WO2017183072A1

WO2017183072A1 - Vehicle control system, vehicle communication system, vehicle control method, and vehicle control program

Info

Publication number: WO2017183072A1
Application number: PCT/JP2016/062220
Authority: WO
Inventors: 正彦朝倉; 邦道波多野; 尚人千; 正明阿部
Original assignee: 本田技研工業株式会社
Priority date: 2016-04-18
Filing date: 2016-04-18
Publication date: 2017-10-26
Also published as: JP6572506B2; JPWO2017183072A1

Abstract

A vehicle control system, provided with: a recognition unit for recognizing the status of the periphery of a host vehicle; an automatic driving control unit for implementing automatic driving that automatically controls at least one of the acceleration and deceleration, and the steering, of the host vehicle; and a jamming control unit for, on the basis of the status recognized by the recognition unit, jamming communication of a terminal device that is brought into the vehicle cabin of the host vehicle and can be operated by an occupant of the host vehicle when the automatic driving is implemented by the automatic driving control unit.

Description

Vehicle control system, communication system for vehicle, vehicle control method, and vehicle control program

The present invention relates to a vehicle control system, a communication system for a vehicle, a vehicle control method, and a vehicle control program.

Conventionally, a target control amount for automatically controlling at least one of the steering angle of the steering wheel and the braking / driving force of the vehicle is calculated according to the traveling condition of the vehicle, and the steering angle of the steering wheel is calculated based on the target control amount. An automatic driving control method of a vehicle is disclosed which automatically controls at least one of the braking / driving force of the vehicle (see, for example, Patent Document 1).

JP, 2015-157513, A

Even during automatic driving, it may be necessary for the occupants of the vehicle to monitor the surroundings. In the prior art, there were cases where the vehicle occupant could not be guided to monitor the surroundings.

The present invention has been made in consideration of such circumstances, and has as its object to guide the attention of a vehicle occupant around.

The invention according to claim 1 comprises a recognition unit that recognizes a situation around the host vehicle, and an automatic driving control unit that performs automatic driving that automatically controls at least one of acceleration and deceleration of the host vehicle and steering. When the automatic driving control unit performs the automatic driving, the terminal device is brought into the compartment of the host vehicle and can be operated by an occupant of the host vehicle based on the situation recognized by the recognition unit. And a jamming control unit for jamming communication.

The vehicle control system according to a second aspect of the present invention is the vehicle control system according to the first aspect, further comprising: a prediction unit that predicts that the degree of the automatic driving is reduced based on the situation recognized by the recognition unit; However, when it is predicted by the prediction unit that the degree of the automatic driving decreases, the communication of the terminal device is interrupted.

According to a third aspect of the present invention, in the vehicle control system according to the first or second aspect, the vehicle control system further includes a radio wave transmission unit for transmitting a radio wave, and the jamming control unit uses the radio wave transmission unit. It sends out jamming waves that disturb communication.

The invention according to a fourth aspect is the vehicle control system according to any one of the first to third aspects, further comprising a vehicle interior communication unit that performs pairing connection with the terminal device; The control unit transmits a signal notifying a danger to the terminal device by the pairing connection by the in-room communication unit based on the situation recognized by the recognition unit.

The invention according to claim 5 is the vehicle control system according to any one of claims 1 to 3, further comprising a vehicle interior communication unit for performing pairing connection with the terminal device, the disturbance The control unit transmits a signal for suppressing the use of the terminal device to the terminal device by the pairing connection by the communication unit for the inside of the room based on the situation recognized by the recognition unit.

The invention according to claim 6 is the vehicle control system according to claim 4 or 5, wherein the interference control unit does not establish a pairing connection between the in-room communication unit and the terminal device. Further, the jamming radio wave is transmitted using the radio wave transmission unit.

The invention according to claim 7 is the vehicle control system according to any one of claims 4 to 6, wherein the in-vehicle communication unit performs pairing connection using an electromagnetic wave that is not disturbed by the jamming radio wave. It is a thing.

According to an eighth aspect of the present invention, in the vehicle control system according to the seventh aspect, the electromagnetic wave not disturbed by the jamming wave is a wave of a frequency band different from that of the jamming wave.

According to a ninth aspect of the present invention, there is provided an in-vehicle communication section which is brought into a vehicle compartment of a host vehicle and performs pairing connection with a terminal device operable by an occupant of the host vehicle, and interference that interferes with communication of the terminal device. A jamming radio wave which is a radio wave and does not disturb the pairing connection by the in-room communication unit is transmitted, and the pairing connection is established between the in-room communication unit and the terminal device; And a radio wave transmission unit for stopping transmission of the vehicle.

In the invention according to claim 10, the on-vehicle computer executes an automatic operation in which a situation around the own vehicle is recognized, and at least one of acceleration and deceleration of the own vehicle and steering is automatically controlled. It is a vehicle control method which is brought into the compartment of the host vehicle and interferes with communication of a terminal device operable by an occupant of the host vehicle based on the recognized situation.

The invention according to claim 11 causes the on-vehicle computer to recognize the situation around the host vehicle, and to execute automatic driving to automatically control at least one of acceleration and deceleration and steering of the host vehicle, and to execute the automatic driving. It is a vehicle control program which is brought into the compartment of the host vehicle and interferes with communication of a terminal device operable by an occupant of the host vehicle based on the recognized situation, in the case of implementation.

According to the invention described in each claim, the attention of the vehicle occupant can be guided to the periphery.

It is a figure which shows the component of the own vehicle M. FIG. FIG. 2 is a functional configuration diagram centering on a vehicle control system 100. FIG. 2 is a functional configuration diagram of a host vehicle M. It is a block diagram of HMI70. It is a figure which shows a mode that the relative position of the own vehicle M with respect to the traffic lane L1 is recognized by the own vehicle position recognition part 140. FIG. It is a figure which shows an example of the action plan produced | generated about a certain area. It is a figure which shows an example of a structure of the track | orbit production | generation part 146. As shown in FIG. It is a figure which shows an example of the candidate of the track | orbit produced | generated by the track | orbit candidate production | generation part 146B. It is a figure which expressed the candidate of the track generated by track candidate generation part 146B with track point K. It is a figure which shows lane change target position TA. It is a figure which shows the speed generation model at the time of assuming that the speed of three surrounding vehicles is constant. FIG. 6 is a diagram showing an example of the configuration of an HMI control unit 170. It is a figure which shows an example of the information output from HMI70. It is a figure which shows an example of the correspondence of the transmission electromagnetic wave in every automatic driving | running | working mode. 5 is a flowchart showing an example of the flow of processing performed by the vehicle control system 100. It is a flowchart which shows an example of the flow of the process performed by the paired terminal 97. FIG. It is a figure which shows an example of the screen based on a warning signal. It is a figure which shows the other example of the correspondence of the transmission electromagnetic wave in every automatic driving mode. 5 is a flowchart illustrating another example of the flow of processing performed by the vehicle control system 100.

Hereinafter, embodiments of a vehicle control system, a communication system for a vehicle, a vehicle control method, and a vehicle control program according to the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing components of a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle control system 100 of the embodiment is mounted. The vehicle on which the vehicle control system 100 is mounted is, for example, a two-, three-, or four-wheeled vehicle, such as a vehicle powered by an internal combustion engine such as a diesel engine or gasoline engine, or an electric vehicle powered by an electric motor. And hybrid vehicles having an internal combustion engine and an electric motor. An electric car is driven using electric power discharged by cells, such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, and an alcohol fuel cell, for example.

As shown in FIG. 1, in the host vehicle M, sensors such as finders 20-1 to 20-7, radars 30-1 to 30-6, and a camera 40, a navigation device 50, and a vehicle control system 100 are provided. Will be mounted.

The finders 20-1 to 20-7 are, for example, LIDAR (Light Detection and Ranging, or Laser Imaging Detection and Ranging) which measures the scattered light with respect to the irradiation light and measures the distance to the object. For example, the finder 20-1 is attached to a front grill or the like, and the finders 20-2 and 20-3 are attached to the side of a vehicle body, a door mirror, the inside of a headlight, the vicinity of a side light, or the like. The finder 20-4 is attached to the trunk lid or the like, and the finders 20-5 and 20-6 are attached to the side of the vehicle body, the inside of the taillight, or the like. The finders 20-1 to 20-6 described above have, for example, a detection area of about 150 degrees in the horizontal direction. The finder 20-7 is attached to the roof or the like. The finder 20-7 has, for example, a detection area of 360 degrees in the horizontal direction.

The radars 30-1 and 30-4 are, for example, long-distance millimeter-wave radars whose detection region in the depth direction is wider than other radars. The radars 30-2, 30-3, 30-5, and 30-6 are middle-range millimeter-wave radars that have a narrower detection area in the depth direction than the radars 30-1 and 30-4.

Hereinafter, when the finders 20-1 to 20-7 are not particularly distinguished, they are simply described as "finder 20", and when the radars 30-1 to 30-6 are not distinguished particularly, they are simply described as "radar 30". The radar 30 detects an object by, for example, a frequency modulated continuous wave (FM-CW) method.

The camera 40 is a digital camera using a solid-state imaging device such as, for example, a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). The camera 40 is attached to the top of the front windshield, the rear of the rearview mirror, and the like. The camera 40, for example, periodically and repeatedly images the front of the host vehicle M. The camera 40 may be a stereo camera including a plurality of cameras.

The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

FIG. 2 is a functional configuration diagram centering on the vehicle control system 100 according to the embodiment. The host vehicle M includes a detection device DD including a finder 20, a radar 30, and a camera 40, a navigation device 50, a wireless communication device 55, a vehicle sensor 60, an HMI (Human Machine Interface) 70, and vehicle control. A system 100, a traveling driving force output device 200, a steering device 210, and a braking device 220 are mounted. These devices and devices are mutually connected by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network or the like. Note that the vehicle control system in the claims does not refer to only the "vehicle control system 100", but may include configurations other than the vehicle control system 100 (such as the detection device DD and the HMI 70). The vehicle control system 100 is also an example of a vehicular communication system.

The navigation device 50 has a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device functioning as a user interface, a speaker, a microphone, and the like. The navigation device 50 specifies the position of the host vehicle M by the GNSS receiver, and derives the route from the position to the destination specified by the user. The route derived by the navigation device 50 is provided to the target lane determination unit 110 of the vehicle control system 100. The position of the host vehicle M may be identified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. In addition, when the vehicle control system 100 is executing the manual operation mode, the navigation device 50 provides guidance by voice or navigation display on the route to the destination. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50. In addition, the navigation device 50 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by the user. In this case, transmission and reception of information are performed between the terminal device and the vehicle control system 100 by wireless or wired communication.

The wireless communication device 55 performs wireless communication using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like. The wireless communication device 55 performs wireless communication with a server for providing information of a system for monitoring the traffic condition of a road, such as VICS (registered trademark) (Vehicle Information and Communication System), for example. And information (hereinafter, referred to as traffic information) indicating the traffic condition of the road scheduled to travel. Traffic information includes traffic congestion information ahead, time required for traffic congestion points, accident / faulty car / construction information, speed regulation / lane regulation information, location of parking lot, full / empty car information of parking lot / service area / parking area etc. Information is included. In addition, the wireless communication device 55 acquires the above traffic information by communicating with a wireless beacon provided on a side band of a road or the like and performing inter-vehicle communication with other vehicles traveling around the host vehicle M. You may

The vehicle sensor 60 includes a vehicle speed sensor that detects a vehicle speed, an acceleration sensor that detects an acceleration, a yaw rate sensor that detects an angular velocity about a vertical axis, an orientation sensor that detects the direction of the host vehicle M, and the like.

FIG. 3 is a block diagram of the HMI 70. As shown in FIG. The HMI 70 has, for example, a configuration of a driving operation system and a configuration of a non-driving operation system. These boundaries are not clear and the configuration of the driving system may have the function of the non-driving system (or vice versa).

The HMI 70 shifts, for example, an accelerator pedal 71, an accelerator opening sensor 72, an accelerator pedal reaction force output device 73, a brake pedal 74 and a brake depression amount sensor (or a master pressure sensor or the like) 75 as a configuration of a driving operation system. It includes a lever 76 and a shift position sensor 77, a steering wheel 78, a steering angle sensor 79 and a steering torque sensor 80, and other driving operation devices 81.

The accelerator pedal 71 is an operation element for receiving an acceleration instruction (or a deceleration instruction by a return operation) by a vehicle occupant. The accelerator opening sensor 72 detects the amount of depression of the accelerator pedal 71 and outputs an accelerator opening signal indicating the amount of depression to the vehicle control system 100. In place of the output to the vehicle control system 100, the output may be directly output to the traveling driving force output device 200, the steering device 210, or the brake device 220. The same applies to the configurations of other driving operation systems described below. The accelerator pedal reaction force output device 73 outputs a force (operation reaction force) in the opposite direction to the operation direction to the accelerator pedal 71, for example, in accordance with an instruction from the vehicle control system 100.

The brake pedal 74 is an operating element for receiving a deceleration instruction from a vehicle occupant. The brake depression amount sensor 75 detects the depression amount (or depression force) of the brake pedal 74 and outputs a brake signal indicating the detection result to the vehicle control system 100.

The shift lever 76 is an operating element for receiving an instruction to change the shift position by the vehicle occupant. The shift position sensor 77 detects a shift position instructed by the vehicle occupant, and outputs a shift position signal indicating the detection result to the vehicle control system 100.

The steering wheel 78 is an operating element for receiving a turning instruction from the vehicle occupant. The steering angle sensor 79 detects an operation angle of the steering wheel 78, and outputs a steering angle signal indicating the detection result to the vehicle control system 100. The steering torque sensor 80 detects a torque applied to the steering wheel 78, and outputs a steering torque signal indicating the detection result to the vehicle control system 100.

The other driving operation device 81 is, for example, a joystick, a button, a dial switch, a graphical user interface (GUI) switch, or the like. The other driving operation device 81 receives an acceleration instruction, a deceleration instruction, a turning instruction, and the like, and outputs the instruction to the vehicle control system 100.

The HMI 70 has, for example, a display 82, a speaker 83, a touch operation detection device 84 and a content reproduction device 85, various operation switches 86, a sheet 88 and a sheet drive device 89, and a window glass 90 as a configuration of the non-operation operation system. And a window drive device 91, a car interior camera 95, a car interior communication device 96, a paired terminal 97, and a radio wave transmission device 98.

The display device 82 is, for example, an LCD (Liquid Crystal Display), an organic EL (Electroluminescence) display device, or the like which is attached to each part of an instrument panel, an assistant seat, an arbitrary position facing a rear seat, or the like. Also, the display device 82 may be a HUD (Head Up Display) that projects an image on a front windshield or other windows. The speaker 83 outputs an audio. When the display device 82 is a touch panel, the touch operation detection device 84 detects a touch position (touch position) on the display screen of the display device 82 and outputs the touch position to the vehicle control system 100. When the display device 82 is not a touch panel, the touch operation detection device 84 may be omitted.

The content reproduction device 85 includes, for example, a DVD (Digital Versatile Disc) reproduction device, a CD (Compact Disc) reproduction device, a television receiver, and various guidance image generation devices. The display device 82, the speaker 83, the touch operation detection device 84, and the content reproduction device 85 may have a configuration in which a part or all of them is common to the navigation device 50.

The various operation switches 86 are disposed at arbitrary places in the vehicle compartment. The various operation switches 86 include an automatic operation switching switch 87 for instructing start (or future start) and stop of automatic operation. The automatic driving changeover switch 87 may be either a graphical user interface (GUI) switch or a mechanical switch. The various operation switches 86 may also include switches for driving the sheet driving device 89 and the window driving device 91.

The seat 88 is a seat on which a vehicle occupant sits. The seat driving device 89 freely drives the reclining angle, the longitudinal direction position, the yaw angle, and the like of the seat 88. The window glass 90 is provided, for example, on each door. The window drive device 91 opens and closes the window glass 90.

The in-vehicle camera 95 is a digital camera using a solid-state imaging device such as a CCD or a CMOS. The in-vehicle camera 95 is attached to a position such as a rear view mirror, a steering boss, an instrument panel, etc., at which the head of at least a head of a vehicle occupant who performs driving operation can be imaged. The camera 40, for example, periodically and repeatedly captures an image of a vehicle occupant.

A vehicle indoor communication device 96 is brought into, for example, a vehicle cabin, performs wireless communication with a terminal device operable by a vehicle occupant, and establishes a pairing connection. Similar to the wireless communication device 55, the terminal device performs wireless communication using, for example, a cellular network, a Wi-Fi network, Bluetooth, DSRC, or the like. The terminal device is, for example, an entertainment and entertainment device such as a wireless type portable game machine, a portable display, a tablet terminal, a VR (Virtual Reality) glass, and a head mounted display. The pairing connection with the terminal device may be established by an ad hoc network, or may be established by using an existing infrastructure such as the Internet. The vehicle indoor communication device 96 is not limited to the pairing connection by radio waves, and may establish the pairing connection with the terminal device by optical wireless communication such as infrared light or laser.

Further, under the control of the HMI control unit 170, the in-vehicle communication device 96 transmits a warning signal to the paired terminal 97. The warning signal is a signal for reporting a danger to a vehicle occupant using the paired terminal 97, or a signal for suppressing the use of the terminal device (a signal for limiting the function of the terminal device).

The paired terminal 97 is a terminal device in which a pairing connection has been established with the in-vehicle communication device 96.

The radio wave transmission device 98 transmits jamming radio waves that interfere with the communication of the terminal device under the control of the HMI control unit 170 described later. The frequency band of jamming radio waves is, for example, the frequency band of radio waves used in the cellular network (for example, 2.1 GHz band or 1.5 GHz band) or the frequency band of radio waves used in the Wi-Fi network (for example, 2.4 GHz band) Or 5 GHz band) or the same frequency band as a television broadcast wave. The frequency band of jamming radio waves and the frequency band of the warning signal are preferably different from each other, but may be overlapping.

Although the above-described vehicle indoor communication device 96 and the radio wave transmission device 98 have been described as independent devices, the present invention is not limited to this. The radio wave transmission device 98 is provided with a part or all of the functions of the vehicle indoor communication device 96 The in-vehicle communication device 96 may have some or all of the functions of the radio wave transmission device 98. For example, the radio transmission device 98 may perform pairing connection with the terminal device, and the in-vehicle communication device 96 may transmit the jamming radio signal or the warning signal.

Prior to the description of the vehicle control system 100, the traveling drive power output device 200, the steering device 210, and the brake device 220 will be described.

The traveling driving force output device 200 outputs traveling driving force (torque) for the vehicle to travel to the driving wheels. For example, when the host vehicle M is an automobile using an internal combustion engine as a motive power source, the traveling drive power output device 200 includes an engine, a transmission, and an engine ECU (Electronic Control Unit) for controlling the engine. In the case of an electric vehicle using an electric motor as a power source, a traveling motor and a motor ECU for controlling the traveling motor are provided, and when the host vehicle M is a hybrid vehicle, an engine, a transmission, an engine ECU, a traveling motor, And a motor ECU. When travel driving force output device 200 includes only the engine, the engine ECU adjusts the throttle opening degree, shift stage, and the like of the engine according to the information input from travel control unit 160 described later. When traveling driving force output device 200 includes only the traveling motor, motor ECU adjusts the duty ratio of the PWM signal given to the traveling motor according to the information input from traveling control unit 160. When traveling driving force output device 200 includes an engine and a traveling motor, engine ECU and motor ECU control the traveling driving force in coordination with each other in accordance with the information input from traveling control unit 160.

The steering device 210 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies a force to the rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor according to the information input from the vehicle control system 100 or the information of the steering angle or steering torque input, and changes the direction of the steered wheels.

The brake device 220 is, for example, an electric servo brake device that includes a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a braking control unit. The braking control unit of the electric servo brake device controls the electric motor in accordance with the information input from the traveling control unit 160 so that the brake torque corresponding to the braking operation is output to each wheel. The electric servo brake device may be provided with a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal to the cylinder via the master cylinder as a backup. The brake device 220 is not limited to the above-described electric servo brake device, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator according to the information input from the travel control unit 160 to transmit the hydraulic pressure of the master cylinder to the cylinder. In addition, the brake device 220 may include a regenerative brake by a traveling motor that may be included in the traveling driving force output device 200.

[Vehicle control system]
Hereinafter, the vehicle control system 100 will be described. The vehicle control system 100 is realized by, for example, one or more processors or hardware having equivalent functions. The vehicle control system 100 is configured by combining a processor such as a central processing unit (CPU), a storage device, and an electronic control unit (ECU) having a communication interface connected by an internal bus, or an MPU (micro-processing unit). It may be.

Returning to FIG. 2, the vehicle control system 100 includes, for example, a target lane determination unit 110, an automatic driving control unit 120, a travel control unit 160, an HMI control unit 170, and a storage unit 180. The automatic driving control unit 120 includes, for example, an automatic driving mode control unit 130, a host vehicle position recognition unit 140, an external world recognition unit 142, an action plan generation unit 144, a track generation unit 146, and a switching control unit 150. Prepare. The combination of the detection device DD, the wireless communication device 55, and the external world recognition unit 142 described above is an example of the “recognition unit”. The automatic driving control unit 120 and the traveling control unit 160 are examples of the “automatic driving control unit”.

The processor executes a program (software) to realize part or all of the target lane determination unit 110, the units of the automatic driving control unit 120, and the travel control unit 160. Also, some or all of these may be realized by hardware such as LSI (Large Scale Integration) or ASIC (Application Specific Integrated Circuit), or may be realized by a combination of software and hardware.

The storage unit 180 stores, for example, information such as high-accuracy map information 182, target lane information 184, action plan information 186, mode-specific operation availability information 188, and the like. The storage unit 180 is realized by a read only memory (ROM), a random access memory (RAM), a hard disk drive (HDD), a flash memory, or the like. The program executed by the processor may be stored in advance in the storage unit 180, or may be downloaded from an external device via an in-vehicle Internet facility or the like. The program may be installed in the storage unit 180 by mounting a portable storage medium storing the program in a drive device (not shown). In addition, the vehicle control system 100 may be distributed by a plurality of computer devices.

The target lane determination unit 110 is realized by, for example, an MPU. The target lane determination unit 110 divides the route provided from the navigation device 50 into a plurality of blocks (for example, in units of 100 [m] in the traveling direction of the vehicle), and refers to the high accuracy map information 182 to each block Determine your target lane. The target lane determination unit 110 determines, for example, which lane from the left the vehicle should travel. The target lane determination unit 110 determines the target lane so that the host vehicle M can travel on a rational travel route for advancing to the branch destination, for example, when there is a branch point or a junction point in the route. . The target lane determined by the target lane determination unit 110 is stored in the storage unit 180 as target lane information 184.

The high accuracy map information 182 is map information with higher accuracy than the navigation map of the navigation device 50. The high accuracy map information 182 includes, for example, information on the center of the lane or information on the boundary of the lane. Also, the high accuracy map information 182 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. The road information includes information indicating the type of road such as expressways, toll roads, national roads, and prefectural roads, the number of lanes of the road, the width of each lane, the slope of the road, the position of the road (longitude, latitude, height 3) (including three-dimensional coordinates), curvature of a curve of a lane, locations of merging and branching points of lanes, and information such as signs provided on roads. The traffic regulation information includes information that the lane is blocked due to construction work, traffic accident, traffic jam or the like.

The automatic driving mode control unit 130 determines the mode of the automatic driving performed by the automatic driving control unit 120. The modes of the automatic driving in this embodiment include the following modes. The following is merely an example, and the number of modes of the automatic driving may be arbitrarily determined.

[Mode A]
Mode A is the mode in which the degree of automatic operation is the highest. When the mode A is implemented, all vehicle control such as complicated merging control is automatically performed, so that the vehicle occupant does not have to monitor the surroundings or the state of the own vehicle M (there is no obligation to monitor the surroundings) ).

Here, as an example of the traveling mode selected in the mode A, there is a low speed following traveling (TJP; Traffic Jam Pilot) which follows the preceding vehicle in a traffic jam. In low-speed follow-up driving, safe automatic driving can be realized by following a preceding vehicle on a crowded freeway. The low-speed following traveling is canceled, for example, when the traveling speed of the host vehicle M becomes equal to or higher than a predetermined speed (for example, 60 km / h or higher). In addition, there is a case where the mode A is switched to another traveling mode at the timing when the low speed following traveling ends, but may be switched to another traveling mode selectable in the mode A.

[Mode B]
Mode B is a mode in which the degree of automatic operation is the second highest after mode A. When the mode B is performed, all vehicle control is performed automatically in principle, but the driving operation of the host vehicle M is entrusted to the vehicle occupant according to the scene. For this reason, it is necessary for the vehicle occupant to monitor the surroundings and the state of the own vehicle M (the duty to monitor the surroundings is increased compared to mode A).

[Mode C]
Mode C is a mode in which the degree of automatic operation is the second highest after mode B. When the mode C is performed, the vehicle occupant needs to perform a confirmation operation according to the scene on the HMI 70. In mode C, for example, when the lane change timing is notified to the vehicle occupant and the vehicle occupant instructs the HMI 70 to change the lane, an automatic lane change is performed. Therefore, the vehicle occupant needs to monitor the surroundings and the state of the host vehicle M.

The automatic driving mode control unit 130 selects one of the automatic driving modes based on the operation of the vehicle occupant on the HMI 70, the event determined by the action plan generating unit 144, the traveling mode determined by the trajectory generating unit 146, and the like. Determine the mode. The mode of the automatic operation is notified to the HMI control unit 170. Moreover, the limit according to the performance etc. of the detection device DD of the own vehicle M may be set to the mode of automatic driving | operation. For example, if the performance of the sensing device DD is low, mode A may not be implemented.

In any of the modes of automatic operation, it is possible to switch to the manual operation mode (override) by an operation on the configuration of the operation control system in the HMI 70. Overriding is performed when, for example, a state in which the operating force of the vehicle occupant of the own vehicle M with respect to the driving operation system of the HMI 70 exceeds the threshold continues for a predetermined time or more, a predetermined operation change amount (for example Or the steering operation angle of the steering wheel 78) or when the operation on the driving operation system is performed a predetermined number of times or more.

The vehicle position recognition unit 140 of the automatic driving control unit 120 receives information from the high accuracy map information 182 stored in the storage unit 180 and the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. And recognizes the relative position of the host vehicle M with respect to the travel lane and the lane in which the host vehicle M is traveling (traveling lane).

For example, the vehicle position recognition unit 140 recognizes the pattern of road division lines (for example, an array of solid lines and broken lines) recognized from the high accuracy map information 182 and the surroundings of the vehicle M recognized from an image captured by the camera 40 The traveling lane is recognized by comparing with the pattern of the road division lines. In this recognition, the position of the host vehicle M acquired from the navigation device 50 or the processing result by the INS may be added.

FIG. 4 is a diagram showing how the vehicle position recognition unit 140 recognizes the relative position of the vehicle M with respect to the traveling lane L1. For example, the host vehicle position recognition unit 140 makes a line connecting a deviation OS of the reference point (for example, the center of gravity) of the host vehicle M from the center CL of the travel lane and a center CL of the travel lane in the traveling direction of the host vehicle M. The angle θ is recognized as the relative position of the host vehicle M with respect to the driving lane L1. Instead of this, the vehicle position recognition unit 140 recognizes the position of the reference point of the vehicle M relative to any one side end of the vehicle lane L1 as the relative position of the vehicle M relative to the traveling lane. It is also good. The relative position of the host vehicle M recognized by the host vehicle position recognition unit 140 is provided to the target lane determination unit 110.

The external world recognition unit 142 recognizes the position of the surrounding vehicle and the state of the speed, acceleration, and the like based on the information input from the finder 20, the radar 30, the camera 40, and the like. The surrounding vehicle is, for example, a vehicle traveling around the host vehicle M and traveling in the same direction as the host vehicle M. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or a corner of the other vehicle, or may be represented by an area represented by the contour of the other vehicle. The "state" of the surrounding vehicle may include the acceleration of the surrounding vehicle, whether it is changing lanes (or whether it is going to change lanes), which is grasped based on the information of the various devices. In addition to the surrounding vehicles, the outside world recognition unit 142 may also recognize positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

The action plan generation unit 144 sets a start point of the autonomous driving and / or a destination of the autonomous driving. The starting point of the autonomous driving may be the current position of the host vehicle M or a point at which the operation for instructing the autonomous driving is performed. The action plan generation unit 144 generates an action plan in the section between the start point and the destination of the automatic driving. Not limited to this, the action plan generation unit 144 may generate an action plan for any section.

The action plan is composed of, for example, a plurality of events that are sequentially executed. Events include, for example, a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keep event for traveling the host vehicle M not to deviate from the lane, and a lane change event for changing the lane In order to join the main line, an overtaking event that causes the host vehicle M to overtake the preceding vehicle, a branch event that changes the lane to a desired lane at a branch point, or causes the host vehicle M to travel so as not to deviate from the current traveling lane. In the confluence lane, accelerate or decelerate the host vehicle M and change the traffic lane, transition from the manual operation mode to the automatic operation mode at the start point of automatic driving, or manually from the automatic operation mode at the scheduled end point of automatic operation A handover event or the like for shifting to the operation mode is included. The action plan generation unit 144 sets a lane change event, a branch event, or a merging event at a point where the target lane determined by the target lane determination unit 110 is switched. Information indicating the action plan generated by the action plan generation unit 144 is stored in the storage unit 180 as the action plan information 186.

FIG. 5 is a diagram showing an example of an action plan generated for a certain section. As illustrated, the action plan generation unit 144 generates an action plan necessary for the host vehicle M to travel on the target lane indicated by the target lane information 184. The action plan generation unit 144 may dynamically change the action plan according to the change in the situation of the host vehicle M, regardless of the target lane information 184. For example, in the action plan generation unit 144, the speed of the surrounding vehicle recognized by the external world recognition unit 142 exceeds the threshold while the vehicle is traveling, or the moving direction of the surrounding vehicle traveling in the lane adjacent to the own lane In the case of turning, the event set in the driving section where the host vehicle M is to travel is changed. For example, when an event is set such that a lane change event is executed after a lane keep event, the recognition result of the external world recognition unit 142 causes the vehicle to exceed the threshold from behind the lane in the lane change destination during the lane keep event. If it is determined that the vehicle has progressed at the speed of 1, the action plan generation unit 144 may change the event following the lane keeping event from a lane change event to a deceleration event, a lane keeping event, or the like. As a result, the vehicle control system 100 can safely cause the host vehicle M to travel automatically even when a change occurs in the state of the outside world.

FIG. 6 is a diagram showing an example of the configuration of the trajectory generation unit 146. As shown in FIG. The track generation unit 146 includes, for example, a traveling mode determination unit 146A, a track candidate generation unit 146B, and an evaluation / selection unit 146C.

When the lane keeping event is performed, the traveling mode determination unit 146A determines one of the traveling modes among constant speed traveling, follow-up traveling, low-speed follow-up traveling, deceleration traveling, curve traveling, obstacle avoidance traveling, and the like. For example, when there is no other vehicle ahead of the host vehicle M, the traveling mode determination unit 146A determines the traveling mode as constant speed traveling. In addition, the traveling mode determination unit 146A determines the traveling mode as the following traveling when following the traveling vehicle. In addition, the traveling mode determination unit 146A determines the traveling mode as low-speed following traveling in a traffic jam scene or the like. In addition, the traveling mode determining unit 146A determines the traveling mode to be the decelerating traveling when the external world recognition unit 142 recognizes the deceleration of the leading vehicle, or when an event such as stopping or parking is performed. Further, the traveling mode determination unit 146A determines the traveling mode to be a curve traveling when the external world recognition unit 142 recognizes that the host vehicle M is approaching a curved road. In addition, when the external world recognition unit 142 recognizes an obstacle ahead of the host vehicle M, the traveling mode determination unit 146A determines the traveling mode as obstacle avoidance traveling. In addition, when the lane change event, the overtaking event, the branch event, the merging event, the handover event and the like are performed, the traveling mode determination unit 146A determines the traveling mode according to each event.

In addition, for example, if the speed of the nearby vehicle (for example, a forward vehicle) recognized by the external world recognition unit 142 is equal to or less than a predetermined speed and the inter-vehicle distance to the adjacent vehicle is equal to or less than a predetermined value In mode A described above, for example, the traveling mode is determined to be low-speed following traveling. In addition, in the mode B described above, for example, if the speed of the surrounding vehicle (for example, a forward vehicle) is equal to or higher than a predetermined speed and the inter-vehicle distance to the peripheral vehicle is equal to or higher than a predetermined value, for example The traveling mode is determined to be constant speed traveling.

The track candidate generation unit 146B generates track candidates based on the traveling mode determined by the traveling mode determination unit 146A. FIG. 7 is a diagram showing an example of trajectory candidates generated by the trajectory candidate generation unit 146B. FIG. 7 shows track candidates generated when the host vehicle M changes lanes from the lane L1 to the lane L2.

The trajectory candidate generation unit 146B sets the trajectory shown in FIG. 7 to, for example, a target position (trajectory point K) that the reference position (for example, the center of gravity or the rear wheel axis center) should reach at predetermined future time intervals. Determined as a collection of FIG. 8 is a diagram in which the trajectory candidate generated by the trajectory candidate generation unit 146B is represented by the trajectory point K. The greater the distance between the track points K, the faster the speed of the host vehicle M, and the narrower the distance between the track points K, the slower the speed of the host vehicle M. Therefore, the trajectory candidate generation unit 146B gradually widens the distance between the track points K when it is desired to accelerate, and gradually narrows the distance between the track points when it is desired to decelerate.

As described above, since the trajectory point K includes a velocity component, the trajectory candidate generation unit 146B needs to provide the target velocity for each of the trajectory points K. The target speed is determined according to the traveling mode determined by the traveling mode determination unit 146A.

Here, a method of determining the target speed when changing lanes (including branching) will be described. The track candidate generation unit 146B first sets a lane change target position (or a merging target position). The lane change target position is set as a relative position with respect to surrounding vehicles, and determines “between which surrounding vehicles the lane change is to be performed”. The trajectory candidate generation unit 146B focuses on the three surrounding vehicles with reference to the lane change target position, and determines a target speed when changing lanes. FIG. 9 shows the lane change target position TA. In the figure, L1 represents the own lane and L2 represents the adjacent lane. Here, in the same lane as the host vehicle M, a vehicle traveling ahead of the host vehicle M is a forward vehicle mA, a peripheral vehicle traveling immediately before the lane change target position TA is a front reference vehicle mB, and a lane change target position TA A surrounding vehicle traveling immediately after is defined as a rear reference vehicle mC. The host vehicle M needs to accelerate and decelerate in order to move to the side of the lane change target position TA, but at this time it is necessary to avoid catching up with the preceding vehicle mA. Therefore, the track candidate generation unit 146B predicts the future states of the three surrounding vehicles, and determines the target speed so as not to interfere with each surrounding vehicle.

FIG. 10 is a diagram showing a speed generation model when it is assumed that the speeds of three surrounding vehicles are constant. In the figure, the straight lines extending from mA, mB and mC indicate the displacement in the traveling direction when assuming that each of the surrounding vehicles traveled at a constant speed. The host vehicle M must be between the front reference vehicle mB and the rear reference vehicle mC at the point CP at which the lane change is completed, and be behind the front vehicle mA before that point. Under such constraints, the trajectory candidate generator 146B derives a plurality of time-series patterns of the target velocity until the lane change is completed. Then, a plurality of trajectory candidates as shown in FIG. 8 are derived by applying the time-series pattern of the target velocity to a model such as a spline curve. The motion patterns of the three surrounding vehicles are not limited to the constant velocity as shown in FIG. 10, and may be predicted on the assumption of constant acceleration and constant jerk (jump).

The evaluation / selection unit 146C evaluates the track candidates generated by the track candidate generation unit 146B, for example, from the two viewpoints of planability and safety, and selects a track to be output to the traveling control unit 160. . From the viewpoint of planability, for example, the track is highly evaluated if the trackability to the already generated plan (for example, the action plan) is high and the total length of the track is short. For example, if it is desired to change lanes to the right, a track that once changes lanes to the left and then back is a low rating. From the viewpoint of safety, for example, at each track point, the distance between the host vehicle M and an object (such as a surrounding vehicle) is longer, and the smaller the acceleration / deceleration or the change amount of the steering angle, the higher the evaluation.

The switching control unit 150 switches between the automatic operation mode and the manual operation mode on the basis of the signal input from the automatic operation switching switch 87 and others. Further, the switching control unit 150 switches from the automatic driving mode to the manual driving mode based on an operation for instructing acceleration, deceleration or steering on the configuration of the driving operation system in the HMI 70. For example, the switching control unit 150 switches from the automatic operation mode to the manual operation mode when the state in which the operation amount indicated by the signal input from the configuration of the operation operation system in the HMI 70 exceeds the threshold continues for the reference time or more override). In addition, after switching to the manual operation mode by overriding, the switching control unit 150 may return to the automatic operation mode when an operation on the configuration of the operation operation system in the HMI 70 is not detected for a predetermined time. . Further, for example, when performing switching control to shift from the automatic driving mode to the manual driving mode at the scheduled end point of the automatic driving, the switching control unit 150 notifies the vehicle occupant of the handover request in advance. The information is output to the HMI control unit 170.

The traveling control unit 160 controls the traveling driving force output device 200, the steering device 210, and the braking device 220 so that the vehicle M passes the track generated by the track generating unit 146 at a scheduled time.

FIG. 11 is a diagram showing an example of the configuration of the HMI control unit 170. As shown in FIG. The HMI control unit 170 includes a mode-based control unit 170A, a future state prediction unit 170B, a pairing control unit 170C, and a radio wave transmission control unit 170D. The pairing control unit 170C and the radio wave transmission control unit 170D are examples of the “interference control unit”.

When the information on the mode of the automatic operation is notified by the automatic operation control unit 120, the mode-dependent control unit 170A controls the HMI 70 according to the type of the automatic operation mode with reference to the mode-specific operation availability information 188.

FIG. 12 is a diagram showing an example of the mode-specific operation availability information 188. As shown in FIG. The mode-specific operation availability information 188 shown in FIG. 12 has “manual operation mode” and “automatic operation mode” as items of the operation mode. In addition, as the “automatic operation mode”, the “mode A”, the “mode B”, the “mode C” and the like described above are provided. The mode-by-mode operation availability information 188 includes a “navigation operation” which is an operation on the navigation device 50, a “content reproduction operation” which is an operation on the content reproduction device 85, and an operation on the display device 82 as items of non-driving operation system. It has a certain "instrument panel operation" etc. In the example of the mode-by-mode operation availability information 188 shown in FIG. 12, whether the vehicle occupant can operate the non-drive operation system is set for each of the above-described operation modes, but the target interface device is limited to this. is not.

The mode-specific control unit 170A refers to the mode-specific operation availability information 188 based on the mode information acquired from the automatic driving control unit 120 to allow the use (part or all of the navigation device 50 and the HMI 70). ) And devices that are not authorized for use. In addition, based on the determination result, the mode-dependent control unit 170A controls whether to accept an operation from the vehicle occupant on the non-driving operation system HMI 70 or the navigation device 50.

For example, when the operation mode executed by the vehicle control system 100 is the manual operation mode, the vehicle occupant operates the operation operation system (for example, the accelerator pedal 71, the brake pedal 74, the shift lever 76, the steering wheel 78, etc.) of the HMI 70 Do. When the operation mode executed by the vehicle control system 100 is mode B, mode C or the like in the automatic operation mode, the vehicle occupant is obligated to monitor the surroundings of the host vehicle M. In such a case, in order to prevent distraction (driver distraction) due to an action (for example, the operation of the HMI 70) other than the driving of the vehicle occupant, the mode-specific control unit 170A Control is performed so as not to accept some or all operations. At this time, the mode-specific control unit 170A displays the presence of the peripheral vehicle of the own vehicle M recognized by the external world recognition unit 142 and the state of the peripheral vehicle thereof in order to cause the vehicle occupant to monitor the periphery of the own vehicle M. While making it display on a device 82 by an image etc., you may make HMI70 receive confirmation operation according to the scene at the time of traveling of self-vehicles M.

In addition, when the operation mode is the automatic driving mode A, the mode-specific control unit 170A performs control of relaxing the restriction of driver distraction and receiving the vehicle occupant's operation to the non-driving operation system which has not received the operation. . For example, the mode-dependent control unit 170A causes the display device 82 to display an image, causes the speaker 83 to output sound, and causes the content reproduction device 85 to reproduce content from a DVD or the like. The content reproduced by the content reproduction apparatus 85 may include, for example, various contents relating to entertainment such as television programs and entertainment in addition to the content stored in a DVD or the like. Also, the “content reproduction operation” shown in FIG. 12 described above may mean such content operation relating to entertainment and entertainment.

In addition, when mode A is changed to mode B or mode C, that is, when a change in the mode of automatic driving in which the vehicle occupant's duty to monitor the surroundings increases is performed, mode-specific control unit 170A does not operate navigation device 50 or non-driving. The predetermined information is output to the HMI 70 of the operation system. The predetermined information is information indicating that the peripheral monitoring duty is increased, and information indicating that the operation allowance for the navigation apparatus 50 or the HMI 70 of the non-driving operation system is low (operation is restricted). In addition, predetermined information is not limited to these, For example, the information which promotes preparation for handover control may be sufficient.

As described above, the mode-specific control unit 170A warns the vehicle occupant of the vehicle occupant, for example, before a predetermined time when the operation mode transitions from mode A to mode B or mode C or before the host vehicle M reaches a predetermined speed. By notifying the vehicle occupant, it is possible to notify the vehicle occupant that the duty of monitoring the periphery of the host vehicle M is imposed on the vehicle occupant at an appropriate timing. As a result, it is possible to give the vehicle occupant a preparation period for switching of the automatic driving.

The future state prediction unit 170B performs the operation of the vehicle occupant on the HMI 70, the recognition result by the external world recognition unit 142, the event of the action plan changed by the action plan generation unit 144, the traveling mode determined by the traveling mode determination unit 146A, Based on the selection result of the trajectory by the selection unit 146C and the like, it is predicted whether or not the degree of the automatic operation is reduced at a certain time in the future. The state in which the degree of automatic operation decreases is the state where the peripheral monitoring duty is required under the automatic operation mode like the transition from mode A to mode B, and the event for performing the automatic operation by the action plan generation unit 144 is It refers to a state where it is necessary to switch from the automatic operation mode to the manual operation mode by being changed to a handover event or the like.

For example, when the host vehicle M travels in a traffic jam in a state where the travel mode is set to mode A, which is low-speed follow-up travel, the future state prediction unit 170B cancels the traffic jam based on traffic information Predict whether or not. When it is predicted that the traffic congestion is eliminated, the automatic driving mode control unit 130 switches the traveling mode (for example, constant speed traveling) in which the speed of the host vehicle M can be more output compared to the low speed following traveling. The automatic operation mode is switched from mode A to mode B in which the peripheral monitoring duty is further increased. In this case, the future state prediction unit 170 </ b> B predicts that the degree of automatic driving will be reduced at a certain point in the future.

Also, for example, when the inter-vehicle interval of the peripheral vehicles traveling in the merging destination lane can not be secured sufficiently during the merging event, the action plan generation unit 144 changes the merging event currently being implemented to a handover event. In this case, the future state prediction unit 170 </ b> B predicts that the degree of automatic driving will be reduced at a certain point in the future.

In addition, for example, during the lane change event, when none of the trajectory candidates generated by the trajectory candidate generation unit 146B satisfies the evaluation by the evaluation / selection unit 146C, the trajectory generation unit 146 generates the trajectory for the lane change. It is determined that the lane change is not possible because In such a situation, when the lane change event can not be changed to another event such as a lane keep event, the action plan generation unit 144 changes the lane change event to a handover event. In this case, as in the example described above, the future state prediction unit 170B predicts that the degree of automatic driving will be reduced at a certain point in the future.

Note that the future state prediction unit 170B may also switch the manual operation mode to the automatic operation mode when the obstacle recognition unit 142 recognizes an obstacle or the HMI 70 switches the operation to the manual operation mode. At some point in the future, it may be predicted that the degree of automatic driving will be reduced.

The pairing control unit 170C transmits radio waves (for example, radio waves in different frequency bands) which are not disturbed by the jamming radio wave transmitted from the radio wave transmitter 98 using, for example, the in-vehicle communication device 96, and performs pairing with the terminal device. Establish a connection

The radio wave transmission control unit 170D transmits a jamming wave or a warning signal using the radio wave transmission device 98 when it is predicted by the state prediction unit 170B that the degree of automatic driving will be reduced at a certain time in the future. . At this time, the radio wave transmission control unit 170D transmits a jamming wave having directivity such that it is radiated only around the driver's seat so as not to disturb communication of a terminal device operated by a vehicle occupant sitting in a passenger seat or a rear seat. It is suitable.

FIG. 13 is a diagram showing an example of the correspondence relationship of transmission radio waves in each automatic driving mode. As shown in the figure, for example, in mode A, both the jamming signal and the warning signal are not transmitted under normal conditions in which the degree of automatic driving does not shift to a state where the degree of automatic driving decreases. The warning signal and / or the jamming signal is transmitted at the timing when the switching from mode A to mode B or mode C occurs.

In addition, in modes B and C in which a surrounding area monitoring duty occurs, transmission of various radio waves may be performed at normal times. In addition, at the timing when switching to the manual operation mode occurs in modes B and C, a warning signal and / or jamming signal is transmitted.

By transmitting various radio waves at the above-mentioned timing, the communication of the terminal device is disturbed before the duty to monitor surroundings is imposed or before switching to the manual operation. As a result, viewing of a television program or the like by a vehicle occupant is stopped, and attention of the vehicle occupant can be guided around the host vehicle M, and preparation for manual driving can be promoted.

FIG. 14 is a flowchart showing an example of the flow of processing performed by the vehicle control system 100. First, the vehicle control system 100 shifts to the automatic driving mode, and starts the automatic driving (step S100). Next, the future state prediction unit 170B determines whether or not the automatic operation mode transitions to a mode requiring a surrounding area monitoring duty at a certain point in the future (step S102). The future state prediction unit 170B shifts the processing to S110 described later, when the automatic operation mode does not transition to a mode requiring a surrounding area monitoring duty.

On the other hand, when the automatic operation mode transitions to a mode requiring a peripheral monitoring duty, the radio wave transmission control unit 170D determines whether a pairing connection with one or more terminal devices has been established (step S104). ). The establishment of the pairing connection with the terminal device is performed, for example, at a predetermined timing such as a timing before transition to the automatic operation mode.

When the pairing connection with the terminal device has not been established, the radio wave transmission control unit 170D transmits a jamming wave into the vehicle cabin before the state of the automatic driving becomes a predetermined state, using the radio wave transmission device 98 ( Step S106). At this time, it is preferable that the radio wave transmission control unit 170D continuously or intermittently transmit jamming radio waves in order to make the vehicle occupants continue to refrain from using the terminal device.

On the other hand, when the pairing connection with the terminal device is already established, the radio wave transmission control unit 170D transmits a warning signal to the paired terminal 97 using the in-vehicle communication device 96 (step S108). At this time, the radio wave transmission control unit 170D may transmit the jamming radio wave together with the warning signal using the radio wave transmission device 98.

Next, the future state prediction unit 170B predicts whether the automatic operation mode is switched to the manual operation mode at a certain point in the future (step S110). If the automatic operation mode is not switched to the manual operation mode, the radio wave transmission control unit 170D returns to the process of S102 described above, for example, the radio wave transmission device 98 when a mode requiring periphery monitoring duty such as mode B is continued. In the case of continuing to transmit jamming waves and transitioning to mode A where there is no need to monitor surrounding areas, the transmission of jamming waves may be stopped.

On the other hand, when the automatic operation mode is switched to the manual operation mode, the radio wave transmission control unit 170D transmits one or both of the jamming signal and the warning signal (step S112). For example, in the process of S106 and S108, when the jamming signal and the warning signal are continuously or intermittently transmitted, the radio wave transmission control unit 170D performs one or both of the jamming signal and the warning signal as the process of S112. Continue to send. When transmitting the jamming signal and the warning signal temporarily in the processes of S106 and S108, the wave transmission control unit 170D resumes sending of one or both of the jamming signal and the warning signal as the process of S112. Good. The process of this flowchart is complete | finished by this.

Note that the radio wave transmission control unit 170D may transmit jamming radio waves into the vehicle compartment using the radio wave transmission device 98 before the timing when the automatic operation mode is switched to the manual operation mode, as in the processing of S106 and S108 described above. A warning signal may be sent to the paired terminal 97 using the in-vehicle communication device 96. When the pairing connection with the terminal device is not established at the timing of switching to the manual operation mode, the transmission of the warning signal may be omitted, and the pairing connection with the terminal device is established. In the case, the transmission of the jamming signal may be omitted.

In the above-described flowchart, the process of S104 may be omitted. In this case, the radio wave transmission control unit 170D uses the radio wave transmission device 98 regardless of the presence or absence of pairing connection with the terminal device, and interferes with the radio wave when the automatic operation mode transitions to a mode requiring peripheral monitoring duty. Send out. In this case, the radio wave transmission control unit 170D may transmit a warning signal along with the transmission of the jamming radio wave in the process of S108, or may transmit only the jamming radio wave and omit the transmission of the warning signal.

Further, in the processing of S106, S108, and S112, the radio wave transmission control unit 170D is not limited to continuously transmitting jamming radio waves, and, for example, a predetermined time after the timing when the automatic operation mode transitions to a mode requiring a surrounding monitoring duty For example, the jamming signal may be transmitted only until a few seconds have passed. That is, the radio wave transmission control unit 170D may temporarily transmit the jamming wave at the timing when the automatic operation mode transitions to a mode requiring a surrounding area monitoring duty.

Further, in order to realize only the point that the terminal device does not perform the content reproduction, in the above-mentioned flowchart, the radio wave used for pairing connection and the interfering radio wave may interfere with each other. In this case, although the pairing connection with the terminal device is released due to the interference with the jamming signal, the content reproduction is stopped, and the object of the present application to urge the driver to monitor the surroundings is achieved. As a result, the communication of the terminal device can be disturbed without considering the interference between the radio wave used for pairing connection and the jamming radio wave.

FIG. 15 is a flowchart showing an example of the flow of processing performed by the paired terminal 97. The flowchart shows, as an example, processing performed when the paired terminal 97 is operated to reproduce a television program using One Seg or the like.

First, the paired terminal 97 stands by until a broadcast wave is received (step S200), and when the broadcast wave is received, the television program is reproduced (step S202). Next, the paired terminal 97 determines whether a warning signal has been received from the radio wave transmission device 98 (step S204). When the warning signal is not received, the paired terminal 97 continues to receive the airwaves. On the other hand, when the warning signal is received, the paired terminal 97 displays a screen based on the warning signal, for example, when the warning signal is a radio wave for notifying a danger (step S206).

FIG. 16 is a diagram showing an example of a screen based on a warning signal. As shown in the figure, on the screen of the paired terminal 97, information is displayed as a letter or an image to indicate that it is necessary to monitor the surroundings or refrain from using the terminal device.

If the received warning signal is a radio wave for suppressing the use of the terminal device (a radio wave for restricting the function of the terminal device), the paired terminal 97 restricts reception of the broadcast radio wave as the process of S206. You may That is, if the warning signal is a radio wave for suppressing the use of the terminal device, the paired terminal 97 temporarily restricts its own communication.

In the example described above, transmission of jamming radio waves and warning signals has been described as being performed at timing according to the prediction result of the future state prediction unit 170B, but the present invention is not limited to this. For example, the radio wave transmission device 98 may transmit jamming waves even at a normal time when the automatic operation mode does not transition to a mode requiring a surrounding area monitoring at a certain point in the future. In this case, when the pairing connection is established between the terminal device to be disturbed and the in-room communication device 96, the radio wave transmission control unit 170D stops the jamming wave.

FIG. 17 is a diagram showing another example of the correspondence relationship of the transmission radio wave in each automatic driving mode. As illustrated, for example, in mode A, when the pairing connection is not normally established, the jamming radio wave is transmitted, and when the pairing connection is normally established, any radio wave is also transmitted. I will not. In the case where mode transition from mode A to manual operation mode or mode A to mode B or mode C occurs and a pairing connection is not established, a jamming signal is emitted and mode transition occurs. If a pairing connection is established at, a warning signal is issued.

In addition, in modes B and C in which a surrounding area monitoring duty occurs, transmission of various radio waves may be performed at normal times. Also, when mode transition from modes B and C to the manual operation mode occurs, the jamming radio wave is emitted when the pairing connection is not established, and the warning signal is generated when the pairing connection is established. It is sent out.

By transmitting various radio waves at the above timing, for example, even when the vehicle occupant uses the terminal device without pairing connection, jamming radio waves are always transmitted at the stage before pairing connection. The use of the terminal can be restricted. As a result, it is possible to prevent the distraction of the vehicle occupant during automatic driving. In addition, since a warning signal is transmitted at the time of mode transition at the stage after pairing connection, the attention of the vehicle occupant can be guided to the periphery of the host vehicle M or preparation for manual driving can be urged. In addition, even if the frequency bands of the jamming signal and the warning signal overlap, only one of the radio waves is transmitted. For example, the radio wave for Wi-Fi network and the radio wave for Bluetooth are compatible. These radio waves can be transmitted to the terminal without interference.

FIG. 18 is a flowchart showing another example of the flow of processing performed by the vehicle control system 100, and the processing of S302, S304, and S306 described later is added to the flowchart of FIG. When not established, it represents a configuration for transmitting jammers at all times. Among the processes shown in the flowchart of FIG. 18, the processes other than the above-described S302 to S306 are the same as those in the flowchart of FIG.

First, the vehicle control system 100 shifts to the automatic driving mode, and starts the automatic driving (step S300). Next, the radio wave transmission control unit 170D transmits jamming radio waves, for example, continuously or intermittently using the radio wave transmission device 98 (step S302). Next, the radio wave transmission control unit 170D determines whether the in-room wireless communication device 96 has established a pairing connection with the terminal device (step S304), and the pairing connection with the terminal device is established. The jamming radio wave is stopped using the radio wave transmission device 98 (step S306).

Next, the future state prediction unit 170B predicts whether the automatic operation mode transitions to a mode requiring a surrounding area monitoring duty at a certain point in the future (step S308). The future state prediction unit 170B shifts the processing to S316 described later, when the automatic operation mode does not transition to a mode requiring a surrounding area monitoring duty.

On the other hand, when the automatic driving mode is shifted to a mode requiring the peripheral monitoring duty, the radio wave transmission control unit 170D determines whether a pairing connection is established between the in-vehicle wireless communication device 96 and the terminal device. (Step S310). When the pairing connection is established, the radio wave transmission control unit 170D issues a warning to the paired terminal 97 before transitioning the automatic operation mode to a mode requiring a surrounding area monitoring duty using the in-vehicle communication device 96. A signal is emitted (step S312).

On the other hand, when the pairing connection is not established, the radio wave transmission control unit 170D continues to transmit jamming radio waves using the radio wave transmission device 98 (step S314).

Next, the future state prediction unit 170B predicts whether the automatic operation mode is switched to the manual operation mode at a certain point in the future (step S316). When the automatic operation mode is not switched to the manual operation mode, the future state prediction unit 170B shifts the processing to S304 described above.

On the other hand, when the automatic operation mode is switched to the manual operation mode, the radio wave transmission control unit 170D transmits one or both of the jamming signal and the warning signal (step S318). The process of this flowchart is complete | finished by this.

In the above-described flowchart, the radio wave transmission control unit 170D uses the radio wave transmission device 98 to disturb the inside of the vehicle compartment by using the radio wave transmission device 98 before the timing when the automatic operation mode switches to the manual operation mode. And a warning signal may be sent to the paired terminal 97 using the in-vehicle communication device 96. Also, when the pairing connection with the terminal device is not established at the timing of switching to the manual operation mode, the transmission of the warning signal may be omitted, and the pairing connection with the terminal device is established. In the case, the transmission of the jamming signal may be omitted.

Further, the processing of S302 to S306 is not limited to that performed with the start of the automatic operation mode, for example, the timing when the occupant approaches within a predetermined range centered on the host vehicle M, the timing when the door of the vehicle is unlocked, It may be started at a timing when a power source such as an engine starts by an ignition switch or a key, or may be started at a predetermined timing in the manual operation mode. By this, for example, when the passenger gets in the vehicle or before automatic driving or manual driving is started, the communication of the terminal device can be interrupted in advance, and it is necessary to monitor the surroundings in advance. Can be notified.

According to the embodiment described above, when the automatic driving is performed, the vehicle M is brought into the cabin of the vehicle M based on the situation around the vehicle M recognized by the external world recognition unit 142, and the vehicle M It is possible to interrupt the use of the terminal device by transmitting a jamming signal which interferes with the communication of the terminal device operable by the passenger of the vehicle into the vehicle cabin. As a result, the vehicle control system 100 can guide the vehicle occupant's attention to the periphery.

As mentioned above, although the form for carrying out the present invention was explained using an embodiment, the present invention is not limited at all by such an embodiment, and various modification and substitution within the range which does not deviate from the gist of the present invention Can be added.

20: finder, 30: radar, 40: camera, DD: detection device, 50: navigation device, 55: wireless communication device, 60: vehicle sensor, 70: HMI, 100: vehicle control system, 110: target lane determination unit, 120 ... automatic driving control unit, 130 ... automatic driving mode control unit, 140 ... vehicle position recognition unit, 142 ... external world recognition unit, 144 ... action plan generating unit, 146 ... track generation unit, 146A ... traveling mode determining unit, 146B ... Trajectory candidate generation unit, 146C ... Evaluation / selection unit, 150 ... Switching control unit, 160 ... Traveling control unit, 170 ... HMI control unit, 180 ... Storage unit, 200 ... Traveling driving force output device, 210 ... Steering device, 220 ... brake device, M ... own vehicle

Claims

A recognition unit that recognizes the situation around the host vehicle,
An automatic driving control unit for performing automatic driving that automatically controls at least one of acceleration / deceleration and steering of the host vehicle;
When the automatic driving control unit performs the automatic driving, the terminal device is brought into the compartment of the host vehicle and can be operated by an occupant of the host vehicle based on the situation recognized by the recognition unit. An interference control unit that interferes with communication;
Vehicle control system comprising:
And a prediction unit configured to predict that the degree of the automatic driving is reduced based on the situation recognized by the recognition unit.
The interference control unit interferes with the communication of the terminal device when the prediction unit predicts that the degree of the automatic operation is reduced.
The vehicle control system according to claim 1.
It is further equipped with a radio wave transmission unit that transmits radio waves,
The jamming control unit transmits jamming radio waves that disturb communication of the terminal device using the radio wave transmission unit.
A vehicle control system according to claim 1 or 2.
It further comprises a communication unit for the interior of the room for pairing connection with the terminal device,
The interference control unit transmits a signal indicating a danger to the terminal device through the pairing connection by the in-room communication unit based on the situation recognized by the recognition unit.
The vehicle control system according to any one of claims 1 to 3.
It further comprises a communication unit for the interior of the room for pairing connection with the terminal device,
The interference control unit transmits, to the terminal device, a signal for suppressing the use of the terminal device by the pairing connection by the in-room communication unit, based on the situation recognized by the recognition unit.
The vehicle control system according to any one of claims 1 to 3.
The jamming control unit transmits the jamming radio wave using the radio wave transmitting unit when a pairing connection is not established between the communication unit for the passenger compartment and the terminal device.
A vehicle control system according to claim 4 or 5.
The in-vehicle communication unit performs pairing connection using an electromagnetic wave that is not disturbed by the jamming wave.
The vehicle control system according to any one of claims 4 to 6.
The electromagnetic waves not disturbed by the jamming waves are waves of a frequency band different from that of the jamming waves.
The vehicle control system according to claim 7.
,
A communication unit for a vehicle interior that is brought into a cabin of the host vehicle and performs pairing connection with a terminal device operable by an occupant of the host vehicle;
A jamming radio wave that interferes with the communication of the terminal device, and transmits a jamming radio wave that does not disturb the pairing connection by the in-room communication unit, and pairing is performed between the in-room communication unit and the terminal device A radio wave transmission unit that stops the transmission of the jamming signal when a connection is established;
Communication system for vehicles provided with.
The in-vehicle computer
Recognize the situation around your vehicle,
Implement automatic driving to automatically control at least one of acceleration / deceleration and steering of the vehicle.
When the automatic driving is carried out, it is brought into the vehicle compartment of the host vehicle based on the recognized situation, and interferes with communication of a terminal device operable by an occupant of the host vehicle.
Vehicle control method.
In-vehicle computers,
Make them aware of the situation around your vehicle,
The automatic driving is performed to automatically control at least one of acceleration / deceleration and steering of the vehicle.
When the automatic driving is performed, the terminal device is brought into the vehicle compartment of the host vehicle based on the recognized situation, and interferes with communication of a terminal device operable by an occupant of the host vehicle.
Vehicle control program.