Technical Idea 1, wherein the notification indicating the control state of the vehicle includes a notification indicating that the movement of the vehicle is restricted by the operation of the brakes, and a notification indicating that the hazard lights (45) of the vehicle are on.

[0234] <Technical philosophy 3> A control device described in Technical Idea 1 or 2, in which, when the information grasping unit grasps that the autonomous driving function of the vehicle is restricted after the occurrence of the collision, the notification control unit issues a notification indicating that the autonomous driving function is restricted.

[0235] <Technical philosophy 4> the information grasping unit grasps an operation to turn on an automatic driving function for an operation device (26) of the vehicle, A control device described in technical idea 1 or 2, in which when it is determined that the autonomous driving function is restricted after the collision occurs and an operation to turn on the autonomous driving function is determined, the notification control unit issues a notification indicating that the autonomous driving function is restricted.

[0236] <Technical philosophy 5> A control device as described in Technical Idea 3 or 4, in which the vehicle is specified such that lifting of the restriction on the autonomous driving function is prohibited until initialization work is performed by the vehicle manager.

[0237] <Technical philosophy 6> A control device described in Technical Idea 3 or 4, in which the vehicle is specified so that the restriction on the autonomous driving function is lifted when the vehicle's start switch is turned off.

[0238] <Technical philosophy 7> The control device according to any one of Technical Ideas 1 to 6, wherein the notification control unit further performs a notification indicating a collision part of the vehicle.

[0239] <Technical philosophy 8> The control device according to Technical Idea 7, wherein the notification control unit further issues a notification indicating a malfunction associated with the collision portion.

[0240] <Technical philosophy 9> The control device according to any one of Technical Ideas 1 to 8, wherein the notification control unit further issues a notification indicating a possibility of a fire in the vehicle.

[0241] <Technical Thought 10> The control device according to any one of Technical Ideas 1 to 9, wherein the notification control unit further provides a notification indicating the position on the road where the vehicle is stopped.

[0242] <Technical Thought 11> The control device according to Technical Idea 10, wherein the notification indicating the position on the road where the vehicle is stopped includes information on which lane the vehicle is stopped in on a multi-lane road.

[0243] <Technical Thought 12> The control device according to any one of Technical Ideas 1 to 11, further comprising a request processing unit (84) that requests the vehicle to make the door lock of the vehicle unable to be manually unlocked by the occupant when there is no need for the occupant of the vehicle to get out of the vehicle urgently.

[0244] <Technical Thought 13> the information grasping unit grasps an emergency window opening operation performed on an operating device (26) of the vehicle, The control device according to any one of Technical Ideas 1 to 11, further comprising a request processing unit (84) that requests the vehicle to fully open a side window of the vehicle when the execution of the emergency opening operation is detected.

[0245] <Technical Thought 14> The control device described in Technical Idea 1, in which the notification control unit implements a notification to encourage the driver to take over driving, which is less urgent than when the automatic driving function is restricted, based on the fact that a decision to continue the automatic driving function is made in a decision on whether to continue the automatic driving function made based on predetermined conditions based on the type of collision.

[0246] <Technical Thought 15> The control device according to Technical Idea 14, wherein the predetermined condition based on the type of collision is a condition based on the severity of the collision and a failure state of a perimeter monitoring sensor (30) mounted on the vehicle.

[0247] <Technical Thought 16> The control device according to Technical Idea 14, wherein the predetermined condition based on the type of collision is a condition based on the collision part of the vehicle and the other object.

[0248] <Technical Thought 17> 17. The control device according to any one of Technical Ideas 1 to 16, wherein the notification control unit performs notification so that the amount of information is changed depending on the state of the occupant at the time of the collision.

[0249] <Technical Thought 18> The notification control unit When the occupant is sleeping, the amount of information is increased compared to when the occupant is performing a second task, A control device described in technical idea 17, which provides a notification with a larger amount of information when the occupant is performing a second task than when the occupant is monitoring the surroundings.

[0250] <Technical Thought 19> The control device according to Technical Idea 18, wherein the notification control unit issues a notification indicating the type of the other object when the occupant is in a state other than a state in which the occupant is monitoring the surroundings.

[0251] <Technical Thought 20> The control device according to any one of Technical Ideas 1 to 17, wherein the notification control unit issues a notification indicating guidance for accident handling after the collision.

[0252] <Technical Thought 21> The control device according to any one of Technical Ideas 1 to 17 and 20, wherein the notification control unit issues a notification indicating an action required of an occupant of the vehicle after the collision.

[0253] <Technical Thought 22> A control device described in any one of Technical Ideas 1 to 21, wherein the notification control unit issues a notification to the outside of the vehicle to guide the other object, which is a dynamic object, so that the vehicle can resume driving after the collision if the vehicle is able to drive.

[0254] <Technical Thought 23> A control device described in any one of technical ideas 1 to 22, wherein the notification control unit issues a notification indicating the location of a transfer vehicle (X2) for occupants of the vehicle to transfer from the vehicle after the collision when the transfer vehicle arrives.

[0255] <Technical Thought 24> The control device according to technical idea 23, wherein the transfer vehicle is arranged when the occupant operates an emergency call switch (29) provided in the vehicle.

[0256] <Technical Thought 25> The control device according to technical idea 23 or 24, wherein the transfer vehicle is a vehicle selected from available vehicles around the collision point.

[0257] <Technical Thought 26> A control device described in any one of technical ideas 23 to 25, further comprising an information transfer unit (85) that transmits information about the vehicle to the transfer vehicle and transfers the information to the transfer vehicle when the occupant transfers to the transfer vehicle.

[0258] <Technical Thought 27> The information grasping unit further grasps surrounding collision occurrence information indicating whether or not a collision has occurred between a plurality of the other objects in the vicinity of the vehicle, A control device described in any one of technical ideas 1 to 26, wherein the notification control unit changes the response regarding the notification depending on a judgment of whether the vehicle is able to leave the collision scene, which is made based on the surrounding collision occurrence information.

[0259] <Technical Thought 28> The information grasping unit further grasps surrounding collision occurrence information indicating whether or not a collision has occurred between a plurality of the other objects in the vicinity of the vehicle, The notification control unit is a control device described in any one of technical ideas 1 to 27, which issues a notification to the outside of the vehicle indicating whether or not it is possible to board the vehicle when a collision occurs between the other objects.

[0260] <Technical Thought 29> An automatic driving device configured to be able to communicate with the control device according to Technical Idea 27 or 28 and to perform the automatic driving of the vehicle, a collision recognition unit (74) that recognizes the occurrence of a collision between a plurality of other objects in the vicinity of the vehicle; An automatic driving device comprising: an action determination unit (63) that changes a response related to control of the automatic driving in accordance with a determination of whether the vehicle is able to leave the scene of the collision.

[0261] <Technical Thought 30> The automatic driving device described in Technical Idea 29, wherein the behavior judgment unit temporarily stops the vehicle when it is determined that the vehicle cannot leave the scene of the collision.

[0262] <Technical Thought 31> A driving control device configured to be able to communicate with the control device according to any one of Technical Ideas 1 to 28 and controlling the driving of the vehicle, The travel control device includes a movement limiting unit (40b) that limits movement of the vehicle in response to the collision after the collision occurs.

[0263] <Technical Thought 32> The travel control device according to Technical Idea 31, wherein the movement restriction unit restricts the speed of the vehicle when the severity of the collision exceeds a preset level.

[0264] <Technical Thought 33> The driving control device according to technical idea 31 or 32, wherein the movement restriction unit prohibits the vehicle from restarting when the vehicle is temporarily stopped after the occurrence of the collision until permission is obtained from the vehicle's occupants, permission from a remote management center (X1) that remotely manages the vehicle, and permission from a system (1) installed in the vehicle.

[0265] <Technical Thought 34> A control device that controls in-vehicle devices (21, 22, 23, 24, 25) in a vehicle (Am) that can be driven by automatic driving without a driver having to monitor the surroundings, an information grasping unit (81, 82) that grasps collision occurrence information indicating whether or not a collision has occurred between the vehicle and another object during the automatic driving and including information on the type of the collision, and vehicle control information indicating control of the vehicle in response to the collision; A control device comprising: a notification control unit (88) that, based on a decision to continue the automatic driving function made in a decision on whether to continue the automatic driving function based on predetermined conditions based on the type of collision, issues a notification to the driver encouraging a change of driving that is less urgent than when the automatic driving function is restricted.

[0266] According to this technical concept 34, even in the event of a collision, the driver can calmly take over driving due to the low-urgency notification.

[0267] <Technical Thought 35> A control device that controls on-board devices (21, 22, 23, 24, 25, 28) in a vehicle (Am) that can be driven by automatic driving without a driver having to monitor the surroundings, an information grasping unit (81, 82) that grasps collision occurrence information indicating whether or not a collision has occurred between the vehicle and another object during the automatic driving, and vehicle control information indicating control of the vehicle in response to the collision; a notification control unit (88) that, after the collision, issues a notification indicating guidance on how to handle the accident and a notification indicating the desired action to be taken by the vehicle occupants, in accordance with the collision occurrence information and the vehicle control information.

[0268] According to this technical idea 35, the crew can decide on subsequent actions while understanding the situation of the accident response, and can take more appropriate actions by referring to the notification that indicates the actions that the crew are required to take.

[0269] <Technical Thought 36> An automatic driving device that performs automatic driving of a vehicle, a collision recognition unit (74) that recognizes the occurrence of a collision between a plurality of other objects in the vicinity of the vehicle; An automatic driving device comprising: an action determination unit (63) that changes a response related to control of the automatic driving in accordance with a determination of whether the vehicle is able to leave the scene of the collision.

[0270] According to this technical concept 36, it is possible to provide appropriate control depending on whether it is possible to move away from the scene of the collision.

[0271] <Technical Thought 37> A driving control device that controls driving of a vehicle, an information acquisition unit (40a) that acquires collision occurrence information indicating whether or not a collision has occurred between the vehicle and another object during the automatic driving, and vehicle control information indicating control of the vehicle in response to the collision; The travel control device includes a movement limiting unit (40b) that limits movement of the vehicle in response to the collision after the collision occurs.

[0272] According to this technical concept 37, it is possible to suppress improper vehicle movement. [Explanation of symbols]

[0273] 21: meter display (in-vehicle device), 22: CID (in-vehicle device), 23: HUD (in-vehicle device), 24: audio device (in-vehicle device), 25: ambient light (in-vehicle device), 28: display device for vehicle exterior, 81: information acquisition unit (information grasping unit), 82: information linkage unit (information grasping unit), 88: notification control unit, 100: HCU (control unit), Am: host vehicle (vehicle)

Claims

1. A control device that controls in-vehicle devices (21, 22, 23, 24, 25, 28) in a vehicle (Am) that can be driven by automatic driving without a driver having to monitor its surroundings, an information grasping unit (81, 82) that grasps collision occurrence information indicating whether or not a collision has occurred between the vehicle and another object during the autonomous driving, and vehicle control information indicating a control state of the vehicle after control of the vehicle corresponding to the collision has been executed; A control device comprising: a notification control unit (88) that performs both a notification indicating the control status of the vehicle after executing control of the vehicle in response to the collision, and a notification from the system side requesting or warning the driver to take over driving.

2. 2. The control device according to claim 1, wherein the notification indicating the state of control of the vehicle after executing control of the vehicle in response to the collision includes a notification indicating that movement of the vehicle is restricted by brake operation and a notification indicating that hazard lights (45) of the vehicle are illuminated.

3. 2. The control device according to claim 1, wherein when the information grasping unit grasps that the autonomous driving function of the vehicle is restricted after the occurrence of the collision, the notification control unit issues a notification indicating that the autonomous driving function is restricted.

4. The information grasping unit grasps an operation to turn on an automatic driving function for an operation device (26) of the vehicle, The control device described in claim 1, wherein when it is determined that the autonomous driving function is restricted after the occurrence of the collision and an operation to turn on the autonomous driving function is determined, the notification control unit issues a notification indicating that the autonomous driving function is restricted.

5. 5. The control device according to claim 3, wherein the vehicle is configured such that the release of the restriction on the automatic driving function is prohibited until an initialization operation is performed by a vehicle manager.

6. 5. The control device according to claim 3, wherein the vehicle is configured such that the restriction on the automatic driving function is released when a start switch of the vehicle is turned off.

7. The control device according to claim 1 , wherein the notification control unit further issues a notification indicating a collision area of ​​the vehicle.

8. The control device according to claim 7 , wherein the notification control unit further issues a notification indicating a malfunction associated with the collision portion.

9. The control device according to claim 1 , wherein the notification control unit further issues a notification indicating a possibility of a fire in the vehicle.

10. The control device according to claim 1 , wherein the notification control unit further issues a notification indicating a position on a road where the vehicle is stopped.

11. The control device according to claim 10 , wherein the notification indicating the position on the road where the vehicle is stopped includes information on which lane the vehicle is stopped in on a multi-lane road.

12. The control device according to claim 1, further comprising a request processing unit (84) that requests the vehicle to make the door lock of the vehicle unable to be manually unlocked by the occupant when there is no need for the occupant of the vehicle to leave the vehicle in an emergency.

13. The information grasping unit grasps an emergency window opening operation performed on an operation device (26) of the vehicle, 2. The control device according to claim 1, further comprising a request processing unit (84) that requests the vehicle to fully open a side window of the vehicle when the execution of the emergency opening operation is detected.

14. The control device described in claim 1, wherein the notification control unit issues a notification to the driver requesting or warning the driver to take over driving, based on a decision to continue the autonomous driving function made in a decision on whether to continue the autonomous driving function based on predetermined conditions based on the type of collision, and encourages a change of driving with less urgency than when the autonomous driving function is restricted.

15. 15. The control device according to claim 14, wherein the predetermined condition based on the type of collision is a condition based on the severity of the collision and a failure state of a perimeter monitoring sensor (30) mounted on the vehicle.

16. The control device according to claim 14 , wherein the predetermined condition based on the type of collision is a condition based on the collision part of the vehicle and the other object.

17. The control device according to claim 1 , wherein the notification control unit performs notification such that the amount of information provided is changed depending on the state of the occupant at the time of the collision.

18. The notification control unit When the occupant is sleeping, the amount of information is increased compared to when the occupant is performing a second task, The control device according to claim 17, wherein when the occupant is performing a second task, the notification is performed so that the amount of information is greater than when the occupant is monitoring the surroundings.

19. The control device according to claim 18 , wherein the notification control unit issues a notification indicating the type of the other object when the occupant is not in a state of monitoring the surroundings.

20. The control device according to claim 1 , wherein the notification control unit issues a notification indicating a guide for dealing with the accident after the collision.

21. The control device according to claim 1 or 20, wherein the notification control unit issues a notification indicating a desired action to be taken by an occupant of the vehicle after the collision.

22. 2. The control device according to claim 1, wherein the notification control unit issues a notification to an exterior of the vehicle to guide the other object, which is a dynamic object, so that the vehicle can resume traveling after the collision, if the vehicle is able to continue traveling.

23. The control device according to claim 1, wherein the notification control unit issues a notification indicating the location of a transfer vehicle (X2) for occupants of the vehicle to transfer from the vehicle after the collision when the transfer vehicle arrives.

24. 24. The control device according to claim 23, wherein the transfer vehicle is arranged in response to the occupant operating an emergency call switch (29) provided in the vehicle.

25. 25. The control device according to claim 23 or 24, wherein the transfer vehicle is a vehicle selected from available vehicles around the collision point.

26. The control device described in claim 23, further comprising an information transfer unit (85) that transmits information about the vehicle to the transfer vehicle when the occupant transfers to the transfer vehicle and transfers the information to the transfer vehicle.

27. The information grasping unit further grasps surrounding collision occurrence information indicating whether or not a collision has occurred between a plurality of the other objects in the vicinity of the vehicle, The control device according to claim 1 , wherein the notification control unit changes the response to the notification in accordance with a determination as to whether the vehicle can move away from the collision site, which is determined based on the surrounding collision occurrence information.

28. The information grasping unit further grasps surrounding collision occurrence information indicating whether or not a collision has occurred between a plurality of the other objects in the vicinity of the vehicle, The control device according to claim 1 , wherein the notification control unit issues a notification to an exterior of the vehicle indicating whether or not it is possible to get into the vehicle when a collision between the other objects occurs.

29. An automatic driving device configured to be able to communicate with the control device according to claim 27 or 28 and to perform the automatic driving of the vehicle, a collision recognition unit (74) that recognizes the occurrence of a collision between a plurality of other objects in the vicinity of the vehicle; An automatic driving device comprising: an action determination unit (63) that changes the response regarding the control of the automatic driving depending on whether or not the vehicle is able to leave the scene of the collision.

30. The automatic driving device according to claim 29, wherein the behavior determination unit temporarily stops the vehicle when it is determined that the vehicle cannot leave the scene of the collision.

31. A travel control device configured to be able to communicate with the control device according to claim 1 and controlling travel of the vehicle, A driving control device including a movement limiting unit (40b) that limits the movement of the vehicle in response to the collision after the collision occurs.

32. The cruise control device according to claim 31 , wherein the movement restriction unit restricts the speed of the vehicle when the severity of the collision exceeds a preset level.

33. 33. The driving control device according to claim 31 or 32, wherein the movement restriction unit prohibits the vehicle from restarting when the vehicle is temporarily stopped after the collision occurs until permission is obtained from all of the following: an occupant of the vehicle; a remote management center (X1) that remotely manages the vehicle; and a system (1) installed in the vehicle.

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