JP2019172180A - Automatic drive information transmission method - Google Patents

Abstract

In a vehicle equipped with an automatic driving function, a backup information transmitting function is secured when a failure such as a failure occurs in an information transmitting function between the vehicle and a driver, and a manual driving mode is provided at an appropriate timing. Switch to other methods to ensure safety. When a failure of a display system or a control system of an in-vehicle system related to an automatic driving function is detected, a handover request message is transmitted to a backup display or a portable terminal at an earlier timing than usual. Output. After the message is output, the presence or absence of a manual driving operation by the driver is monitored, and when the manual driving operation is detected, the mode is shifted to the manual driving mode using a function (override) which gives priority to the manual driving operation. If the display fails, switch to another display. If a failure in the control system is detected, another control system takes over the control. When the cloud server outside the vehicle detects the vehicle failure, it notifies the portable terminal or the like. [Selection diagram] FIG.

Description

  The present invention relates to an automatic driving information transmission method, and more particularly to a technique for safety measures in the event of a failure.

  In the automobile manufacturing industry, technology development for automating part of driving operations and automatic driving technology development in which almost all driving operations are automatically performed by a system including a computer instead of a passenger (for example, patents) are underway. Literature 1, Patent Literature 2).

  The driving support system of Patent Document 1 shows a technique that enables a driver to quickly grasp the surrounding traffic situation when automatic driving is canceled. Specifically, when a notice of switching from automatic driving to manual driving or from automatic driving to manual driving is received, the display in the meter cluster displays the vehicle speed of the vehicle, the rear image, and the front It shows that an image representing the road shape, an image representing the arrangement of other vehicles in the vicinity, and an image representing the distance to the preceding vehicle and the situation around the preceding vehicle are displayed.

  Moreover, the information presentation system of patent document 2 has shown the technique for showing the recognition information of an automatic driving system to a passenger | crew based on a passenger | crew's instruction | indication. Specifically, the display mode of the display unit is switched based on the display switching instruction of the occupant. In addition, there are a display mode for displaying setting information for automatic driving, a display mode for displaying driving information during operation of the automatic driving system, and a display mode for displaying recognition result information of the automatic driving system.

JP 2016-182906 A JP 2017-26417 A

  By the way, when a vehicle equipped with an automatic driving system is traveling in an automatic driving, there may be a situation where the system cannot sufficiently cope. Therefore, in such a situation, for example, it is necessary to switch from the automatic driving mode to the manual driving mode (handover from the system to the driver: handover) and to continue driving the vehicle based on the driver's judgment and driving operation. It is assumed that the vehicle is automatically stopped. In some cases, an automatic operation mode that does not require driver assistance at all is switched to an automatic operation mode that requires driver assistance.

  Here, in order to smoothly implement the handover from the automatic operation mode to the manual operation mode, the system alerts the driver before the handover actually occurs, and the driver prepares for the handover. You need to be encouraged to keep

  However, various situations to be handed over as predicted by the system in the vehicle may actually lead to such situations, or may not actually occur only due to the possibility. In other words, after the system predicts the possibility of the situation where the automatic operation mode cannot be continued, the situation where the handover is actually required and the case where the handover request is not actually generated from the system, the automatic operation is continued as it is. May continue.

  As described above, even when the vehicle is traveling in the automatic driving mode, the driver anticipates the possibility of a request for switching to the manual driving mode or the automatic driving mode that requires the assistance of the driver. It is necessary to be prepared in advance to some extent so that smooth handover can be performed at any time.

  On the other hand, when the driver's thoughts and predictions differ from the content of the automatic driving, there is a possibility that a so-called automation surprise that the driver feels surprised about the automatic driving control may occur. That is, an automation surprise occurs due to the difference between the driver's prediction and the automatic driving response, and as a result, the driver becomes distrustful of the automatic driving. For example, if another vehicle changes course and cuts ahead of the host vehicle, the driver of the host vehicle expects that the automatic driving of the host vehicle will decelerate. There is a possibility of selecting a lane change instead. In this case, the driver suddenly performs a steering operation (manual steering), and the driver may have a distrust of automatic driving.

  Therefore, it is important to prevent the occurrence of the above-mentioned automation surprises so that the driver can safely drive to the system in the automatic driving mode. To that end, it is important that the system is operating properly. The driver needs to be able to grasp at all times. It is also necessary to inform the driver in advance of the possibility of handover so that a handover request does not occur suddenly.

  Therefore, for example, as in Patent Document 2, it is assumed that a display mode for displaying recognition result information of the automatic driving system is provided. However, for example, in a situation where there are many other vehicles around the host vehicle running in the automatic driving mode, all other vehicles recognized by the system are displayed, Displaying detailed information is troublesome for the driver. That is, despite the automatic driving mode, the driver needs to be aware of whether the surrounding conditions are monitored and safety is ensured for each of a large number of objects displayed on the screen. For this reason, the driver feels bothered in spite of being in the automatic driving mode, and the comfort of the automatic driving is impaired.

  Therefore, in vehicles equipped with an automatic driving system, information on the vehicle itself, information on the situation around the vehicle, information on handover requests, for safety measures or to make the driver feel secure and comfortable. It is very important to present such information to the driver. However, when a failure occurs on the vehicle, there is a possibility that information cannot be transmitted from the vehicle side to the driver as described below.

  The information transmission as described above is assumed to be performed using, for example, an automotive HMI (Human Machine Interface) system. In addition, in such a system, there is a high possibility that all functions are integrated on, for example, a one-chip integrated circuit. Therefore, for example, when a failure of one integrated circuit, disconnection of a connection cable, a failure of a display, etc., various information transmission functions may not function at the same time. As a result, for example, there is a situation where it is impossible to perform a handover from the automatic operation mode to the manual operation mode.

  As described above, in the automatic operation mode, it is necessary to smoothly perform the handover to the manual operation mode. Therefore, before the actual handover occurs based on predictions such as road conditions, the system alerts the driver, for example, “1 minute until the end of automatic driving”, and the driver prepares for the handover. It is important to encourage them to leave. However, when a failure or some kind of malfunction occurs in the system, it is difficult to predict at what timing an actually problematic vehicle abnormality occurs. Further, even if the system notifies the driver of the occurrence of a failure, it is difficult for the driver to correctly understand how much the failure affects automatic driving.

  Even if the system notifies the driver in advance of a handover request, it is not always possible for the driver to perform manual driving at the scheduled handover time. If it is only managed, it will be difficult to ensure driving safety.

  The present invention has been made in view of the above-described circumstances, and the object of the present invention is when a failure such as a failure occurs in an information transmission function between a vehicle and a driver in a vehicle equipped with an automatic driving function. To provide an information transmission method at the time of automatic operation that can secure a backup information transmission function and can ensure safety by performing a handover to a manual operation mode at an appropriate timing. It is in.

In order to achieve the above-mentioned object, the information transmission method during automatic driving according to the present invention is characterized by the following (1) to (5).
(1) An automatic driving information transmission method for presenting information to the driver in an automatic driving vehicle having two or more states in which the degree of involvement in driving control by the driver is different as a driving state,
The traveling state includes a first state in which the driving control is automatically executed, and a second state in which the degree of involvement by the driver is greater than that in the first state.
When there are a plurality of information output units capable of presenting information to the driver,
Monitoring the presence or absence of a failure with respect to each of the plurality of information output units,
When a failure is detected in the automatic driving information output unit that outputs at least information related to switching between the first state and the second state among the plurality of information output units, an output route of the information And switching the timing for outputting the information to be earlier than when there is no failure,
An information transmission method during automatic driving characterized by the above.

(2) After outputting information related to switching from the first state to the second state using any of the plurality of information output units,
Monitor at least the presence of driving by the driver,
Maintaining the first state in a state without driving operation by the driver,
Transition to the second state after detecting a state with a driving operation by the driver,
The information transmission method at the time of automatic driving as described in the above item (1).

(3) When the plurality of information output units include a plurality of display units,
When detecting a failure of any of the plurality of display units,
Utilizing the remaining display units in which no failure has occurred among the plurality of display units, the information is output.
The information transmission method during automatic driving as described in (1) or (2) above.

(4) When the plurality of information output units include a first control unit and a second control unit,
When the first control unit detects a failure of the second control unit,
The first control unit performs control equivalent to that instead of the second control unit, and outputs the information.
The information transmission method during automatic driving as described in (1) or (2) above.

(5) An external device installed outside the autonomous driving vehicle monitors the presence or absence of a failure in the autonomous driving vehicle based on information acquired from the autonomous driving vehicle by communication;
When the external device detects a failure of the autonomous driving vehicle, the external device has a failure in a predetermined wireless terminal existing in the vicinity of the driver or in the plurality of information output units. Output the information by using no information output unit,
The information transmission method during automatic driving as described in (1) or (2) above.

  According to the automatic driving information transmission method having the configuration (1) above, when a failure occurs in the automatic driving information output unit, information such as a handover request for switching from the first state to the second state is normally displayed. It is output at an earlier timing. Therefore, before the failure greatly affects the automatic driving function, the driver can be urged to switch to manual driving, and safety can be easily ensured. In addition, when a failure has not occurred, information can be output at an appropriate timing according to a predetermined algorithm, for example, so that handover can be performed as needed without impairing the comfort of automatic driving.

  According to the automatic driving time information transmission method of the above configuration (2), for example, even when the scheduled time for handover from the first state to the second state is reached, until the driver actually performs the driving operation. Since the first state is maintained, it is easy to ensure safety. In other words, even if the system outputs a handover request, the driver may not be able to respond immediately. Therefore, if automatic driving is stopped in such a case, there is a high possibility that ensuring safety will be difficult. That is, even if it is difficult to continue the automatic driving, it is safer to continue the automatic driving until the driver is overridden, rather than stopping the automatic driving in a situation where the driver cannot perform the manual driving.

  According to the information transmission method at the time of automatic operation of the configuration of (3) above, even if a failure occurs in any of the plurality of display units, the remaining display unit in which no failure has occurred is used. For example, important information such as a handover request can be reliably presented to the driver.

  According to the automatic operation time information transmission method having the configuration (4) above, even when the second control unit that performs output control of information such as a handover request fails, the control is performed in the first control. Since the section acts as an agent, important information such as a handover request can be reliably presented to the driver.

  According to the information transmission method at the time of automatic driving having the configuration of (5) above, for example, even when the display unit or the control unit included in any of the plurality of information output units fails, Important information such as a handover request can be reliably output to a wireless terminal owned by the driver or a normal information output unit in which no failure has occurred.

  According to the automatic driving information transmission method of the present invention, in a vehicle equipped with an automatic driving function, even when a failure such as a failure occurs in the information transmission function between the vehicle and the driver, While ensuring the information transmission function, it is possible to ensure safety by performing handover to the manual operation mode or the like at an appropriate timing.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a block diagram illustrating a configuration example of a main part of an in-vehicle system including an in-vehicle information presentation device. FIG. 2 is a block diagram illustrating a configuration example of the in-vehicle HMI system. FIG. 3 is a flowchart showing a characteristic operation example of the HMI integrated ECU in the first embodiment. FIG. 4A and FIG. 4B are time charts showing examples of warning display when normal and abnormal, respectively. FIG. 5 is a block diagram illustrating a configuration example of the in-vehicle HMI system. FIG. 6 is a flowchart showing a characteristic operation example of the sub ECU in the second embodiment. FIG. 7 is a block diagram illustrating a configuration example of the information transmission system. FIG. 8 is a flowchart showing a characteristic operation example of the in-vehicle network microcomputer according to the third embodiment. FIG. 9 is a flowchart illustrating a characteristic operation example of the center device according to the third embodiment.

  Specific embodiments relating to the present invention will be described below with reference to the drawings.

[First Embodiment]
<Configuration example of main parts of in-vehicle system>
A configuration example of a main part of an in-vehicle system including the in-vehicle information presentation device is shown in FIG. This in-vehicle system includes a function for automatically driving an automobile and an in-vehicle information presentation device 100 that presents information related to automatic driving to a driver.

  The in-vehicle system shown in FIG. 1 includes an automatic driving control unit 10, a wireless communication device 11, a road map database (DB) 12, a position detecting unit 13, an in-vehicle camera 14, A radar 15, an accelerator control unit 16, a brake control unit 17, and a steering control unit 18 are provided.

  The wireless communication device 11 can acquire weather information, traffic information, and the like at each point ahead in the traveling direction of the road on which the host vehicle is currently traveling by connecting to a predetermined server outside the vehicle by wireless communication. it can. Weather information, traffic information, and the like acquired by the wireless communication device 11 are input to the automatic driving control unit 10 as input information SG11.

  The road map database (DB) 12 stores and holds in advance a wide range of road maps including the road on which the vehicle is currently traveling and various information related to the roads. Information such as a map held by the road map database 12 is input to the automatic driving control unit 10 as input information SG12.

  The position detection unit 13 can calculate the latest position information representing the current position of the host vehicle by receiving and using radio waves from, for example, a GPS (Global Positioning System) satellite. This position information is input to the automatic operation control unit 10 as input information SG13.

  The in-vehicle camera 14 can capture images representing respective situations around the vehicle in the traveling direction, such as front, rear, and side, and output a video signal. This video signal is input to the automatic operation control unit 10 as input information SG14.

  The radar 15 can detect the presence or absence of an obstacle such as a preceding vehicle, the distance between the preceding vehicle and the host vehicle, and the like by a detection function using radio waves such as millimeter waves. Information detected by the radar 15 is input to the automatic operation control unit 10 as input information SG15.

  The accelerator control unit 16 includes an electrically controllable actuator necessary for automatically adjusting the accelerator opening of the host vehicle. According to the output signal SG16 output from the automatic operation control unit 10, the accelerator control unit 16 can adjust the accelerator opening.

  The brake control unit 17 includes an electrically controllable actuator connected to the brake mechanism of the host vehicle. In accordance with the output signal SG17 output from the automatic operation control unit 10, the brake control unit 17 can control the on / off of the brake of the host vehicle and the braking force.

  The steering control unit 18 includes an electrically controllable actuator connected to the steering mechanism of the host vehicle. In accordance with the output signal SG18 output from the automatic driving control unit 10, the steering control unit 18 can move the steering mechanism of the host vehicle or generate assist torque for assisting the driver's steering force.

  The automatic driving control unit 10 is an electronic control unit (ECU) for controlling the automatic driving of an automobile, and is an automation level defined by the Japanese government or the US Department of Transportation, Road Traffic Safety Administration (NHTSA), for example. 2 (LV2) and level 3 (LV3) automatic functions are installed.

  In level 2, the system automatically performs a plurality of operations among acceleration, steering, and braking of the vehicle. However, at level 2, the driver must always monitor the driving situation and perform driving operations as necessary.

  On the other hand, at level 3, since the system controls all of acceleration, steering and braking of the vehicle, the driver usually only has to monitor the driving situation. In addition, it is not always necessary for the driver to monitor the situation. However, even in the case of level 3, when the system requests in an emergency or when the accuracy of the system decreases, the driver needs to respond to this request. In other words, it is necessary to hand over the responsibility for driving from the system to the driver's manual operation (H / O) and shift from level 3 to level 2 with a lower automation rate. In addition, even within the same level, during the automatic driving of the vehicle, the steering wheel is touched, the driver is obliged to monitor, the start of lane change starting from the blinker operation, the driver's approval for system judgment, etc. There is a case where the driving state in which the driver's assistance is unnecessary is shifted to the driving state in which any one of these assistances is required. That is, the first state in which the driving control is automatically executed may shift to the second state in which the driver is more involved in the driving control than the first state.

  The automatic driving control unit 10 can perform acceleration control of the host vehicle by giving an instruction to the accelerator control unit 16 using the output signal SG16. Further, the automatic driving control unit 10 can perform braking control of the host vehicle by giving an instruction to the brake control unit 17 using the output signal SG17. The automatic driving control unit 10 can perform steering control of the host vehicle by giving an instruction to the steering control unit 18 using the output signal SG18.

  In addition, the automatic driving control unit 10 analyzes the video of the in-vehicle camera 14 to grasp the white lines of the traveling lane boundary and the position of the own vehicle in the left-right direction, and calculates the appropriate position of the own vehicle in the left-right direction. Or the situation of the curve of the road ahead. Therefore, the automatic driving control unit 10 can realize, for example, a lane keeping assist function for automatically controlling the host vehicle to travel in the center position of the traveling lane on the road.

  In addition, the automatic driving control unit 10 has a safe inter-vehicle distance between the preceding vehicle and the own vehicle, for example, based on the result of analyzing the video of the in-vehicle camera 14 and the position and distance information of the preceding vehicle detected by the radar 15. Acceleration and deceleration can be performed automatically so as to remain within range. That is, ACC (Adaptive Cruse Control System) is realizable.

  Further, the automatic driving control unit 10 determines the own vehicle based on a predetermined target point, a current position detected by the position detection unit 13, a road map in the road map database 12, traffic information acquired by the wireless communication device 11, and the like. It is possible to calculate an appropriate travel route on the road on which the vehicle should travel and to predict a change in road conditions ahead. Further, by reflecting the analysis result of the actual video of the in-vehicle camera 14, the prediction accuracy can be increased.

  In addition, the automatic driving control unit 10 receives the automatic / manual switching instruction SG01 generated by the driver's switch operation or the like, or detects the start of the manual driving operation by the driver, thereby further automating from the level 3 A handover for shifting to a low level 2 or the like can be performed.

Further, the automatic operation control unit 10 can detect a situation in which it is difficult to ensure safety based on the analysis result of the video of the in-vehicle camera 14 and the distance information detected by the radar 15. For example, it is difficult to ensure safety by grasping the time margin based on the remaining time TTC (Time To Collision) etc. until the time at which the host vehicle and other vehicles existing in the vicinity may come into contact. The situation can be detected. The time TTC can be calculated by the following equation, for example.
TTC = (distance between own vehicle and object) / (relative speed)

  Accordingly, when the automatic operation control unit 10 detects a situation in which it is difficult to ensure safety, the automatic operation control unit 10 outputs an alarm level SG10 as a signal representing it. Note that the alarm level SG10 may include information indicating the type of the predicted event. This alarm level SG10 is input to the information output control unit 20.

  The information output control unit 20 is an electronic control unit (ECU) that performs control for presenting information necessary for automatic driving to the driver. The automatic operation control unit 10 and the information output control unit 20 shown in FIG. 1 may be integrated.

  The in-vehicle information presentation apparatus 100 according to the present embodiment includes a part of functions in the automatic driving control unit 10, an information output control unit 20, a display output device 21, a lighting output device 22, a sound / voice output device 23, and vibration output. It comprises at least one of the device 24 and the odor output device 25.

  The display output device 21 corresponds to a display device that is arranged at a position where a passenger who is driving this vehicle in the driver's seat can easily see, such as a meter unit or a center display mounted on the vehicle. .

  The lighting output device 22 corresponds to various indoor lighting devices mounted on the vehicle. The sound / audio output device 23 corresponds to various auditory output devices including an audio device. The vibration output device 24 is a device capable of generating mechanical vibration by electrical control. The vibration output device 24 is mounted on or connected to a seating portion of the driver's seat or a steering wheel so that the driver can recognize vibration as a tactile sensation or the like while driving.

  The odor output device 25 is a device that can generate a specific odor in the vehicle interior by electrical control. The odor output device 25 is installed, for example, in a car air conditioner, and can spray a fragrance or spread the odor to the space in the vehicle interior by blowing air.

  The information output control unit 20 includes, for example, a display output device 21, a lighting output device 22, a sound / audio output device 23, a vibration output device 24, and an odor output device in accordance with the alarm level SG10 input from the automatic operation control unit 10. Any one of 25 can be selected, or a plurality can be combined to present necessary information to the driver. By appropriately using various types of output devices as necessary, the information output control unit 20 can present information in various types of forms and adjust the strength of information presentation.

<Necessity to deal with system failures>
In a vehicle equipped with the automatic driving function as described above, it is indispensable to implement a handover for shifting from level 3 to level 2 having a lower automation rate, for example, depending on the situation. When such a handover is performed, the system explicitly notifies the driver of the handover request. The driver recognizes this request and performs an input operation indicating that it has been approved, or starts a manual driving operation. By recognizing this input operation, the system performs a handover and stops at least a part of functions of automatic driving.

  However, for example, if a failure occurs in the in-vehicle information presentation device 100 and the system cannot explicitly notify the driver of the handover request, there is a high possibility that the handover cannot be performed.

  Specifically, when the entire function of an HMI (Human Machine Interface) system used as the display output device 21 is integrated into a single chip integrated circuit, only a failure has occurred in this single integrated circuit. Therefore, there is a possibility that the function of notifying the driver of information by the display may not work at the same time. Therefore, handover cannot be performed. Therefore, even when a failure occurs in the HMI system, it is necessary to take a measure for surely and explicitly notifying the driver of highly important information such as at least a handover request.

<Configuration example of in-vehicle HMI system>
A configuration example of the in-vehicle HMI system 200 is shown in FIG. The in-vehicle HMI system 200 shown in FIG. 2 is assumed to be used by connecting to the output of the in-vehicle information presentation device 100 as an example of the display output device 21 shown in FIG. Further, as will be described later, the in-vehicle HMI system 200 shown in FIG. 2 reliably and explicitly operates at least information of high importance such as a handover request even when a failure occurs. A backup function is provided to notify the user.

  The in-vehicle HMI system 200 shown in FIG. 2 includes a meter display 210, a center display 220, a HUD unit 230, and an HMI integrated ECU 240. The meter display 210 is a display unit provided in the meter unit of the vehicle, that is, the instrument panel. The HMI integrated ECU 240 is an electronic control unit (ECU) built in the meter unit.

  The center display 220 is a display unit installed near the center of the vehicle center console or dashboard. The HUD unit 230 is an apparatus main body that realizes a display function of a head-up display (HUD). The HUD unit 230 can cause the driver to visually recognize a virtual image projected in front of the window glass by projecting an image on the surface of the window glass (windshield) in front of the driver.

  Therefore, the in-vehicle HMI system 200 shown in FIG. 2 cooperates with the meter display 210, the center display 220, and the HUD unit 230, and the meter display 210, the center display 220, and the HUD unit 230 as three independent display units. A speaker 245 can be used.

  The “automatic driving display unit” that presents various information related to automatic driving to the driver when the vehicle is in an automatic driving state is normally assumed to be fixedly assigned to the meter display 210. However, there is a possibility that a failure occurs in the meter display 210 or that the signal path 241 connecting the HMI integrated ECU 240 and the meter display 210 is disconnected. When such a failure occurs, the notification function of the “automatic driving display unit” cannot be used, so that it becomes impossible to notify the driver of very important information such as a handover request. That is, there is a situation where handover cannot be performed even though handover is necessary.

  In the present embodiment, the HMI integrated ECU 240 performs the backup control 240a in order to deal with the above-described failure. For example, when the meter display 210 assigned as the “automatic operation display unit” fails, the other normal display unit, for example, the center display 220 is used as the “automatic operation display unit”. To switch automatically.

<Characteristic operation example of in-vehicle HMI system>
FIG. 3 shows a characteristic operation example of the HMI integrated ECU 240 in the first embodiment. That is, when the in-vehicle HMI system 200 shown in FIG. 2 presents information according to the output signal SG21 output from the in-vehicle information presentation device 100, the HMI integrated ECU 240 executes the operation shown in FIG. Thereby, the backup control 240a shown in FIG. 2 is realized. The operation of FIG. 3 will be described below.

  For example, when the output signal SG21 output from the in-vehicle information presentation device 100 is input, the HMI integrated ECU 240 starts processing from step S11 in FIG. Note that the process of FIG. 3 may be periodically repeated.

  The HMI integrated ECU 240 monitors the state of the meter display 210 that is the first display (S11). That is, communication is performed between the HMI integrated ECU 240 and the meter display 210 via the signal path 241, whether the meter display 210 is operating correctly, whether there is a failure in the meter display 210, whether the signal path 241 is disconnected, etc. Is recognized by the HMI integrated ECU 240.

  The HMI integrated ECU 240 monitors the state of the center display 220, which is the second display (S12). That is, communication is performed between the HMI integrated ECU 240 and the center display 220 via the signal path 242, whether the center display 220 is operating correctly, whether there is a failure in the center display 220, whether the signal path 242 is disconnected, etc. Is recognized by the HMI integrated ECU 240.

  The HMI integrated ECU 240 monitors the state of the HUD unit 230 that is the third display (S13). That is, communication is performed between the HMI integrated ECU 240 and the HUD unit 230 via the signal path 243, whether the HUD unit 230 is operating correctly, whether there is a failure in the HUD unit 230, whether the signal path 243 is disconnected, etc. Is recognized by the HMI integrated ECU 240.

  The HMI integrated ECU 240 identifies in S14 whether or not a failure such as a failure of the meter display 210 assigned as the “automatic operation display unit” has been detected. If a failure is detected, the process proceeds to S15A and no failure is detected. If so, proceed to S16.

  In step S15A, the HMI integrated ECU 240 switches the assignment of the output destination of the information addressed to the “automatic operation display unit” input as the output signal SG21 to another display that has not failed. For example, the output destination of the information to be notified is switched from the meter display 210 to the center display 220 as in the backup control 240a shown in FIG.

  Further, when a failure such as a failure in the “automatic operation display unit” is detected, the HMI integrated ECU 240 issues a handover request earlier than usual, for example, immediately in order to prioritize ensuring safety. In other words, the handover request information is output to the display that has not failed in the next S15B.

  In this case, the HMI integrated ECU 240 further monitors the presence or absence of the driver's manual driving operation (S15C), and when the manual driving operation is detected in S15D, transition to the manual driving mode is performed in the next S15E. That is, after the HMI integrated ECU 240 requests a handover, when the driver actually starts a manual driving operation, the HMI integrated ECU 240 executes a process for the handover and stops at least a part of the automatic driving functions.

  On the other hand, when a failure such as a failure in the “automatic operation display unit” is not detected, notification control is performed at a normal timing. That is, the HMI integrated ECU 240 proceeds from S16 to S17 when detecting the occurrence of notification information for automatic driving such as a handover request. And HMI integrated ECU240 outputs the produced | generated notification information to the display after the switch which has not failed, for example, the center display 220. FIG.

  Therefore, even when a failure occurs in the in-vehicle HMI system 200, the HMI integrated ECU 240 executes the operation of FIG. 3 to provide important information to the driver such as a handover request to the driver. It is possible to reliably and explicitly notify. As a result, a situation where handover cannot be performed can be avoided. In addition, when a failure occurs, the timing of the handover request of the HMI integrated ECU 240 is earlier than usual, so that it becomes easy to transition to manual driving and ensure safety before this failure adversely affects automatic driving. .

  Of course, not only a handover request but also various information output destinations related to automatic driving can be switched from a display in which a failure has occurred to another normal display. For example, in addition to the handover request, it is assumed that the output destination of information such as the following (1) to (6) is switched.

(1) Information for notifying the driver when the vehicle approaches a place that seems to be high in importance, urgency, encounter, etc. Information transmission in this case is not explicit, and any information may be used as long as it gives some kind of stimulation to at least one of the five human senses, but there is a possibility of using a display. Here, the importance level represents the magnitude of damage in the event of an accident, the urgency level represents a time margin, and the encounter level represents the probability of encountering an event. Moreover, it is assumed that the strength of the stimulus given to the driver is determined as, for example, the sum of importance, urgency, and encounter.

(2) Information representing an object recognized by the system. In addition, when there are a plurality of objects, it is assumed that the directions are simply displayed by narrowing them down to a part. Further, for example, other than the target of interest may be displayed weakly (suppressed).

(3) Information for gradually informing the driver before the planned handover point.

(4) Information for notifying the driver of the action schedule of the system. Such information is also assumed to be notified in a non-explicit manner. For example, notification is made using the difference in area, direction, movement, etc., using illumination or display.

(5) After the automatic driving mode is switched, special information is presented in order to make the driver recognize the switching. For example, the criterion for alerting presentation is temporarily raised to increase the alerting frequency.

(6) When an event that seems to be high, such as importance, urgency, encounter, etc. is detected, the information is presented. Further, the information transmission strength is changed according to the time margin and the degree of encounter. For example, the weather and traffic information obtained through communication are reflected.

For handover in automatic operation, various types may be used as required, for example, as in the following (a) to (c), depending on the situation or circumstances.
(A) Hand over to switch from level 3 to level 2 or manual operation.
(B) Handover is performed so that the degree of involvement of the driver in driving is increased while maintaining level 3.
(C) Handover is performed so as to increase the degree of involvement of the driver in driving while maintaining level 2 (automatic driving).

  In addition, with respect to such a handover, there may be a situation in which only the responsibility and authority for driving are transferred from the system to the driver without switching the driving operation. For any of these various types of handover, the vehicle-mounted HMI system 200 shown in FIGS. 2 and 3 can be used to reliably notify the driver of necessary information even in the case of a failure.

<Specific example of timing to control>
Examples of the timing of occurrence of warning display at the time of normal and abnormal occurrence are shown in FIG. 4 (a) and FIG.

  When no abnormality has occurred, the in-vehicle HMI system 200 operates as shown in FIG. That is, when switching to the automatic operation mode such as level 3 at time t0, the warning display MS0 is output at this timing (S17). For example, the display of “automatic operation” is output on the meter display 210 which is an “automatic operation display unit”, or a similar message is also output by voice if necessary.

  In addition, when the system predicts that a situation in which it is difficult to continue automatic driving occurs at a timing earlier than time t3 based on road information or the like, a warning display is displayed at time t2 before time t3. The in-vehicle HMI system 200 outputs MS2 (S17). For example, “1 minute until the end of automatic operation” is displayed. Further, at time t3, the in-vehicle HMI system 200 outputs a warning display MS3 (S17). For example, “Please operate manually” is displayed. This is a handover request message.

  On the other hand, in the example shown in FIG. 4B, it is assumed that a failure such as a failure occurs in the in-vehicle HMI system 200 at time t1 between time t0 and time t2. In this case, the vehicle-mounted HMI system 200 outputs a warning display MS1 immediately at the timing of time t1 by detecting a failure (S15B). For example, “Please operate manually” is displayed. That is, a handover is requested. This gives priority to ensuring safety in the event of a failure.

  Of course, it does not always immediately shift to manual operation at the timing such as time t1 due to a handover request. That is, when the driver actually enters the state where manual driving is possible and the manual driving operation is started, the HMI integrated ECU 240 detects this manual driving operation and shifts to manual driving in S15E. That is, manual operation by the driver is switched to manual operation by an override function that gives priority to automatic operation. This facilitates ensuring safety.

[Second Embodiment]
Similar to the first embodiment, this embodiment also assumes a case in which the present invention is applied to an in-vehicle HMI system used on an autonomous driving vehicle equipped with the in-vehicle system shown in FIG. Therefore, it is necessary to cope with the occurrence of a system failure.

<Configuration example of in-vehicle HMI system>
A configuration example of the in-vehicle HMI system 200B is shown in FIG. The in-vehicle HMI system 200B illustrated in FIG. 5 is assumed to be connected to the output of the in-vehicle information presentation apparatus 100 as an example of the display output device 21 illustrated in FIG. In addition, as will be described later, the in-vehicle HMI system 200B shown in FIG. 5 ensures that, even when a failure such as a failure occurs, at least information with high importance such as a handover request is securely and explicitly indicated. Equipped with a backup function to notify the driver.

  The in-vehicle HMI system 200 shown in FIG. 5 includes a meter display 210, a center display 220, a HUD unit 230, an HMI integrated ECU 240, and a sub ECU 250. The meter display 210 is a display unit provided in the meter unit of the vehicle, that is, the instrument panel. The HMI integrated ECU 240 is an electronic control unit (ECU) built in the meter unit.

  The sub ECU 250 is a control unit (ECU) prepared for controlling an in-vehicle device other than the meter unit, but also has a special function for operating as a backup for the HMI integrated ECU 240. That is, the sub-ECU 250 monitors the state of the HMI integrated ECU 240 and performs display control instead of the HMI integrated ECU 240 when detecting that a failure such as a failure has occurred in the HMI integrated ECU 240.

  The center display 220, the HUD unit 230, and the HUD unit 230 have the same configuration as that of the first embodiment. Therefore, the in-vehicle HMI system 200B shown in FIG. 5 can use the meter display 210, the center display 220, and the HUD unit 230 as three display units independent of each other.

  An “automatic driving display unit” that presents various information related to automatic driving to the driver when the vehicle is in an automatic driving state is assigned to the meter display 210. Of course, as in the first embodiment, the “automatic operation display unit” can be switched to the center display 220 or the HUD unit 230 according to the situation.

  In the in-vehicle HMI system 200B shown in FIG. 5, the HMI integrated ECU 240 is configured to output various information related to automatic driving to the meter display 210 which is an “automatic driving display unit”.

  However, when a failure occurs in the HMI integrated ECU 240 or an abnormality occurs in the operation of the HMI integrated ECU 240, for example, a very important information such as a handover request cannot be sent to the meter display 210. Become. When such a failure occurs, the notification function of the “automatic operation display unit” cannot be used, and a situation occurs in which the handover cannot be performed even though the handover is necessary.

  In the present embodiment, the sub-ECU 250 performs the backup control 250a in order to deal with the above failure. That is, when the HMI integrated ECU 240 fails, the sub ECU 250 outputs information to be notified to the driver to the meter display 210 assigned as the “automatic operation display unit” instead of the HMI integrated ECU 240. Moreover, you may output to the warning light installed around the meter display 210 which is not shown in figure. Therefore, even when a failure occurs in the in-vehicle HMI system 200B, information such as a handover request can be notified to the driver.

<Characteristic operation example of in-vehicle HMI system>
FIG. 6 shows a characteristic operation example of the sub ECU 250 in the second embodiment. That is, the sub-ECU 250 executes the “notification information backup process” in FIG. 6, thereby realizing a backup function against a failure of the HMI integrated ECU 240. The operation of FIG. 6 is repeatedly executed, for example, periodically. The operation of FIG. 6 will be described below.

  The sub ECU 250 communicates with the HMI integrated ECU 240 using the communication path 252 or the output signal SG21, and monitors the state of each other (S21). By this monitoring, for example, the sub-ECU 250 can grasp whether or not there is a failure in the HMI integrated ECU 240 or whether or not the HMI integrated ECU 240 is performing a normal communication operation.

  When the sub ECU 250 detects a failure such as a failure of the HMI integrated ECU 240, the process proceeds from S22 to S23. Then, the sub ECU 250 starts acting for the information display function in the HMI integrated ECU 240. In other words, the sub-ECU 250 executes the information output function thereafter.

  When a failure such as a failure is detected, the sub ECU 250 outputs a handover request at a timing earlier than normal in order to prioritize ensuring safety (S24). For example, a message indicating a handover request such as “Please drive manually” is output to the meter display 210 which is an “automatic operation display unit”. Further, the sub-ECU 250 monitors the driver's manual driving operation in S25, and when the driver's manual driving operation is detected in S26, the sub ECU 250 shifts to the manual driving mode in S27.

  Therefore, even if a failure occurs in the HMI integrated ECU 240 or an abnormality occurs in the operation of the HMI integrated ECU 240, the sub ECU 250 executes the operation of FIG. Notification information can be output from the sub ECU 250 to the meter display 210. Therefore, handover is possible. In addition, by requesting a handover earlier than usual in the case of a failure, it becomes easy to ensure safety before this failure adversely affects automatic driving. In addition, by applying an override function that transitions to the manual operation mode after actually detecting the driver's manual driving operation, safety can be ensured even if the driver cannot immediately perform manual driving.

[Third Embodiment]
Similar to the first embodiment, this embodiment also assumes a case in which the present invention is applied to an in-vehicle HMI system used on an autonomous driving vehicle equipped with the in-vehicle system shown in FIG. Therefore, it is necessary to cope with the occurrence of a system failure.

<Configuration Example of Information Transmission System 300>
A configuration example of an information transmission system 300 including a vehicle equipped with an automatic driving function is shown in FIG. The information transmission system 300 includes an in-vehicle device 310, a center device 320, a portable terminal 330, and a network 340.

  The in-vehicle device 310 shown in FIG. 7 is mounted on the vehicle. The vehicle also includes the in-vehicle system shown in FIG. The in-vehicle device 310 includes an on-vehicle network 311, an in-vehicle network microcomputer 312, an HMI integrated ECU 313, a plurality of display units 314, 315, 316, a speaker 317, and a gateway 318.

  The on-vehicle network 311 is configured as a CAN (Controller Area Network), and connects a large number of independent control units (ECUs) in a state where they can communicate with each other. An in-vehicle network microcomputer 312 for controlling communication of the HMI system is connected to the on-vehicle network 311.

  The HMI integrated ECU 313 acquires various information to be presented to the driver from the on-board network 311 via the in-vehicle network microcomputer 312 and selects one of the plurality of display units 314, 315, 316 and the speaker 317. Can be output automatically. Information output as the output signal SG 21 or the like by the in-vehicle system shown in FIG. 1 is also input from the on-board network 311 to the HMI integrated ECU 313 via the in-vehicle network microcomputer 312.

  Therefore, the HMI integrated ECU 313 can also output notification information such as a handover request generated from the automatic driving system by using any one or a plurality of display units 314, 315, and 316 and the speaker 317, for example. . The in-vehicle network microcomputer 312 has a function of detecting a failure such as a failure by monitoring the state of the HMI integrated ECU 313.

  On the other hand, the gateway 318 connected to the on-vehicle network 311 has a wide-area wireless communication function for communicating between the in-vehicle device 310 and a device outside the vehicle. That is, the gateway 318 can secure a wireless communication line with a wireless base station provided by a mobile communication carrier or the like, and can connect to the network 340 via the wireless base station. The network 340 is an IP communication network such as the Internet.

  The center device 320 is installed, for example, in a predetermined data center that provides communication services, in a company that manages various vehicles, and operates as a cloud on the network 340, for example. The center device 320 is a server having a function of managing a large number of vehicles, and collects information transmitted from each vehicle to grasp the state of each vehicle. Further, when a failure such as a failure occurs on the vehicle, the control necessary to ensure the safety of the corresponding vehicle is performed.

  The portable terminal 330 is, for example, the property of the driver driving each vehicle, and is assumed to be disposed in the vicinity of the driver, that is, on the vehicle. As a specific example of the mobile terminal 330, a mobile phone, a smart phone, other portable information terminals, and the like are assumed.

  When the in-vehicle network microcomputer 312 on the vehicle detects that a failure such as a failure has occurred in the HMI integrated ECU 313, it transmits necessary information to the outside of the vehicle using the gateway 318. The transmission signal 319 transmitted by the gateway 318 includes information indicating a failure of the HMI integrated ECU 313, information indicating that the vehicle is in automatic operation, and the like.

  The transmission signal 319 is transmitted to the center device 320 via the network 340. The center device 320 receives the monitoring information 321 corresponding to the transmission signal 319, monitors the corresponding vehicle, and grasps the state. When the center device 320 detects that the HMI integrated ECU 313 on the vehicle has failed, for example, the center device 320 sends notification information such as a handover request from the system to the driver in the vehicle to the mobile terminal 330. Send to

  If the mobile terminal 330 is a terminal that can only perform a voice call, the center device 320 uses the telephone call signal 323 to call the corresponding mobile terminal 330 and transmits voice information. If the mobile terminal 330 is a terminal that can accept a PUSH notification, the center device 320 transmits the PUSH information 322 and 324 to the mobile terminal 330 via the network 340. Therefore, the driver of the vehicle can receive notification information such as a handover request at his / her mobile terminal 330. Therefore, even if the HMI integrated ECU 313 or the like fails, the handover can be performed.

<Characteristic operation of in-vehicle network microcomputer>
A characteristic operation example of the in-vehicle network microcomputer 312 in the present embodiment is shown in FIG. That is, the in-vehicle network microcomputer 312 repeatedly executes the process shown in FIG. 8 in order to monitor the state of the HMI integrated ECU 313. Actually, by periodically communicating, for example, between the in-vehicle network microcomputer 312 and the HMI integrated ECU 313, it is possible to detect the operation abnormality of the other party and to know the state of failure or the like.

  The in-vehicle network microcomputer 312 monitors the state of the HMI integrated ECU 313 in S31, and when a failure such as a failure in the HMI integrated ECU 313 is detected, the process proceeds from S32 to S33. Then, the in-vehicle network microcomputer 312 uses the gateway 318 to transmit information representing a failure of the HMI integrated ECU 313 to the outside of the vehicle. A transmission signal 319 transmitted by the gateway 318 is notified to the center apparatus 320 via the network 340.

  In addition, the in-vehicle network microcomputer 312 identifies whether or not the automatic driving control unit 10 of the own vehicle is in automatic driving in S34, and if automatic driving is in progress, the gateway 318 is used to indicate information indicating that automatic driving is in progress. To transmit in S35. This information is notified to the center device 320 via the network 340. The in-vehicle network microcomputer 312 transmits various information related to the automatic driving of the host vehicle, for example, information such as a handover request generated by the automatic driving control unit 10 using the gateway 318 in S36. This information is notified to the center device 320 via the network 340.

  Further, the in-vehicle network microcomputer 312 monitors the presence / absence of a manual driving operation by the driver in S37, and when the manual driving operation is detected in S38, the in-vehicle system is controlled so as to shift to the manual operation mode in the next S39.

<Operation of center device>
A characteristic operation example of the center device 320 in this embodiment is shown in FIG. That is, the center apparatus 320 can monitor the state of each vehicle by executing the operation of FIG. 9 and can perform control for ensuring safety when a failure or the like occurs in the vehicle.

  In the example shown in FIG. 9, it is assumed that the center device 320 can use the user information table TB1 for each vehicle. This user information table TB1 holds pre-registered information such as a destination of the mobile terminal 330, a telephone number, and a usable communication type in each vehicle in an area such as a nonvolatile memory. The operation of FIG. 9 will be described below.

  The center device 320 monitors the state of the transmission source vehicle based on the information on each vehicle received as the monitoring information 321 (S41). Further, when the center device 320 detects a failure such as a failure of the HMI integrated ECU 313 in each vehicle, the center device 320 proceeds from S42 to S43.

  In step S43, the center device 320 identifies the ID of the vehicle that has transmitted the failure information, and information indicating the destination of the mobile terminal 330 registered in advance based on the ID and the registered content of the user information table TB1. To get.

  When the type of communication that can be used in the corresponding portable terminal 330 is only a voice call, or when priority is given to a voice call, the center apparatus 320 proceeds from S44 to S45A. Then, the center device 320 executes a call (CALL) of the mobile terminal 330 (mobile phone), and then transmits a voice message representing a handover request in S45A. For example, the driver is notified of a voice message such as “Please prepare for driving because it will be handed over”.

  If the push notification can be used in the corresponding portable terminal 330, the center apparatus 320 proceeds from S46 to S47A. Then, the center device 320 transmits handover request notification information for switching from the automatic operation mode to the manual operation mode to the destination mobile terminal 330 in S47A as a PUSH notification.

  In this case, since the PUSH notification is used, the mobile terminal 330 can automatically receive the transmitted information and execute an output process such as display even if the driver does not operate the mobile terminal 330. . As a specific usage form of the PUSH notification, an e-mail, a message on SNS (Social Networking Service), a message that can be received by dedicated application software for vehicle management operating on the mobile terminal 330, and the like are assumed.

  In any case, when a failure occurs in the in-vehicle device 310, the handover request is notified at an earlier timing than usual by the processing S45A or S47A executed by the center device 320, so that the automatic operation is adversely affected by the failure. It can be switched to manual operation mode before it occurs. Further, even when a handover request is generated due to a failure, the actual switching to the manual operation mode is performed after the driver's manual driving operation is detected in S38 of FIG.

  As a modification of the configuration of the information transmission system 300 shown in FIG. 7, there is a possibility that an E call system can be used. The E-Call system was defined by a European Commission project aimed at providing quick assistance anywhere in the world to people who have encountered a car crash. In the E-call system, when an accident occurs, the in-vehicle communication unit can automatically notify the center of airbags, collision sensor information, position information, and the like. When this E-call system is compatible with PUSH notification, a part of the information transmission system 300 shown in FIG. 7 can be replaced with the E-call system.

<Advantages of information transmission method during automatic driving>
In any of the above-described embodiments, when an abnormality such as a failure occurs in the in-vehicle system, information for a handover request (corresponding to the warning display MS1 in FIG. 4B) is earlier than usual. Can be presented to the driver. Therefore, safety can be ensured by switching to manual operation before the automatic operation function is adversely affected by a failure. Even in that case, the system is not handed over by system control, but is switched to manual driving by a function (override) that prioritizes manual driving operation by the driver during automatic driving (S15D, S15E), so it is safer Highly efficient switching is realized.

Here, the features of the above-described information transmission method for automatic driving according to the embodiment of the present invention are summarized and listed in the following [1] to [5], respectively.
[1] In an automatic driving vehicle having two or more states with different degrees of involvement in driving control by a driver as a driving state, the information transmission method during automatic driving presents information to the driver,
The traveling state includes a first state in which the driving control is automatically executed, and a second state in which the degree of involvement by the driver is greater than that in the first state.
When there are a plurality of information output units capable of presenting information to the driver,
Monitoring whether or not there is a failure in each of the plurality of information output units (S11 to S13, S21, S31);
When a failure of an automatic driving information output unit that outputs information related to switching between at least the first state and the second state is detected among the plurality of information output units, an output path of the information And the timing for outputting the information is switched so as to be earlier than when there is no failure (S15B, S24, S45A, S47A),
An information transmission method during automatic driving characterized by the above.

[2] After outputting information related to switching from the first state to the second state using any of the plurality of information output units,
Monitoring at least the presence or absence of a driving operation by the driver (S15C, S25, S37);
The first state is maintained in a state where no driving operation is performed by the driver (S15D, S26, S38),
After detecting the state with the driving operation by the driver, transition to the second state (S15E, S27, S39),
The information transmission method at the time of automatic driving as described in the above [1].

[3] When the plurality of information output units include a plurality of display units,
When detecting a failure of any of the plurality of display units,
Using the remaining display units in which no failure has occurred among the plurality of display units, the information is output (S15A, S15B),
The information transmission method during automatic driving as described in [1] or [2] above.

[4] When the plurality of information output units includes a first control unit and a second control unit,
When the first control unit detects a failure of the second control unit,
The first control unit performs control equivalent to the second control unit instead of the second control unit, and outputs the information (S23, S24),
The information transmission method during automatic driving as described in [1] or [2] above.

[5] An external device installed outside the autonomous driving vehicle monitors whether there is a failure in the autonomous driving vehicle based on information acquired from the autonomous driving vehicle through communication (S41).
When the external device detects a failure of the autonomous driving vehicle, the external device has a failure in a predetermined wireless terminal existing in the vicinity of the driver or in the plurality of information output units. The information is output using a non-information output unit (S45A, S47A),
The information transmission method during automatic driving as described in [1] or [2] above.

DESCRIPTION OF SYMBOLS 10 Automatic operation control part 11 Wireless communication apparatus 12 Road map database 13 Position detection part 14 Car-mounted camera 15 Radar 16 Acceleration control part 17 Brake control part 18 Steering control part 20 Information output control part 21 Display output device 22 Illumination output device 23 Sound / Audio output device 24 Vibration output device 25 Odor output device 100 In-vehicle information presentation device 200, 200B In-vehicle HMI system 210 Meter display 220 Center display 230 HUD unit 240 HMI integrated ECU
240a, 250a Backup control 241, 242, 243, 251 Signal path 250 Sub ECU
252 Communication path 300 Information transmission system 310 In-vehicle device 311 On-vehicle network 312 In-vehicle network microcomputer 313 HMI integrated ECU
314, 315, 316 Display unit 317 Speaker 318 Gateway 319 Transmission signal 320 Center device 321 Monitoring information 322, 324 PUSH information 323 Telephone call signal 330 Portable terminal 340 Network SG01 Automatic / manual switching instruction SG10 Alarm level SG11, SG12, SG13, SG14 , SG15 Input information SG16, SG17, SG18 Output signal SG21, SG22, SG23, SG24, SG25 Output signal TB1 User information table MS0, MS1, MS2, MS3 Warning display

Claims (5)

An automatic driving information transmission method for presenting information to the driver in an automatic driving vehicle having two or more states with different degrees of involvement in driving control by a driver as a driving state,
The traveling state includes a first state in which the driving control is automatically executed, and a second state in which the degree of involvement by the driver is greater than that in the first state.
When there are a plurality of information output units capable of presenting information to the driver,
Monitoring the presence or absence of a failure with respect to each of the plurality of information output units,
When a failure is detected in the automatic driving information output unit that outputs at least information related to switching between the first state and the second state among the plurality of information output units, an output route of the information And switching the timing for outputting the information to be earlier than when there is no failure,
An information transmission method during automatic driving characterized by the above. After outputting information related to switching from the first state to the second state using any of the plurality of information output units,
Monitor at least the presence of driving by the driver,
Maintaining the first state in a state without driving operation by the driver,
Transition to the second state after detecting a state with a driving operation by the driver,
The method for transmitting information during automatic driving according to claim 1. When the plurality of information output units include a plurality of display units,
When detecting a failure of any of the plurality of display units,
Utilizing the remaining display units in which no failure has occurred among the plurality of display units, the information is output.
The method for transmitting information during automatic driving according to claim 1 or 2, wherein the information is transmitted during automatic driving. When the plurality of information output units include a first control unit and a second control unit,
When the first control unit detects a failure of the second control unit,
The first control unit performs control equivalent to that instead of the second control unit, and outputs the information.
The method for transmitting information during automatic driving according to claim 1 or 2, wherein the information is transmitted during automatic driving. An external device installed outside the autonomous driving vehicle monitors the presence or absence of a failure in the autonomous driving vehicle based on information acquired from the autonomous driving vehicle by communication,
When the external device detects a failure of the autonomous driving vehicle, the external device has a failure in a predetermined wireless terminal existing in the vicinity of the driver or in the plurality of information output units. Output the information by using no information output unit,
The method for transmitting information during automatic driving according to claim 1 or 2, wherein the information is transmitted during automatic driving.

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