Autonomous driving system

Abstract

To provide an automatic driving system that can perform notification of an instruction corresponding to an occupant state when an abnormality occurs.SOLUTION: In an automatic driving system 1, an acquisition unit 44 acquires at least one of an experience value and a fatigue level of an occupant of an automatic driving vehicle (vehicle 10). When an abnormality occurs in the automatic driving vehicle under automatic driving, a notification unit 28 notifies the occupant of a stop instruction in the case where a first condition that the experience value acquired by the acquisition unit 44 indicates inexperience is satisfied or a second condition that the fatigue level acquired by the acquisition unit 44 indicates that the vehicle is in a fatigued state is satisfied, and otherwise notifies the occupant of an evacuation driving instruction.SELECTED DRAWING: Figure 1

Description

Technical Field

[0005]

[0001] The present invention relates to an automatic driving system.

Background Art

[0002] In recent years, the development of automatic driving technology has been progressing. Patent Document 1 discloses a driving support device that sets a plurality of notification timings for notifying a switch from an automatic driving mode to a manual driving mode assuming various states of a driver. If a driver who is drowsy is notified at a notification timing with a long early start time, the driver will have a time margin to prepare for manual driving and can shift to driving behavior more safely.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a MaaS (Mobility as a Service) automatic driving vehicle, when an abnormality occurs in the vehicle during automatic driving, a safety driver who is on board drives manually and waits for instructions from an operation manager. The operation manager determines a evacuation location and evacuation conditions for the vehicle according to the abnormal state of the vehicle, the current position, etc. When the evacuation driving instruction from the operation manager is notified to the safety driver, the safety driver follows the instruction and drives the vehicle to the evacuation location by manual driving. In a vehicle in which an abnormality has occurred, the driving operation may be more difficult than that of a normal vehicle. Therefore, depending on the experience and fatigue level of the safety driver, it may be difficult to appropriately drive the vehicle.

[0005] An object of the present invention is to provide an automatic driving system that can notify an instruction according to the state of a passenger when an abnormality occurs. [Means for solving the problem]

[0006] To solve the above problems, an autonomous driving system according to one aspect of the present invention provides an automated driving system that considers the experience and fatigue of the occupants riding in the autonomous vehicle. degree The system includes an acquisition unit that acquires data, and a notification unit that, when an abnormality occurs in the autonomous vehicle during autonomous driving, notifies the occupant of a stop command if the experience value acquired by the acquisition unit satisfies a first condition indicating insufficient experience, or if the fatigue level acquired by the acquisition unit satisfies a second condition indicating a fatigued state, and notifies the occupant of an evasive driving command otherwise. The second condition is that the fatigue level obtained by the acquisition unit is equal to or greater than the fatigue level threshold, and the fatigue level threshold is set higher the higher the experience value obtained by the acquisition unit. [Effects of the Invention]

[0007] According to the present invention, an automated driving system can be provided that can notify the occupants of instructions according to their condition when an abnormality occurs. [Brief explanation of the drawing]

[0008] [Figure 1] This is a diagram showing the configuration of the autonomous driving system according to the embodiment. [Figure 2] Figure 1 is a flowchart showing the notification process of the autonomous driving system. [Modes for carrying out the invention]

[0009] Figure 1 shows the configuration of an autonomous driving system 1 according to an embodiment. The autonomous driving system 1 provides, for example, a passenger transport service. The autonomous driving system 1 comprises a vehicle 10, a traffic management device 12, and a traffic management terminal 14. The autonomous driving system 1 may comprise multiple vehicles 10, but Figure 1 shows one of the multiple vehicles 10.

[0010] Vehicle 10 is a vehicle capable of transporting passengers, such as a bus or a taxi. The following example describes vehicle 10 as a bus. Vehicle 10 is an autonomous vehicle capable of autonomous driving. Vehicle 10 can also be called a MaaS autonomous vehicle. Vehicle 10 can be switched to manual driving mode. A safety driver 100 is on board vehicle 10. The safety driver 100 does not operate vehicle 10 when vehicle 10 is operating autonomously, but is responsible for ensuring safety by manually operating vehicle 10 if an abnormality occurs and vehicle 10 is unable to operate autonomously. The safety driver 100 also handles passenger inquiries and other related tasks.

[0011] Vehicle 10 is equipped with an on-board device 20. The on-board device 20 connects to a network (not shown) via wireless communication through a wireless base station or wireless access point. The wireless communication standard is not particularly limited.

[0012] A traffic management device 12 is connected to the network, and the traffic management device 12 communicates with the in-vehicle device 20 via the network. The traffic management device 12 is, for example, a server, installed in the traffic management center, and manages the operation of the vehicle 10.

[0013] The network also connects to the operation management terminal 14, which communicates with the operation management device 12 via the network. The operation management terminal 14 obtains various information necessary for operation management, such as the current location of the vehicle 10, from the operation management device 12 and presents the obtained information to the operation manager 102. The operation management terminal 14 receives various operation-related instructions entered by the operation manager 102 and outputs the received instructions to the operation management device 12.

[0014] As previously described, if a malfunction occurs in vehicle 10, the safety driver 100 will manually drive vehicle 10 while waiting for instructions from the operations manager 102. The operations manager 102 will determine the evacuation location and evacuation driving conditions for vehicle 10, depending on the malfunction state of vehicle 10, its current location, and whether or not there are passengers. The evacuation location is a place where the vehicle can stop safely. If vehicle 10 is able to continue driving, and there are passengers on vehicle 10, the evacuation location will be the next bus stop, etc. If there are no passengers on vehicle 10, the evacuation location will be a designated depot or repair shop garage, etc. The evacuation driving conditions include conditions such as vehicle speed and flashing of hazard lights. When instructions from the operations manager 102 are notified to the safety driver 100 via the on-board device 20, the safety driver 100 will drive vehicle 10 to the evacuation location in accordance with those instructions.

[0015] In vehicle 10 experiencing a malfunction, the steering may be heavy and the brakes may be less effective, potentially making driving more difficult than under normal conditions. Furthermore, the evacuation location and conditions may change depending on the malfunction and surrounding environment, potentially requiring complex driving maneuvers. Therefore, depending on the experience and fatigue level of the safety driver 100, it may not be easy to operate vehicle 10 appropriately. In this case, the safety driver 100 may experience anxiety and burden.

[0016] In this embodiment, if an abnormality occurs in the vehicle 10, the operation management device 12 acquires the experience level and fatigue level of the safety driver 100 who is riding in the vehicle 10. The experience level relates to experience riding in the vehicle 10, etc. If the experience level satisfies a first condition indicating insufficient experience, or if the fatigue level satisfies a second condition indicating fatigue, the operation management device 12 notifies the safety driver 100 of a stop command via the on-board device 20.

[0017] Upon receiving a parking instruction, the safety driver 100 can promptly stop the vehicle 10 manually at a safe position without waiting for an evacuation driving instruction from the operation manager 102, minimizing complex driving operations. Therefore, it is possible to reduce the uneasiness and burden of the safety driver 100 who lacks experience or is in a fatigued state. Also, safety can be further enhanced.

[0018] FIG. 1 also shows the functional blocks of the in-vehicle device 20 and the operation management device 12. The in-vehicle device 20 includes a communication unit 22, a passenger information acquisition unit 24, a vehicle information acquisition unit 26, and a notification unit 28.

[0019] The operation management device 12 includes a communication unit 40, an abnormality detection unit 42, an acquisition unit 44, a determination unit 46, an operation management unit 48, a storage unit 50, and a database management unit 52. The acquisition unit 44 has an experience value identification unit 60 and a fatigue degree identification unit 62.

[0020] The configurations of the operation management device 12 and the in-vehicle device 20 can be realized hardware-wise by a CPU, a memory, and other LSIs of an arbitrary computer, and software-wise by a program loaded into the memory or the like. Here, functional blocks realized by their cooperation are depicted. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by only hardware, only software, or combinations thereof.

[0021] In the in-vehicle device 20, an automatic driving control unit (not shown) switches the driving state of the vehicle 10 between automatic driving and manual driving. Automatic driving is a driving state in which the vehicle 10 is automatically driven toward a preset destination without the safety driver 100 performing driving operations. Manual driving is a driving state in which the vehicle 10 is driven mainly based on the driving operations of the safety driver 100.

[0022] During automatic driving, the automatic driving control unit controls a drive motor, a braking device, a steering device, etc. (not shown) based on the position information of the vehicle 10, and automatically drives the vehicle 10 along a predetermined planned travel route. When there is no obstacle in the traveling direction based on the information of obstacles around the vehicle 10 detected by an external sensor (not shown), the automatic driving control unit moves the vehicle 10. For such control, known automatic driving technologies can be used.

[0023] When the safety driver 100 gets on the vehicle 10 and starts the operation, etc., the passenger information acquisition unit 24 accepts the input of the employee ID of the safety driver 100, and based on the received employee ID, acquires a passenger ID for identifying the safety driver 100. The passenger information acquisition unit 24 may acquire the passenger ID using a known authentication technology such as face authentication or fingerprint authentication. The passenger information acquisition unit 24 supplies the acquired passenger ID to the communication unit 22. The communication unit 22 transmits the acquired passenger ID to the operation management device 12.

[0024] The vehicle information acquisition unit 26 periodically acquires information about the vehicle 10 and supplies the acquired vehicle information to the communication unit 22. The vehicle information includes, for example, the travel distance and travel time of the vehicle 10 from when the safety driver 100 starts the operation until now, the current position information of the vehicle 10, the presence or absence of passengers, etc. As will be described later, the travel distance and travel time are used to update a database for specifying the experience value of this safety driver 100. When an abnormality related to automatic driving occurs in the vehicle 10, the vehicle information also includes information about the abnormality of the vehicle 10. The information about the abnormality includes information such as the function with an abnormality, the part that has failed, and the remaining amount of the driving battery being close to zero.

[0025] The communication unit 22 periodically transmits the vehicle information acquired by the vehicle information acquisition unit 26 to the operation management device 12.

[0026] In the operation management device 12, the communication unit 40 receives the crew ID and vehicle information from the in-vehicle device 20, outputs the received crew ID and vehicle information to the database management unit 52 and the acquisition unit 44, and outputs the vehicle information to the abnormality detection unit 42.

[0027] The database management unit 52 stores information regarding the safety driver's 100's riding experience in the storage unit 50, associating it with the occupant ID, based on the supplied occupant ID and vehicle information. This riding experience can also be called operational experience or driving experience. The database management unit 52 periodically updates the information regarding riding experience.

[0028] The memory unit 50 stores information about the riding experience associated with each of the passenger IDs of multiple safety drivers 100 as a database.

[0029] Information regarding the driving experience of the safety driver 100 includes, for example, the total time spent driving the vehicle 10, the total distance traveled by the vehicle 10, the status of participation in work training, the number of times driven for each driving route, the number of times driven for each driving environment, the number of times driven for each time of day, and the number of times responses were made for each type of abnormality. The driving environment includes, for example, weather, road gradient, and road surface condition, and the database management unit 52 can obtain driving environment information from a server (not shown) via the internet based on the location information of the vehicle 10.

[0030] The abnormality detection unit 42 detects an abnormality in vehicle 10 based on information regarding the abnormality of vehicle 10 included in the vehicle information. When the abnormality detection unit 42 detects an abnormality, it supplies information indicating the occurrence of the abnormality and information regarding the abnormality to the determination unit 46 and the operation management unit 48, and supplies information indicating the occurrence of the abnormality to the acquisition unit 44.

[0031] If an abnormality is detected by the abnormality detection unit 42, the acquisition unit 44 acquires the experience points and fatigue level of the safety driver 100. Experience points are, for example, higher the more experience the driver has. Fatigue level is, for example, expressed as a numerical value, with a higher value indicating greater fatigue.

[0032] Specifically, the experience point identification unit 60 obtains experience information corresponding to the crew ID from the memory unit 50 and identifies the experience points based on the obtained experience information.

[0033] The experience value identification unit 60 determines the experience value based on at least one of the following: cumulative riding time in vehicle 10, status of participation in work training, riding experience on the current driving route, riding experience in the current driving environment, riding experience during the current driving time period, and experience in responding to abnormalities that have occurred. This makes it possible to obtain an appropriate experience value according to the riding experience of the safety driver 100.

[0034] The experience point identification unit 60 sets the first experience point higher the longer the cumulative riding time in the vehicle 10. The experience point identification unit 60 sets the first experience point higher the longer the cumulative mileage traveled. The experience point identification unit 60 sets the second experience point higher the more work training sessions attended.

[0035] The experience point identification unit 60 sets the third experience point higher the more times the vehicle has been driven on the current driving route. The experience point identification unit 60 also sets the fourth experience point higher the more times the vehicle has been driven in the current driving environment.

[0036] The experience point identification unit 60 sets the fifth experience point higher the more rides have been taken during the current travel time. The experience point identification unit 60 also sets the sixth experience point higher the more times anomalies have been dealt with.

[0037] The experience value identification unit 60 assigns predetermined weights to at least two of the first to sixth experience values, and identifies the sum of the weighted experience values ​​as the experience value of the safety driver 100. The weights can be determined as appropriate through experimentation or simulation.

[0038] The experience value identification unit 60 may identify at least one of the first to sixth experience values ​​as the experience value of the safety driver 100. In other words, the experience value of the safety driver 100 may include one or more experience values.

[0039] The experience value identification unit 60 supplies the experience value of the identified safety driver 100 to the determination unit 46.

[0040] The fatigue level determination unit 62 determines the fatigue level based on, for example, at least one of the following: the continuous time the safety driver 100 has been in the vehicle 10 from the start of duty to the present, the current weather, whether or not there are any events taking place in the vicinity, the traffic congestion status of the roads, and the level of assistance provided to the passengers in the vehicle 10. The fatigue level determination unit 62 can obtain the current weather, whether or not there are any events taking place in the vicinity, and the traffic congestion status of the roads from a server that is not shown via the Internet. This makes it possible to obtain an appropriate fatigue level according to the safety driver 100's duty conditions.

[0041] If a passenger is in a wheelchair or has a stroller, the safety driver 100 will deploy a ramp (not shown) on the vehicle 10 to assist the passenger in getting on and off. When the fatigue level identification unit 62 detects that the ramp has been deployed, it may determine that the safety driver 100 has assisted the passenger. In addition, if a passenger is in a wheelchair, for example, the passenger may input that they need assistance into the vehicle 10's passenger reservation system. In this case, the fatigue level identification unit 62 may determine the number of times the safety driver 100 has assisted the passenger based on the information entered into the passenger reservation system.

[0042] The fatigue level identification unit 62 sets the first fatigue level higher the longer the continuous riding time on the vehicle 10 from the start of the shift to the present.

[0043] The fatigue level determination unit 62 sets the second fatigue level higher when the current weather around the vehicle 10's current location is severe compared to when the weather is fine. For example, the second fatigue level is higher when it is raining than when it is sunny. The second fatigue level may be higher when it is snowing than when it is raining. The second fatigue level may be higher when the current temperature is outside a predetermined temperature range than when it is within a predetermined temperature range.

[0044] The fatigue level determination unit 62 sets the third fatigue level higher than when no event is taking place if an event is taking place around the vehicle 10's current location.

[0045] The fatigue level identification unit 62 sets the fourth fatigue level higher the higher the degree of traffic congestion on the roads around the vehicle 10's current location.

[0046] The fatigue level identification unit 62 sets the fifth fatigue level higher the more times the safety driver 100 has assisted passengers in the vehicle 10 since the start of duty.

[0047] The fatigue level identification unit 62 assigns predetermined weights to at least two of the first to fifth fatigue levels, and identifies the sum of the weighted fatigue levels as the fatigue level of the safety driver 100. The weights can be determined as appropriate through experimentation or simulation.

[0048] The fatigue level identification unit 62 may identify at least one of the first to fifth fatigue levels as the fatigue level of the safety driver 100. In other words, the fatigue level of the safety driver 100 may include fatigue levels of 1 or more.

[0049] The fatigue level identification unit 62 supplies the identified fatigue level of the safety driver 100 to the determination unit 46.

[0050] The determination unit 46 determines, based on the information regarding the abnormality, whether the abnormality is one that allows the vehicle 10 to continue running, and outputs the determination result to the operation management unit 48. For example, if the remaining charge of the driving battery is almost zero due to the occurrence of the abnormality, the determination unit 46 determines that the abnormality makes it impossible for the vehicle 10 to continue running.

[0051] If the abnormality allows for continued operation, the determination unit 46 determines whether the experience value acquired by the acquisition unit 44 meets the first condition indicating insufficient experience, and outputs the determination result to the operation management unit 48.

[0052] If the empirical value is the sum of multiple weighted empirical values, the first condition is that the empirical value is less than or equal to the empirical value threshold. The empirical value threshold can be appropriately determined by experiment or simulation.

[0053] If an experience point set includes one or more unweighted experience points from the first to the sixth, the first condition is that at least one of the experience points from the first to the sixth included in the experience point set is less than or equal to the experience point threshold. The experience point thresholds for each of the first to sixth experience points may be different.

[0054] If the abnormality is such that driving can continue, the determination unit 46 determines whether the fatigue level obtained by the acquisition unit 44 satisfies the second condition indicating a fatigued state, and outputs the determination result to the operation management unit 48.

[0055] If the fatigue level is the sum of multiple weighted fatigue levels, the second condition is that the fatigue level is equal to or greater than the fatigue threshold. The fatigue threshold can be determined appropriately through experimentation or simulation.

[0056] If the fatigue level includes one or more of the unweighted fatigue levels 1 through 5, the second condition is that at least one of the fatigue levels 1 through 5 is above the fatigue threshold. The fatigue thresholds for each of the fatigue levels 1 through 5 may be different.

[0057] Based on the determination result from the judgment unit 46, the operation management unit 48 outputs a stop instruction to the communication unit 40 and outputs to the operation management terminal 14 that a stop instruction has been issued if there is an abnormality that makes it impossible to continue driving, or if the first or second condition is met.

[0058] The operation management terminal 14 informs the operations manager 102 that an abnormality has occurred in vehicle 10 and that a stop instruction has been issued. Based on the information provided, the operations manager 102 recognizes that vehicle 10 will not move to the side and dispatches a support vehicle to the vicinity of vehicle 10's current location. For example, the support vehicle may be a vehicle capable of transporting passengers if there are passengers, or a towing vehicle if there are no passengers.

[0059] If the operation management unit 48 detects an abnormality that allows the vehicle to continue driving, and if the first condition is not met and the second condition is also not met, it outputs a manual driving instruction to the communication unit 40 and outputs to the operation management terminal 14 that a manual driving instruction has been issued.

[0060] The operation management terminal 14 informs the operation manager 102 that an abnormality has occurred in vehicle 10 and that a manual driving instruction has been issued. Based on the information provided, the operation manager 102 recognizes that vehicle 10 needs to be moved to an escape route, and determines the escape location and escape conditions based on information regarding the abnormality of vehicle 10, its current location, and whether or not there are passengers, and inputs the determined escape location and escape conditions into the operation management terminal 14. The operation management terminal 14 accepts the input and outputs the accepted escape location and escape conditions to the operation management unit 48. The operation management unit 48 outputs an escape instruction, including the supplied escape location and escape conditions, to the communication unit 40.

[0061] As soon as a stop instruction or manual driving instruction is supplied, the communication unit 40 transmits the stop instruction or manual driving instruction to the on-board device 20. After transmitting the manual driving instruction, as soon as a swerve instruction is supplied, the communication unit 40 transmits the swerve instruction to the on-board device 20.

[0062] In the in-vehicle device 20, the communication unit 22 receives instructions sent to it from the operation management device 12 and outputs the received instructions to the notification unit 28.

[0063] When the notification unit 28 receives an instruction, it notifies the safety driver 100 of the instruction content using at least one of screen display and / or audio. In addition to notifying the instruction content, the notification unit 28 may also notify the driver that there is an instruction using at least one of a buzzer sound, light, or vibration.

[0064] When the notification unit 28 receives a stop command, it notifies the safety driver 100 of a stop command, for example, "Please stop immediately in a safe place using manual driving." Upon receiving the stop command, the safety driver 100 quickly stops the vehicle 10 in a safe location by using manual driving. This can reduce anxiety and burden for the safety driver 100, especially if they are inexperienced or fatigued.

[0065] When the notification unit 28 receives a manual driving instruction, it notifies the safety driver 100 of the manual driving instruction, for example, "Please wait for the evacuation instruction while driving manually." The safety driver 100, upon receiving the manual driving instruction, waits for the next instruction while driving manually.

[0066] When the notification unit 28 receives an evacuation instruction, it notifies the safety driver 100 of the evacuation instruction, including the evacuation location and evacuation conditions. Upon receiving the evacuation instruction, the safety driver 100 moves the vehicle 10 toward the evacuation location by manually driving according to the evacuation conditions and stops it there. As a result, a safety driver 100 who is not inexperienced and not fatigued can move the vehicle 10 appropriately to the evacuation location.

[0067] As described above, when an abnormality occurs in the vehicle 10 during autonomous driving that does not require continued driving, the notification unit 28 notifies the safety driver 100 of a stop command if the experience points acquired by the acquisition unit 44 meet the first condition or the fatigue level acquired by the acquisition unit 44 meets the second condition; otherwise, it notifies the safety driver 100 of an evasive driving command provided by the operations manager 102. When an abnormality occurs in the vehicle 10 during autonomous driving that makes it impossible to continue driving, the notification unit 28 notifies the safety driver 100 of a stop command.

[0068] Next, the overall operation of the autonomous driving system 1 with the above configuration will be explained. Figure 2 is a flowchart illustrating the notification process of the autonomous driving system 1 in Figure 1. The process in Figure 2 starts when the vehicle 10 begins autonomous driving.

[0069] If no abnormality occurs in vehicle 10 during autonomous driving (N in S10), the process returns to S10. If an abnormality occurs in vehicle 10 during autonomous driving (Y in S10), the acquisition unit 44 acquires the experience points and fatigue level of the safety driver 100 (S12). If the abnormality is not such that driving can be continued (N in S14), the notification unit 28 notifies the safety driver 100 of a stop command (S16) and terminates the process.

[0070] If the abnormality allows for continued driving (Y in S14), and the experience level of the safety driver 100 is not high (N in S18), the process proceeds to S16. If the experience level of the safety driver 100 is high (Y in S18), and the fatigue level of the safety driver 100 is not low (N in S20), the process proceeds to S16. If the fatigue level of the safety driver 100 is low (Y in S20), the operation management unit 48 receives an evacuation driving instruction from the operation manager 102 via the operation management terminal 14, and the notification unit 28 notifies the safety driver 100 of the evacuation driving instruction (S24), and the process ends.

[0071] According to this embodiment, when an abnormality occurs in the vehicle 10 during autonomous driving, instructions can be effectively notified to the safety driver 100 according to their state. Furthermore, instructions can be notified depending on whether the abnormality allows the vehicle 10 to continue driving.

[0072] The present invention has been described above based on embodiments. The embodiments are merely illustrative, and it will be understood by those skilled in the art that various modifications are possible in combinations of each component and each processing process, and that such modifications also fall within the scope of the present invention.

[0073] For example, the determination unit 34 may set a higher fatigue threshold the higher the experience points acquired by the acquisition unit 44. A safety driver 100 with relatively high experience points may find manual driving easier and feel less anxiety and burden compared to a safety driver 100 with relatively low experience points, even if their fatigue level is somewhat high. In this modified example, an appropriate fatigue threshold can be set according to the experience of the safety driver 100.

[0074] Furthermore, in this embodiment, the experience points and fatigue level of the safety driver 100 are acquired, and based on this information, it is decided whether to notify a stop command or an evasive driving command. However, either the experience points or the fatigue level may be acquired. In the configuration in which experience points are acquired, when an abnormality occurs in the vehicle 10 during autonomous driving that allows it to continue driving, the notification unit 28 notifies the safety driver 100 of a stop command if the acquired experience points satisfy the first condition, and notifies the safety driver 100 of an evasive driving command if the experience points do not satisfy the first condition. In the configuration in which fatigue levels are acquired, when an abnormality occurs in the vehicle 10 during autonomous driving that allows it to continue driving, the notification unit 28 notifies the safety driver 100 of a stop command if the acquired fatigue level satisfies the second condition, and notifies the safety driver 100 of an evasive driving command if the fatigue level does not satisfy the second condition. In this modified example, the configuration and processing of the autonomous driving system 1 can be simplified.

[0075] Furthermore, the communication unit 40 of the operation management device 12 may periodically transmit the contents of the database in the storage unit 50 to the in-vehicle device 20, and the database may be stored in a storage unit (not shown) of the in-vehicle device 20. In this case, the in-vehicle device 20 may have the functions of an acquisition unit 44, an anomaly detection unit 42, and a determination unit 46. That is, the in-vehicle device 20 may acquire experience points and fatigue levels, and when an anomaly occurs in the vehicle 10, it may determine whether the first condition or the second condition is met. This modified example improves the degree of freedom in the configuration of the automated driving system 1. [Explanation of Symbols]

[0076] 1...Automated driving system, 10...Vehicle, 12...Operation management device, 14...Operation management terminal, 20...In-vehicle device, 22...Communication unit, 24...Crew information acquisition unit, 26...Vehicle information acquisition unit, 28...Notification unit, 40...Communication unit, 42...Anomaly detection unit, 44...Acquisition unit, 46...Determination unit, 48...Operation management unit, 50...Storage unit, 52...Database management unit, 60...Experience value identification unit, 62...Fatigue level identification unit.

Claims

1. An acquisition unit that acquires the experience points and fatigue level of the occupants riding in an autonomous vehicle, If an abnormality occurs in the autonomous vehicle during autonomous driving, the notification unit notifies the occupant of a stop command if the experience value acquired by the acquisition unit satisfies a first condition indicating insufficient experience, or if the fatigue level acquired by the acquisition unit satisfies a second condition indicating fatigue; otherwise, it notifies the occupant of an evasive driving command. Equipped with, The second condition is that the fatigue level obtained by the acquisition unit is equal to or greater than the fatigue level threshold. The fatigue threshold is set higher the higher the experience points acquired by the acquisition unit. An autonomous driving system characterized by the following features.

2. The aforementioned notification unit, If an abnormality occurs in the autonomous vehicle that would prevent it from continuing to drive, the occupants will be instructed to stop if either the first or second condition is met, otherwise they will be instructed to move to an escape route. If an abnormality occurs in the aforementioned autonomous vehicle that makes it impossible to continue driving, the system will notify the occupants to stop. The automated driving system according to feature 1.

3. The experience value is determined based on at least one of the following: cumulative riding time in the autonomous vehicle, riding experience on the current route, riding experience in the current driving environment, riding experience during the current driving time period, and experience in responding to abnormalities that occur. The automated driving system according to feature 1.

4. The level of fatigue is determined based on at least one of the following: the continuous riding time in the autonomous vehicle to date, weather conditions, whether or not there are events taking place in the surrounding area, road congestion conditions, and the level of assistance provided to the passengers in the autonomous vehicle. The automated driving system according to feature 1.

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