JP6701739B2 - Vehicle control device - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a technical field of a vehicle control device that controls a vehicle that can perform automatic traveling.

  Vehicles capable of autonomous driving are being developed. Such a vehicle is equipped with a detection device for detecting an object existing around the vehicle. An example of a detection device included in a vehicle capable of autonomous traveling is described in Patent Document 1. Patent Document 1 discloses a radar (laser radar or millimeter wave radar), a camera, and a sensor (infrared sensor) as an example of a detection device. The vehicle automatically travels while avoiding a collision with an object based on the detection result of the detection device.

  In addition, Patent Documents 2 to 4 are cited as prior art documents disclosing an example of the detection device. Patent Document 2 discloses a clearance sonar as an example of a detection device. Patent Document 3 discloses, as an example of a detection device, a plurality of cameras that respectively capture a plurality of images for generating a composite image showing the periphery of a vehicle. Patent Document 4 discloses a radar device as an example of a detection device.

JP, 2015-133050, A JP, 2013-190957, A JP, 2005-184839, A JP, 2008-129974, A

  The vehicle starts the automatic traveling when the passenger gives an instruction to start the automatic traveling. Therefore, even if there is a person outside the vehicle, if the passenger does not notice the presence of the person and gives an instruction to start the automatic traveling, the vehicle starts the automatic traveling. .

  Normally, even when the vehicle starts to travel automatically, if the presence of a person around the vehicle is detected by the detection device, the vehicle is considered to be safe in consideration of the presence of the person. Start automatic driving (or wait while stopped). However, there may be blind spots around the vehicle that are not included in the detection range of any detection device. Therefore, if a person is present in the blind spot, the presence of a person around the vehicle is not detected by the detection device. Therefore, the vehicle may start automatic driving without considering the presence of a person. As a result, there is a possibility that the stopped vehicle will start due to automatic driving.

  Here, when a person present in a blind spot touches a stopped vehicle, it is preferable that the vehicle does not start by automatic traveling in order to ensure the safety of the person. However, the vehicle disclosed in Patent Document 1 described above merely includes a detection device that can detect an object (including a person) existing around the vehicle, and can detect a person touching the vehicle. Can not. For this reason, Patent Document 1 has a technical problem that no measure is taken for limiting the start of the vehicle due to automatic traveling when a person in a blind spot touches a stopped vehicle. is there.

  The situation in which the stopped vehicle starts moving can occur not only when the passenger newly gives an instruction to start the automatic traveling but also when the vehicle is already in the automatic traveling. This is because a vehicle that is automatically traveling may also stop. Therefore, it is preferable that not only the vehicle that newly starts automatic traveling but also the vehicle that has already started automatic traveling do not start when there is a person in contact with the vehicle.

  Further, even if the person in the blind spot does not touch the stopped vehicle, from the viewpoint of ensuring the safety of the person, it is still preferable that the vehicle does not start. However, it can be said that the priority of ensuring the safety of the person who is in contact with the vehicle is relatively higher than the priority of ensuring the safety of the person who is not in contact with the vehicle. For this reason, according to the present invention, in order to ensure the safety of the person (that is, the person who is touching the vehicle) in the situation where the priority of ensuring the safety is relatively high, An object of the present invention is to prevent the vehicle from starting due to automatic traveling when it exists.

<1>
The vehicle control device is a vehicle control device for controlling a vehicle capable of performing automatic traveling, and detecting means for detecting whether or not a person existing outside the vehicle is touching an outer surface of the vehicle, When it is detected that the person is touching the outer surface, the control means controls the vehicle so that the stopped vehicle does not start by the automatic traveling.

  According to the vehicle control device, when the person touching the vehicle is present, the vehicle is prevented from starting by automatic traveling.

<2>
In another aspect of the vehicle control device, the control means starts the stopped vehicle by the automatic traveling when the detection result of the detection means that the person is touching the outer surface satisfies a predetermined condition. The vehicle is controlled not to do so.

  According to this aspect, the control unit does not control the vehicle so that the vehicle does not start due to the automatic traveling only because it is detected that the person is touching the outer surface. Therefore, when the detection result of the detection means includes noise (that is, erroneous information), the vehicle start is not unnecessarily suppressed.

<3>
In another aspect of the vehicle control device that controls the vehicle so that the vehicle does not start when the detection result of the detection unit satisfies the predetermined condition as described above, the control unit is configured such that the degree of involvement of the occupant in the automatic traveling is higher than a predetermined degree. The predetermined condition is changed so that the predetermined condition when it is larger than the predetermined condition when the degree of involvement is less than or equal to the predetermined degree is milder.

  According to this aspect, the control means can use an appropriate predetermined condition according to the degree of involvement of the passenger.

<4>
In another aspect of the vehicle control device, a reception for receiving a radio signal transmitted from a portable device used to drive the vehicle when the portable device exists within a predetermined area set outside the vehicle. The control means further includes: (i) a reception result of the reception means that (i) it is detected that the person touches the outer surface and that the person who touches the outer surface does not have the portable device. If it is found from the above, the passenger is notified that the person is touching the outer surface, and (ii) after the notification, the vehicle is stopped until the passenger permits the vehicle to start by the automatic driving. The vehicle is controlled so as not to start due to the automatic running, and (iii) after the notification, if the passenger permits the vehicle to start due to the automatic running, stop the vehicle. The vehicle is permitted to start by the automatic driving.

  According to this aspect, the safety of the person who does not own the portable device (that is, the person who is relatively unlikely to drive the vehicle) is also appropriately secured.

<5>
In another aspect of the vehicle control device, the detection means includes at least one of a first operation tool for opening and closing a door of the vehicle by the person and a second operation tool for opening and closing a luggage compartment of the vehicle. It detects whether or not you are touching.

  According to this aspect, the safety of the person existing near the door or the luggage compartment, which is likely to be a blind spot of the existing detection device (for example, camera or radar), is appropriately ensured.

FIG. 1 is a block diagram showing an example of the structure of the vehicle of this embodiment. FIG. 2 is a flowchart showing the flow of the automatic traveling operation performed by the vehicle of this embodiment. FIG. 3 is a plan view showing a detection range and a blind spot of the sensor. FIG. 4 is a flowchart showing a part of the flow of the start limiting operation performed by the vehicle of this embodiment. FIG. 5 is a flowchart showing another part of the flow of the start limiting operation performed by the vehicle of this embodiment.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In addition, below, the vehicle 1 to which the example of the vehicle control device of the present invention is applied will be used to explain the embodiment of the vehicle control device of the present invention.

(1) Structure of Vehicle 1 An example of the structure of the vehicle 1 of this embodiment will be described with reference to the block diagram of FIG. 1. As shown in FIG. 1, a vehicle 1 includes a sensor 11, a GPS (Global Positioning System) receiver 12, a navigation system 13, an HMI (Human Machine Interface) 14, a drive system 15, an actuator 16, and a touch. A sensor 17, an antenna 18, and an ECU (Electronic Control Unit) 19 are provided.

  The sensor 11 is a detection device that detects an external situation of the vehicle 1. The external situation information indicating the detection result of the sensor 11 is appropriately output to the navigation system 13 and the ECU 19. The sensor 11 includes a camera 111, a front radar 112, a side radar 113, and a rear radar 114.

  The camera 111 is an imaging device that captures an external situation in front of the vehicle 1. The camera 111 is installed on the back side (inside) of the windshield of the vehicle 1. The forward radar 112 emits a radio wave (for example, a millimeter wave) toward the front of the vehicle, so that an object existing in front of the vehicle 1 (for example, an obstacle, another vehicle, a pedestrian, an animal, or the like). ) Is detected. The side radar 113 emits radio waves toward the side of the vehicle to detect an object existing on the side of the vehicle 1. The rear radar 114 emits a radio wave toward the rear of the vehicle to detect an object existing behind the vehicle 1.

  The sensor 11 may include another camera that captures an external situation of a predetermined area set with the vehicle 1 as a reference. The sensor 11 may include another radar (or a rider) that detects an object existing in a predetermined area set with the vehicle 1 as a reference. The sensor 11 may not include at least one of the camera 111, the front radar 112, the side radar 113, and the rear radar 114.

  The GPS receiving unit 12 measures the position of the vehicle 1 (hereinafter referred to as “vehicle position”) by receiving GPS signals from GPS satellites. The GPS receiver 12 outputs vehicle position information indicating the measured vehicle position to the navigation system 13 and the ECU 19.

  The navigation system 13 provides guidance to the passengers of the vehicle 1 so as to reach the destination set by the passengers. The navigation system 13 includes a map DB that stores map information. The navigation system 13 starts from the current position of the vehicle 1 (or a predetermined departure position set by the passenger) based on the position information of the vehicle 1 which is the measurement result of the GPS receiver 12 and the map information stored in the map DB. A target route indicating a route along which the vehicle 1 should travel to reach the destination is calculated. The navigation system 13 notifies the passenger of the target route by using a display on a display (not shown) and a voice output from a speaker (not shown). Further, the navigation system 13 outputs target route information indicating the target route to the ECU 19.

  The HMI 14 is an interface for inputting and outputting information between an occupant of the vehicle 1 and the vehicle 1. The HMI 14 may include, for example, a display and a speaker. The HMI 14 may include, for example, an operation device that can be operated by a passenger (for example, an operation button or a touch panel).

  The drive system 15 generates a driving force of the vehicle 1. The vehicle 1 travels using the driving force generated by the drive system 15. The drive system 15 includes, for example, at least one of an engine and a motor generator as a drive force generation source (drive source).

  The actuator 16 controls the traveling of the vehicle 1. The actuator 16 may include, for example, a throttle actuator, a steering actuator, and a brake actuator. In this case, the actuator 16 can control the driving force of the vehicle 1, the braking force of the vehicle 1, and the steering direction of the vehicle 1 under the control of the ECU 19.

  The touch sensor 17 detects whether or not a person is touching the outer surface of the vehicle 1. Contact detection information indicating the detection result of the touch sensor 17 is appropriately output to the ECU 19. The detection method of the touch sensor 17 may be any of a resistance film method, an infrared method, a surface acoustic wave method, an electromagnetic induction method, and a capacitance method (or another method). Alternatively, the touch sensor 17 is an arbitrary sensor (for example, a vibration sensor, a sound sensor, a temperature sensor, a strain sensor, a pressure sensor, or the like) capable of detecting whether or not a person is touching the outer surface of the vehicle 1. It may be.

  The "outer surface" referred to here means an outer surface of the constituent elements of the vehicle 1 (that is, a surface existing outside the vehicle 1 that can be touched or visually recognized by a person). Typically, the outer surface of the vehicle 1 means the outer surface of the vehicle body.

  The touch sensor 17 detects whether or not a person is touching a predetermined portion on the outer surface of the vehicle 1. In the present embodiment, the predetermined portion is a knob for opening and closing the door of the vehicle 1 (hereinafter, referred to as “door knob”) and a luggage room door (for example, a rear hatch door) or a lid (for example, a door) of the vehicle 1. At least one of the knobs for opening and closing the trunk lid (hereinafter referred to as "luggage knob") is included. Therefore, the touch sensor 17 includes a door sensor 171 that is a touch sensor that detects whether or not a person is touching the door knob, and a luggage sensor 172 that is a touch sensor that detects whether or not a person is touching the luggage knob. .. The door sensor 171 is typically installed on the door knob. The luggage sensor 172 is typically installed on the luggage knob.

  The antenna 18 performs wireless communication with the smart key 20 held by the passenger of the vehicle 1. The communication range of the antenna 18 is set outside the vehicle 1. The smart key 20 is a key that realizes locking and unlocking of the door of the vehicle 1 and starting of the drive source included in the drive system 15 without requiring a mechanical key insertion operation.

  The ECU 19 is an electronic control unit configured to control the entire operation of the vehicle 1. Particularly in this embodiment, the ECU 19 executes an automatic traveling operation for causing the vehicle 1 to automatically travel.

  The ECU 19 mainly includes an information acquisition unit 191 and a traveling control unit 192 as a logical processing block or a physical processing circuit implemented therein in order to execute an automatic traveling operation.

  The information acquisition unit 191 acquires the external situation information (that is, the situation of objects around the vehicle 1) which is the detection result of the sensor 11. The information acquisition unit 191 acquires vehicle position information, which is the measurement result of the GPS reception unit 12. The information acquisition unit 191 acquires target route information which is the calculation result of the navigation system 13. The information acquisition unit 191 acquires map information from the navigation system 13. The information acquisition unit 191 outputs the acquired external situation information, vehicle position information, target route information, and map information to the travel control unit 192.

  The traveling control unit 192 generates a target course based on the external situation information, the vehicle position information, the target route information, and the map information. The target course indicates the trajectory along which the vehicle 1 should travel on the target route. The traveling control unit 192 generates a target course based on the situation of objects around the vehicle 1 so as to avoid contact with the objects.

  Then, the traveling control unit 192 generates a traveling plan for traveling the vehicle 1 along the target course based on the external situation information, the vehicle position information, the target route information, and the map information report. The traveling control unit 192 determines, for example, the coordinate position (p, v) including the target position p of the vehicle 1 in the coordinate system fixed to the vehicle 1 and the target speed v of the vehicle 1 at each target position p. A travel plan including a plurality of is generated. In addition to or instead of the target speed v, each coordination coordinate may include a target value of a parameter capable of specifying the behavior (in other words, the traveling mode) of the vehicle 1 at each target position p. At least one of the acceleration and the steering torque of the vehicle 1 is exemplified as the parameter capable of specifying the behavior of the vehicle 1.

  The traveling control unit 192 controls at least one of the drive system 15 and the actuator 16 so that the vehicle 1 automatically travels based on the generated traveling plan. As a result, the vehicle 1 automatically travels based on the travel plan so as to travel along the target route on the target route. Specifically, for example, when the travel plan includes coordination coordinates (p, v), the vehicle 1 automatically travels so as to pass the target position p at the target speed v.

  The ECU 19 executes a start limiting operation for limiting the start of the vehicle 1 by the automatic traveling operation in parallel with the above-described automatic traveling operation (that is, an operation of generating the traveling plan and controlling the vehicle 1 based on the traveling plan). To do. The start limiting operation limits the start of the vehicle 1 by the automatic traveling operation when there is a person touching the vehicle 1 when the vehicle 1 that has already started or has already started the automatic traveling operation is stopped. (That is, not allowed).

  The ECU 19 includes the above-described information acquisition unit 191 and the start restriction unit 193 in order to mainly perform the start restriction operation.

  The information acquisition unit 191 acquires contact detection information (that is, contact detection information indicating whether or not a person is touching at least one of the door knob and the luggage knob) that is the detection result of the touch sensor 17. The information acquisition unit 191 acquires communication information which is a communication result of the antenna 18. The information acquisition unit 191 outputs the acquired contact detection information and communication information to the start restriction unit 193.

  The start restriction unit 193 determines whether or not the contact detection information satisfies a predetermined contact ON condition. The contact ON condition is a condition set in relation to the detection result of the touch sensor 17 (that is, the detection result that a person is touching at least one of the door knob and the luggage knob). When the contact detection information satisfies the contact ON condition, the start restriction unit 193 controls the travel control unit 192 to restrict the start of the vehicle 1 by the automatic travel operation. On the other hand, when the contact detection information does not satisfy the contact ON condition, the start limiting unit 193 controls the traveling control unit 192 to permit the vehicle 1 to start by the automatic traveling operation. The details of the operation of the start restriction unit 193 (that is, the details of the start restriction operation) will be described later.

  The ECU 19 (particularly, the start restriction unit 193) is a specific example of “control means”. The touch sensor 17 is a specific example of “detection means”. The antenna 18 is a specific example of "reception means". Therefore, the ECU 19, the touch sensor 17, and the antenna 18 configure the start control device 10 that is a specific example of the “vehicle control device”. The contact ON condition is a specific example of “predetermined condition”. The smart key 20 is a specific example of a “portable device”.

(2) Operation of Vehicle 1 Next, with reference to FIG. 2 to FIG. 6, operations performed by the vehicle 1 of the present embodiment (in particular, automatic traveling operation and start restriction operation) will be described. In the following, first, the automatic traveling operation will be described. After that, the reason for performing the start limiting operation (that is, the technical problem caused by the automatic traveling operation) will be described, and then the start limiting operation will be described.

(2-1) with reference to the flow diagram 2 of the automatic traveling operation, the vehicle 1 of this embodiment a flow of the automatic cruise operation will be described to perform. As shown in FIG. 2, the ECU 19 determines whether or not the passenger requests the execution of the automatic traveling operation (step S11). The passenger can use the HMI 14 to request execution of an automatic driving operation.

  As a result of the determination in step S11, when it is determined that the passenger has not requested the execution of the automatic traveling operation (step S11: No), the ECU 19 ends the automatic traveling operation shown in FIG. After that, the ECU 19 may restart the automatic traveling operation shown in FIG. 2 after the lapse of the first predetermined period.

  On the other hand, if the result of determination in step S11 is that the occupant has requested execution of an automatic traveling operation (step S11: Yes), the information acquisition unit 191 determines that the external situation information and vehicle position information have been acquired. , Target route information and map information are acquired (step S12). After that, the traveling control unit 192 generates a traveling plan based on the external situation information, the vehicle position information, the target route information, and the map information report (step S13). Then, the traveling control unit 192 controls the vehicle 1 so that the vehicle 1 automatically travels based on the traveling plan generated in step S13 (step S14).

  After that, the ECU 19 determines whether or not the passenger requests the stop of the automatic traveling operation (step S15). The passenger can use the HMI 14 to request stop of the automatic traveling operation.

  When it is determined that the passenger does not request the stop of the automatic traveling operation as a result of the determination in step S15 (step S15: No), the ECU 19 starts from step S12 every time the second predetermined period elapses. The operation of step S14 is repeated. Therefore, the vehicle 1 continues to automatically travel so as to travel on the target route on the target route based on the travel plan that is periodically generated.

  On the other hand, as a result of the determination in step S15, when it is determined that the passenger requests the stop of the automatic traveling operation (step S15: Yes), the ECU 19 ends the automatic traveling operation shown in FIG. . After that, the ECU 19 may restart the automatic traveling operation shown in FIG. 2 after the lapse of the first predetermined period.

(2-2) Technical Problem Caused by Automatic Driving Operation As described above, the vehicle 1 starts the automatic driving based on the driving plan when the passenger requests the execution of the automatic driving operation. Therefore, even if a person exists outside the vehicle 1, if the passenger does not notice the presence of the person and requests the execution of the automatic traveling operation, the vehicle 1 is based on the traveling plan. Automatic driving will start.

  Normally, a person existing outside the vehicle 1 is detected by the sensor 11. Therefore, even if the passenger does not notice the presence of a person and requests the execution of the automatic traveling operation, the traveling plan is generated in consideration of the person existing outside the vehicle 1. For example, the travel plan is generated so as to avoid the vehicle 1 from coming into contact with a person. For example, the travel plan is generated such that the vehicle 1 is stopped and stands by until the safety of a person existing outside the vehicle 1 is secured.

  However, as shown in FIG. 3, there may be a blind spot around the vehicle 1 that is not included in the detection range of the sensor 11. FIG. 3 shows the detection range (imaging range) 111a of the camera 111, the detection range 112a of the front radar 112, the detection range 113a of the side radar 113, and the detection range 114a of the rear radar 114. 3 shows an example in which the side radar 113 includes the side radar 113-fr, the side radar 113-rr, the side radar 113-fl, and the side radar 113-rl. The side radar 113-fr detects an object existing in the detection range 113a-fr set on the front right side of the vehicle 1 by emitting a radio wave toward the front right side of the vehicle. The side radar 113-rr detects an object existing in the detection range 113a-rr set on the right rear side of the vehicle 1 by emitting a radio wave toward the right rear side of the vehicle. The side radar 113-fl detects an object existing in the detection range 113a-fl set on the left front side of the vehicle 1 by emitting a radio wave toward the left front side of the vehicle. The side radar 113-rl detects an object existing in the detection range 113a-rl set to the left rear side of the vehicle 1 by emitting a radio wave toward the left rear side of the vehicle.

  As shown in FIG. 3, a partial area on the side of the vehicle 1 and a partial area on the rear of the vehicle 1 are blind spots. The sensor 11 cannot detect a person present in the blind spot. Therefore, if there is a person in the blind spot, the travel plan is generated without considering the person despite the presence of the person outside the vehicle 1. As a result, the stopped vehicle 1 may start due to the automatic traveling operation.

  Here, as shown in FIG. 3, the blind spot of the sensor 11 is located in the immediate vicinity of the vehicle 1. Therefore, the person present in the blind spot may be touching the vehicle 1. Therefore, in order to ensure the safety of the person, it is preferable that the vehicle 1 does not start by the automatic traveling operation under the condition that the person in the blind spot touches the vehicle 1. Therefore, in the present embodiment, the start restriction operation is performed in order to prevent the vehicle 1 from starting due to the automatic traveling operation in the situation where a person existing in the blind spot is touching the vehicle 1.

(2-3) with reference to the flow diagram 4 of the starting limit operation flow will be described starting limiting operation the vehicle 1 of the embodiment. As shown in FIG. 4, the start restriction unit 193 determines whether or not the automatic traveling operation is being executed (step S201). As a result of the determination in step S201, when it is determined that the automatic traveling operation is not executed (step S201: No), the start limiting unit 193 further requests the passenger to newly execute the automatic traveling operation. It is determined whether or not (step S202). The operation of step S202 may be the same as the operation of step S11 of FIG. 2 described above.

  As a result of the determination in step S202, when it is determined that the passenger does not newly request the execution of the automatic traveling operation (step S202: No), the stopped vehicle 1 is started by the automatic traveling operation. Does not occur. Therefore, in this case, the ECU 19 ends the start limiting operation shown in FIG. After that, the ECU 19 may restart the start limiting operation shown in FIG. 4 after the third predetermined period has elapsed.

  On the other hand, as a result of the determination in step S201 or S202, when it is determined that the automatic traveling operation is being executed or the passenger newly requests the execution of the automatic traveling operation (step S201: Yes or step (S202: Yes), the start restriction unit 193 determines whether or not the vehicle 1 is stopped (step S203).

  When it is determined that the vehicle 1 is not stopped as a result of the determination in step S203 (step S203: No), it is unlikely that a situation in which the stopped vehicle 1 is started by the automatic traveling operation will occur immediately. . Therefore, in this case, the ECU 19 ends the start limiting operation shown in FIG. After that, the ECU 19 may restart the start limiting operation shown in FIG. 4 after the third predetermined period has elapsed.

  On the other hand, when it is determined that the vehicle 1 is stopped as a result of the determination in step S203 (step S203: Yes), the information acquisition unit 191 acquires the external situation information which is the detection result of the sensor 11. .. The information acquisition unit 191 outputs the acquired external situation information to the start restriction unit 193. The start restriction unit 193 determines whether or not an object (typically, a person) is present near the vehicle 1 based on the external situation information (step S204).

  As a result of the determination in step S204, when it is determined that an object exists near the vehicle 1 (step S204: Yes), in order to ensure the safety of the person when the object is a person, the start restriction is set. The unit 193 controls the traveling control unit 192 so as to limit (that is, prohibit or stop) the start of the vehicle 1 by the automatic traveling operation (step S213). As a result, the stopped vehicle 1 does not start due to the automatic traveling operation.

  As described above, when the sensor 11 detects an object, the travel plan itself is generated in consideration of the existence of the object. Therefore, even if the start limiting unit 193 does not limit the start of the vehicle 1, the safety of the person can be ensured. Therefore, the start limiting unit 193 does not have to perform the operation of step S204.

  On the other hand, when it is determined that there is no object in the vicinity of the vehicle 1 as a result of the determination in step S204 (step S204: No), it is assumed that no person exists in the detection range of the sensor 11. However, as described above, the possibility that a person exists in the blind spot of the sensor 11 still remains. For this reason, the start limiting unit 193 performs the operations in and after step S205 in consideration of the possibility that a person is present in the blind spot of the sensor 11. Specifically, the start limiting unit 193 first determines whether or not the automation level of the automatic traveling operation is high (specifically, whether or not the automation level is equal to or higher than a predetermined level) (step S205).

  The automation level increases as the degree of involvement of the passenger in the automatic running of the vehicle 1 decreases. That is, as the automation level increases, the number of operations that the occupant has to participate in (that is, the occupant must operate) to drive the vehicle 1 decreases. Therefore, in the operation of determining whether or not the automation level of the automatic traveling operation in step S205 is high (specifically, whether or not the automation level is equal to or higher than a predetermined level), the degree of involvement of the passenger in the automatic traveling of the vehicle 1 is predetermined. This corresponds to the operation of determining whether the degree is less than or equal to the degree. As such an automation level, an existing automation level defined by at least one of OICA, NHTSA, SAE, VDA, BASt and MLIT may be used.

  As a result of the determination in step S205, when it is determined that the automation level is high (that is, the degree of involvement of the passenger in the automatic traveling is equal to or lower than the predetermined degree) (step S205: Yes), the start limiting unit 193 determines that the vehicle A relatively strict first condition is set as the contact ON condition corresponding to the condition for restricting the start of 1 (step S206). On the other hand, as a result of the determination in step S205, if it is determined that the automation level is not high (that is, the degree of involvement of the passenger in the automatic traveling is higher than the predetermined degree) (step S205: No), the start limiting unit 193 sets a relatively gentle second condition as the contact ON condition (step S207). That is, when the automation level is not high, the start limiting unit 193 is likely to determine that the contact detection information that is the detection result of the touch sensor 17 satisfies the contact ON condition, as compared with the case where the automation level is high. As described above, the contact ON condition is changed.

  The contact ON condition may include a condition that “the touch sensor 17 continuously detects a human contact for a predetermined time or more”. In this case, the "predetermined time" defining the contact ON condition (second condition) set when the automation level is not high defines the contact ON condition (first condition) set when the automation level is high. It is shorter than the "predetermined time". Alternatively, the contact ON condition may include a condition that “the touch sensor 17 has detected a human contact continuously a predetermined number of times or more”. In this case, the "predetermined number of times" defining the contact ON condition (second condition) set when the automation level is not high defines the contact ON condition (second condition) set when the automation level is high. It is less than the "predetermined time". Alternatively, the contact ON condition may include any other condition related to the detection of a human contact by the touch sensor 17.

  However, if the contact ON condition is not changeable, the start limiting unit 193 does not have to change the contact ON condition. That is, the contact ON condition set when the automation level is not high may be the same as the contact ON condition set when the automation level is high. An example of such a contact ON condition is a condition that “the touch sensor 17 detects a human contact”.

  After that, the information acquisition unit 191 acquires the communication information which is the communication result of the antenna 18. Furthermore, the information acquisition unit 191 outputs the acquired communication information to the start restriction unit 193. After that, the start restriction unit 193 determines whether the person who holds the smart key 20 exists outside the vehicle 1 based on the communication information (step S208). For example, when the communication information indicates that the smart key 20 and the antenna 18 exchanged information by wireless communication, the smart key 20 exists in the communication range of the antenna 18 set outside the vehicle 1 ( That is, there is a person who owns the smart key 20). Therefore, in this case, the start restriction unit 193 may determine that the person who holds the smart key 20 exists outside the vehicle 1. On the other hand, for example, when the communication information indicates that the smart key 20 and the antenna 18 do not exchange information by wireless communication, the smart key 20 does not exist in the communication range of the antenna 18 (that is, the smart key 20 does not exist). There is also a person holding the key 20). Therefore, in this case, the start restriction unit 193 may determine that the person who holds the smart key 20 does not exist outside the vehicle 1.

  When it is determined that the person who owns the smart key 20 exists outside the vehicle 1 as a result of the determination in step S208 (step S208: Yes), the information acquisition unit 191 detects the detection result of the touch sensor 17 (that is, Contact detection information) is acquired (step S211). Further, the information acquisition unit 191 outputs the acquired contact detection information to the transmission control unit 193. The start restriction unit 193 determines whether the contact detection information satisfies the contact ON condition (step S212).

  When it is determined that the contact detection information satisfies the contact ON condition as a result of the determination in step S212 (step S212: Yes), a person who cannot be detected by the sensor 11 exists outside the vehicle 1. It is estimated that the vehicle 1 is in contact (in other words, the vehicle 1 is being touched). Further, step S212 is performed when the person holding the smart key 20 is outside the vehicle 1. Therefore, it is estimated that there is a person who is in contact with the vehicle 1 and has the smart key 20 in the blind spot of the sensor 11. Therefore, in this case, the start limiting unit 193 controls the traveling control unit 192 so as to limit the starting of the vehicle 1 by the automatic traveling operation (step S213). As a result, the stopped vehicle 1 does not start due to the automatic traveling operation. After that, the ECU 19 repeats the operations from step S201.

  As an example of a situation in which a person who is in touch with the vehicle 1 and has the smart key 20 exists outside the vehicle 1, a passenger who once got into the vehicle 1 and requested the start of the automatic traveling operation is under some pressure. It is assumed that the smart key 20 is held and the vehicle goes out of the vehicle 1. In this case, the passenger opens the door to get out of the vehicle 1. Alternatively, the passenger opens the door in order to board the vehicle 1 again after once getting out of the vehicle 1. Therefore, the passenger is likely to touch the door knob. Alternatively, if the occupant is out of the vehicle 1 to put an unloaded luggage in the luggage room, the occupant is likely to touch the luggage knob. Therefore, a situation may occur in which a person who is touching the vehicle 1 and who holds the smart key 20 exists outside the vehicle 1.

  As an example of a situation in which a person who is touching the vehicle 1 and has the smart key 20 exists outside the vehicle 1, the smart key 20 is owned by two passengers, and one of the two passengers is It is assumed that the vehicle 1 (for example, the driver's seat) has already been requested to start the automatic traveling operation, and the other of the two passengers is not yet in the vehicle (for example, the passenger seat). In this case, the other passenger opens the door to get into the vehicle 1. Therefore, the passenger is likely to touch the door knob. Therefore, a situation may occur in which a person who is touching the vehicle 1 and who holds the smart key 20 exists outside the vehicle 1.

  In any of the situations, in the present embodiment, when the person who is in contact with the vehicle 1 and has the smart key 20 is outside the vehicle 1, the stopped vehicle 1 is started by the automatic traveling operation. There is nothing to do. Therefore, the safety of the person existing outside the vehicle 1 is ensured.

  On the other hand, as a result of the determination in step S212, when it is determined that the contact detection information does not satisfy the contact ON condition (step S212: No), it is estimated that the vehicle 1 is touched outside the vehicle 1. It is presumed that no one will be. Therefore, in this case, the start limiting unit 193 does not have to limit the start of the vehicle 1 by the automatic traveling operation. That is, the start restriction unit 193 controls the travel control unit 192 to allow the vehicle 1 to start by the automatic travel operation (step S214). As a result, the stopped vehicle 1 can be started by the automatic traveling operation. After that, the ECU 19 repeats the operations from step S201.

  On the other hand, as a result of the determination in step S208, when it is determined that the person holding the smart key 20 does not exist outside the vehicle 1 (step S208: No), the ECU 19 performs the operation shown in FIG. Specifically, the information acquisition unit 191 acquires contact detection information (step S221). Further, the information acquisition unit 191 outputs the acquired contact detection information to the ECU 19. The start restriction unit 193 determines whether the contact detection information satisfies the contact ON condition (step S222).

  When it is determined that the contact detection information satisfies the contact ON condition as a result of the determination in step S222 (step S222: Yes), a person who cannot be detected by the sensor 11 exists outside the vehicle 1 ( In other words, it is estimated that the vehicle 1 is being touched). Furthermore, step S222 is performed when a person who does not have the smart key 20 exists outside the vehicle 1. Therefore, it is estimated that there is a person who is in contact with the vehicle 1 and does not have the smart key 20 in the blind spot of the sensor 11. On the other hand, step S222 is performed when the automatic traveling operation has already been executed or when the passenger newly requests the execution of the automatic traveling operation. Therefore, it is estimated that the passenger holding the smart key 20 is already in the vehicle 1.

  Therefore, in this case, the start restriction unit 193 first controls the HMI 14 so as to notify the passenger of the warning that there is a person touching the vehicle 1 (step S225). In this case, the start restriction unit 193 may notify the passenger of a direction in which it is estimated that there will be a person touching the vehicle 1 so that the passenger can check the person touching the vehicle 1. .. Alternatively, the start restriction unit 193 may notify the passenger of a position where it is estimated that there is a person touching the vehicle 1 so that the passenger can confirm the person touching the vehicle 1.

  Furthermore, the start restriction unit 193 controls the HMI 14 so as to confirm with the passenger whether or not the start of the vehicle 1 by the automatic traveling operation is permitted (step S225). The start restriction unit 193 determines whether or not the passenger has permitted the start of the vehicle 1 by the automatic traveling operation by monitoring the operation of the passenger performed via the HMI 14 (step S226). The start restriction unit 193, in addition to or instead of monitoring the operation of the passenger performed through the HMI 14, a voice recognition process for recognizing an instruction by the passenger's voice, and an instruction by the facial expression of the passenger. By using at least one of the facial expression recognition processing and the gesture recognition processing for recognizing an instruction by the passenger's gesture, it is determined whether or not the passenger permits the vehicle 1 to start by the automatic traveling operation. Good.

  As a result of the determination in step S226, when the passenger does not permit the vehicle 1 to start by the automatic traveling operation (step S226: No), the start limiting unit 193 limits the start of the vehicle 1 by the automatic traveling operation. The traveling control unit 192 is controlled (step S223). On the other hand, as a result of the determination in step S226, when the passenger permits the vehicle 1 to start by the automatic traveling operation (step S226: Yes), the start limiting unit 193 permits the vehicle 1 to start by the automatic traveling operation. The traveling control unit 192 is controlled so as to do so (step S224). That is, the stopped vehicle 1 does not start by the automatic traveling operation until the passenger who recognizes the presence of the person touching the vehicle 1 permits the vehicle 1 to start the automatic traveling operation. In other words, only when the passenger who recognizes the presence of the person touching the vehicle 1 allows the vehicle 1 to start by the automatic traveling operation, the stopped vehicle 1 can start by the automatic traveling operation. Become. After that, the ECU 19 repeats the operation after step S201 in FIG.

  On the other hand, as a result of the determination in step S222, when it is determined that the contact detection information does not satisfy the contact ON condition (step S222: No), the start limiting unit 193 starts the vehicle 1 by the automatic traveling operation. The traveling control unit 192 is controlled so as to permit (step S224). As a result, the stopped vehicle 1 can be started by the automatic traveling operation. After that, the ECU 19 repeats the operation after step S201 in FIG.

  The operation of step 221 of FIG. 5 is the same as the operation of step S211 of FIG. The operation of step 222 of FIG. 5 is the same as the operation of step S212 of FIG. The operation of step 223 of FIG. 5 is the same as the operation of step S213 of FIG. The operation of step 224 of FIG. 5 is the same as the operation of step S214 of FIG.

  As described above, when there is a person touching at least one of the door knob and the luggage knob (that is, the outer surface of the vehicle 1), the ECU 19 starts the vehicle 1 which is stopped by the automatic traveling operation. Can be restricted. Therefore, even if there is a person touching the vehicle 1 at the blind spot of the sensor 11, the safety of the person is ensured.

  In the present embodiment, as the contact ON condition corresponding to the condition for restricting the start of the vehicle 1, instead of the condition that the touch sensor 17 simply detects the contact of the person, the contact of the person is continued for a predetermined time or more. It is possible to adopt the condition that the detected or human contact is continuously detected a predetermined number of times or more. Therefore, the ECU 19 can appropriately determine whether or not there is a person touching the vehicle 1 at the blind spot of the sensor 11 while eliminating the influence of noise included in the detection result of the touch sensor 17. Specifically, it is assumed that the touch sensor 17 outputs a detection signal that becomes a high level when a human contact is detected and a low level when a human contact is not detected. In this case, noise may be superimposed on the detection signal due to the influence of weather such as rain or vibration of the vehicle 1. In this case, due to the influence of noise, there is a possibility that the originally low level signal becomes a high level signal. Therefore, when the condition that the touch sensor 17 simply detects the contact of a person (it is detected once) is set as the contact ON condition, the vehicle 1 is touched due to the influence of noise (especially, the touch sensor 17 is touched). There is a possibility that it is determined that there is a person who is touching the vehicle 1 even though there is no person. Alternatively, due to the influence of noise, a signal that is originally at a high level may become a low level signal. Therefore, it may be determined that there is no person touching the vehicle 1 even though there is a person touching the vehicle 1 (particularly touching the touch sensor 17). Here, considering that the influence of noise is often temporary, the condition that the contact of the person is continuously detected for a predetermined time or more or the contact of the person is continuously detected for a predetermined number of times or more is ON. If set as a condition, the influence of noise can be eliminated.

  The condition that human contact is continuously detected for a predetermined time or more or human contact is continuously detected a predetermined number of times or more is set for the purpose of eliminating the influence of noise on the detection result of the touch sensor 17. In consideration of this, any other condition that can eliminate the influence of noise may be set as the contact ON condition.

  In the present embodiment, the contact ON condition can be changed according to the automation level. Here, when the automation level is not high, there are relatively many operations in which the passenger must be involved in order to drive the vehicle 1. Therefore, the passenger is less likely to notice the person present in the blind spot of the sensor 11 (or the blind spot for the passenger) because the passenger himself/herself is concerned about the operation performed by the passenger. Therefore, when the automation level is not high, there is a person touching the vehicle 1 in order to make it easier to limit the starting of the stopped vehicle 1 by the automatic traveling operation (that is, to make it more difficult to start the vehicle). A relatively gentle contact ON condition is set so as to facilitate the determination.

  In the present embodiment, when a person who does not have the smart key 20 touches the vehicle 1, it is highly possible that a passenger who has the smart key is already in the vehicle 1. The passenger is informed of the warning that there is a person touching the vehicle 1. Therefore, the passenger can grasp the situation around the vehicle 1, and thus can implicitly urge the passenger to perform an operation for ensuring safety. Furthermore, in this case, the passenger is asked whether or not to permit the vehicle 1 to start by the automatic traveling operation. As a result, the stopped vehicle 1 does not start by the automatic traveling operation until the passenger permits the vehicle 1 to start by the automatic traveling operation. Therefore, even when a person who does not have the smart key 20 is touching the vehicle 1, the safety of the person is ensured.

  Furthermore, since it is confirmed to the passenger whether or not the vehicle 1 is permitted to start by the automatic traveling operation, it is possible to eliminate the inconvenience that the start of the vehicle 1 by the automatic traveling operation is unnecessarily limited. For example, the detection result that a person who does not have the smart key 20 is touching the vehicle 1 may be an erroneous detection due to deterioration of the performance of the touch sensor 17 or the like. That is, there may be a case where it is determined that there is a person touching the vehicle 1 even though no person is touching the vehicle 1. In this case, if the passenger does not confirm whether or not to permit the start of the vehicle 1 by the automatic traveling operation, the stopped vehicle 1 may start until the deterioration of the performance of the touch sensor 17 is resolved. Can not. On the other hand, when the passenger confirms whether or not the vehicle 1 is allowed to start by the automatic traveling operation, the vehicle is stopped as soon as it is confirmed by visual inspection of the passenger that no one is touching the vehicle 1. The moving vehicle 1 can start.

  In the above description, the touch sensor 17 includes the door sensor 171 and the luggage sensor 172. However, the touch sensor 17 may include, in addition to or instead of at least one of the door sensor 171 and the luggage sensor 172, a sensor that detects whether or not a person touches an arbitrary portion of the outer surface of the vehicle 1. Good. In particular, the touch sensor 17 may include a sensor that detects whether or not a person on the outer surface of the vehicle 1 that is present in a blind spot of the sensor 11 and may be touched by a person is touched by the person.

  In the above description, when it is determined that the vehicle 1 is stopped, the ECU 19 determines whether or not an object (typically, a person) is present in the vicinity of the vehicle 1 (see FIG. 4). Step S204), it is determined whether or not the automation level is high (step S205 in FIG. 4), and it is determined whether or not the person holding the smart key 20 exists outside the vehicle 1 (step in FIG. 4). S208). However, when it is determined that the vehicle 1 is stopped, the ECU 19 determines whether the contact detection information satisfies the contact ON condition without performing the operations of steps S204, S205, and S208 of FIG. You may judge (step S212 of FIG. 4).

  The one constituent element described in the above-described embodiment can be appropriately combined with the other constituent element described in the above-described embodiment. Some of the constituent elements described in the above embodiments may not be used.

  The present invention can be appropriately modified without departing from the scope or spirit of the invention that can be read from the claims and the entire specification, and a vehicle control device accompanied by such modification is also within the technical concept of the present invention. included.

1 Vehicle 11 Sensor 17 Touch Sensor 18 Antenna 19 ECU
191 Information acquisition unit 192 Travel control unit 193 Start restriction unit 20 Smart key

Claims (5)

A vehicle control device for controlling a vehicle capable of performing automatic traveling using a detection result of a detection device for detecting an external condition of the vehicle,
Detection means for detecting whether or not a person existing outside the vehicle is in contact with an outer surface of the vehicle existing in a blind spot of the detection device,
A vehicle control device comprising: a control unit that controls the vehicle so that the stopped vehicle does not start due to the automatic traveling when it is detected that the person is touching the outer surface. The control means controls the vehicle so that the stopped vehicle does not start due to the automatic traveling when the detection result of the detection means that the person is touching the outer surface satisfies a predetermined condition. The vehicle control device according to claim 1, wherein: The control means, the predetermined condition when the degree of involvement of the passenger in the automatic traveling is greater than a predetermined degree, so that the predetermined condition when the degree of involvement is less than or equal to the predetermined degree is milder, The vehicle control device according to claim 2, wherein the predetermined condition is changed. A radio signal transmitted from a portable device used to drive the vehicle, further comprising receiving means for receiving the portable signal when the portable device exists within a predetermined area set outside the vehicle,
The control means (i) when it is detected from the reception result of the reception means that the person touching the outer surface is detected and that the person who touches the outer surface does not have the portable device. The vehicle that is stopped until the passenger permits the vehicle to start by the automatic driving after informing the passenger that the person is touching the outer surface (ii). Controls the vehicle so that the vehicle does not start by the automatic driving, and (iii) after the notification, if the passenger permits the vehicle to start by the automatic driving, the stopped vehicle is The vehicle control device according to any one of claims 1 to 3, wherein the vehicle control device is allowed to start by automatic traveling. The detection means detects whether or not the person touches at least one of a first operation tool for opening and closing the door of the vehicle and a second operation tool for opening and closing the luggage compartment of the vehicle. The vehicle control device according to any one of claims 1 to 4, wherein: