CN111717141A

CN111717141A - Transportation equipment and vehicle

Info

Publication number: CN111717141A
Application number: CN202010167395.XA
Authority: CN
Inventors: 大泷晋太郎; 田口龙马; 中岛匡贵; 长冈伸治
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2019-03-20
Filing date: 2020-03-11
Publication date: 2020-09-29
Anticipated expiration: 2040-03-11
Also published as: JP2020152233A; CN111717141B

Abstract

The present invention can more appropriately report information relating to performance degradation to an occupant. The present invention relates to a transport apparatus operable in a plurality of movement modes, the transport apparatus including: an acquisition unit that acquires performance degradation information; and a reporting mechanism that reports information to the occupant, the plurality of movement patterns including: a first movement mode in which movement of the transportation device is performed in accordance with an operation of the occupant; and a second movement mode in which movement of the transportation device is more automated than the first movement mode, the object functions of the performance degradation information including: performance of the first function in which movement of the transportation device becomes difficult in the second movement mode is reduced; and performance degradation of a second function in which the transportation device is not difficult to move in the second movement mode, wherein when the performance degradation information is acquired by the acquisition means in setting the second movement mode, the reporting means reports information based on the performance degradation information in setting the first movement mode.

Description

Transportation equipment and vehicle

Technical Field

The invention relates to a transportation device and a vehicle.

Background

Patent document 1 proposes a vehicle that is capable of switching between autonomous travel and manual travel, and that has a function of diagnosing the state of an in-vehicle device and reporting the result of the diagnosis. In this vehicle, the diagnosis result generated during autonomous driving is reported to the driver until the shift to manual driving is made.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 9-160643

Disclosure of Invention

Problems to be solved by the invention

However, depending on the type of the diagnosis result, the necessity of immediately reporting to the occupant is low, and if information indicating the diagnosis result is uniformly reported, the occupant may feel troublesome or uneasy.

The purpose of the present invention is to more appropriately report information relating to performance degradation to an occupant.

Means for solving the problems

According to the present invention, it is possible to provide, for example,

provided is a transport facility which can be operated in a plurality of travel modes,

the transportation device is provided with:

an acquisition means that acquires performance degradation information relating to a performance degradation of the transportation device; and

a reporting mechanism that reports information based on the performance degradation information to an occupant,

the plurality of movement patterns include:

a first movement mode in which movement of the transport apparatus is performed in accordance with an operation of an occupant; and

a second movement mode in which movement of the transport apparatus is more automated than the first movement mode,

the object function of the performance degradation information includes:

a first function in which movement of the transportation device in the second movement mode is difficult due to performance degradation of the first function; and

a second function in which movement of the transportation device in the second movement mode is not made difficult due to a reduction in performance of the second function,

the reporting means reports information based on the acquired performance degradation information in the setting of the first movement mode, when the acquisition means acquires the performance degradation information of the second function in the setting of the second movement mode.

Effects of the invention

According to the present invention, information relating to performance degradation can be more appropriately reported to the occupant.

Drawings

Fig. 1 is a block diagram of a vehicle and a control device thereof according to an embodiment.

Fig. 2 (a) is a plan view showing the arrangement of the detection unit, and fig. 2 (B) is an X-X sectional view of fig. 2 (a).

Fig. 3 is a flowchart showing an example of processing executed by the control device of fig. 1.

Fig. 4 is a flowchart showing an example of processing executed by the control device of fig. 1.

Fig. 5 is a flowchart showing an example of processing executed by the control device of fig. 1.

Fig. 6 is a flowchart showing an example of processing executed by the control device of fig. 1.

Fig. 7 is a flowchart showing another example of processing executed by the control device of fig. 1.

Fig. 8 is a flowchart showing another example of processing executed by the control device of fig. 1.

Description of the reference numerals

V: a vehicle; 21: an ECU; 25: an ECU; 31A: a camera; 31B: a camera; 43A: an information output device; 60A: a heater; 60B: a heater.

Detailed Description

Hereinafter, the embodiments will be described in detail with reference to the drawings. The following embodiments do not limit the invention according to the claims, and all combinations of features described in the embodiments are not necessarily essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. The same or similar components are denoted by the same reference numerals, and redundant description thereof is omitted.

< first embodiment >

Fig. 1 is a block diagram of a vehicle V and a control device 1 thereof according to an embodiment of the present invention. The control device 1 controls the vehicle V. Fig. 1 shows an outline of a vehicle V in a plan view and a side view. As an example, the vehicle V is a sedan-type four-wheeled passenger vehicle. In the figure, Fr denotes the front side in the front-rear direction of the vehicle V, and Rr denotes the rear side.

The vehicle V of the present embodiment is, for example, a parallel hybrid vehicle. In this case, the power unit 50 that outputs the driving force for rotating the driving wheels of the vehicle V may be constituted by an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source for accelerating the vehicle V, and can also be used as a generator (regenerative braking) at the time of deceleration or the like.

< control device 1>

The configuration of the control device 1 will be described with reference to fig. 1. The control device 1 includes an ECU group (control unit group) 2. The ECU group 2 includes a plurality of ECUs 20 to 28 configured to be able to communicate with each other. Each ECU includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores a program executed by the processor, data used by the processor in processing, and the like. Each ECU may be provided with a plurality of processors, storage devices, interfaces, and the like. Further, the number of ECUs and the functions to be assigned to the ECUs can be appropriately designed, and the ECUs can be subdivided or integrated as compared with the present embodiment. In fig. 1, representative functions of ECUs 20 to 28 are denoted by the names. For example, the ECU20 is described as a "driving control ECU".

The ECU20 executes control related to travel assist including automatic driving of the vehicle V. In the automatic driving, acceleration, deceleration, steering, and braking of the vehicle V are automatically performed without an operation by the driver. The ECU20 can execute travel assist control such as collision-reduction braking and lane departure suppression during manual driving. The collision reduction braking is to assist the avoidance of a collision by instructing the operation of the braking device 51 when the possibility of collision with the obstacle ahead becomes high. The lane departure suppression is to instruct the operation of the electric power steering device 41 to assist in avoiding a lane departure, in a case where the possibility of the vehicle V deviating from the traveling lane becomes high.

The ECU21 is an environment recognition unit that recognizes the running environment of the vehicle V based on the detection results of the

detection units

31A, 31B, 32A, 32B that detect the surrounding conditions of the vehicle V. In the present embodiment, the

detection units

31A and 31B are cameras (hereinafter, may be referred to as a camera 31A and a camera 31B) that capture images of the front of the vehicle V, and are mounted on the front portion of the roof of the vehicle V and on the cabin interior side of the front window. By analyzing the images captured by the

cameras

31A and 31B, the outline of the target object and the lane lines (white lines, etc.) on the road can be extracted.

Fig. 2 (a) is a plan view showing an arrangement of the

cameras

31A and 31B, and fig. 2 (B) is an X-X sectional view of fig. 2 (a), and shows a mounting structure of the

cameras

31A and 31B to the window member 11 constituting the front window. Fig. 2 (B) shows a cross-sectional structure near the camera 31B, but the cross-sectional structure near the camera 31A is also the same.

The

cameras

31A and 31B are fixed to the window member 11 via a bracket 70. The window member 11 is, for example, a transparent glass plate, and the bracket 70 is fixed to the surface of the window member 11 on the vehicle interior side with an adhesive or the like. The

cameras

31A and 31B are arranged side by side in the vehicle width direction.

Spaces

70A, 70B enclosed by the bracket 70 and the window member 11 are formed so that the bracket 70 does not interfere with the respective imaging ranges FB of the

cameras

31A, 31B. The space 70A corresponds to the camera 31A, and the space 70B corresponds to the camera 31B. The

spaces

70A and 70B communicate with the vehicle interior at the lower portion of the bracket 70, and air can flow through the

spaces

70A and 70B and the vehicle interior.

When the window member 11 is positioned in the imaging range FB of the

cameras

31A and 31B and fogging or freezing occurs in the window member 11, the image quality of the images captured by the

cameras

31A and 31B may be degraded. That is, fogging or freezing of the window member 11 causes a reduction in the performance of the image capturing function of the

cameras

31A and 31B.

In order to prevent such a decrease in the performance of the imaging function,

heaters

60A and 60B are provided. The

heaters

60A and 60B are, for example, heating wires that generate heat by energization. The heater 60A corresponds to the camera 31A, and the heater 60B corresponds to the camera 31B. When the heater 60A is operated, the air in the space 70A is heated by the heat, and the fogging of the window member 11 can be reduced or eliminated. Similarly, when the heater 60B is operated, the air in the space 70B is heated by the heat, and the fogging of the window member 11 can be reduced or eliminated.

Heaters

60A and 60B are supported by bracket 70, and in the illustrated example, are attached to the bottom of bracket 70. The

heaters

60A and 60B may be provided in the window member 11 to be heated, but as in the present embodiment, the heaters are provided in the bracket 70, which contributes to securing the visibility of the occupant and the convenience of wiring. In the present embodiment, the

heaters

60A and 60B are provided separately corresponding to the

cameras

31A and 31B, respectively, but a common single heater may be provided.

The driving of the

heaters

60A, 60B is controlled by the ECU 21. The ECU21 drives the

heaters

60A and 60B based on factors such as the outside air temperature, the inside humidity, the weather, the season, or the photographed image, for example, to defogg or prevent fog on the window member 11 in the photographing range FB. That is, the

heaters

60A and 60B have the defogging and antifogging functions of the window member 11. The performance of the

heaters

60A and 60B is reduced such that the defogging and antifogging functions are reduced and the performance of the imaging functions of the

cameras

31A and 31B is reduced because the

heaters

60A and 60B do not generate heat even when driven.

Returning to fig. 1, in the case of the present embodiment, the detection means 32A is a Light detection and Ranging (hereinafter, sometimes referred to as an optical radar 32A) that detects a target object around the vehicle V or measures a distance to the target object. In the present embodiment, five optical radars 32A are provided, one at each corner of the front portion of the vehicle V, one at the center of the rear portion, and one at each side of the rear portion. The detection unit 32B is a millimeter wave radar (hereinafter, may be referred to as a radar 32B) and detects a target object around the vehicle V or measures a distance to the target object. In the present embodiment, five radars 32B are provided, one at the center of the front portion of the vehicle V, one at each corner portion of the front portion, and one at each corner portion of the rear portion.

The ECU22 is a steering control unit that controls the electric power steering device 41. The electric power steering device 41 includes a mechanism for steering the front wheels in accordance with a driving operation (steering operation) of the steering wheel ST by the driver. The electric power steering apparatus 41 includes a drive unit 41a including a motor that performs assist of a steering operation or a driving force for automatically steering front wheels, a steering angle sensor 41b, a torque sensor 41c that detects a steering torque applied to the driver, and the like. The ECU22 can also acquire the detection result of the sensor 36 that detects whether the driver is gripping the steering wheel ST, and can monitor the gripping state of the driver.

The ECU23 is a brake control unit that controls the hydraulic device 42. The brake operation of the brake pedal BP by the driver is converted into a hydraulic pressure in the master cylinder BM and transmitted to the hydraulic device 42. The hydraulic device 42 is an actuator capable of controlling the hydraulic pressure of the hydraulic oil supplied to the brake devices (for example, disc brake devices) 51 provided in the four wheels, respectively, based on the hydraulic pressure transmitted from the master cylinder BM, and the ECU23 controls the driving of the solenoid valves and the like provided in the hydraulic device 42. During braking, the ECU23 can turn on the brake lamp 43B. This enables the following vehicle to be more attentive to the vehicle V.

The ECU23 and the hydraulic device 42 can constitute an electric servo brake. The ECU23 can control, for example, the distribution of the braking forces generated by the four brake devices 51 and the braking forces generated by the regenerative braking of the motor provided in the power unit 50. The ECU23 can also realize the ABS function, the traction control function, and the posture control function of the vehicle V based on the detection results of the wheel speed sensor 38, the yaw rate sensor (not shown), and the pressure sensor 35 that detects the pressure in the master cylinder BM, which are provided for the four wheels, respectively.

The ECU24 is a stop maintaining control unit that controls the electric parking brake device (e.g., drum brake) 52 provided on the rear wheels. The electric parking brake device 52 includes a mechanism for locking the rear wheels. The ECU24 can control locking and unlocking of the rear wheels by the electric parking brake device 52.

The ECU25 is an in-vehicle report control unit that controls the information output device 43A that reports information to the inside of the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided on an instrument panel, or an audio output device. Further, a vibration device may be included. The ECU25 causes the information output device 43A to output various information such as vehicle speed and outside air temperature, information such as route guidance, and information relating to the state of the vehicle V, for example.

The ECU26 is a vehicle exterior notification control unit that controls the information output device 44 that reports information to the outside of the vehicle. In the present embodiment, the information output device 44 is a direction indicator (hazard lamp). ECU26 performs blinking control of information output device 44 as a direction indicator to inform the outside of the vehicle of the traveling direction of vehicle V, and performs blinking control of information output device 44 as a hazard lamp to improve the attention of the outside of the vehicle to vehicle V.

The ECU27 is a drive control unit that controls the power unit 50. In the present embodiment, one ECU27 is assigned to the power plant 50, but one ECU may be assigned to each of the internal combustion engine, the motor, and the automatic transmission. The ECU27 controls the output of the internal combustion engine and the motor, and switches the shift speed of the automatic transmission, in accordance with, for example, the driver's driving operation detected by the operation detection sensor 34a provided on the accelerator pedal AP and the operation detection sensor 34b provided on the brake pedal BP, the vehicle speed, and the like. Further, the automatic transmission is provided with a rotation speed sensor 39 that detects the rotation speed of the output shaft of the automatic transmission as a sensor for detecting the traveling state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

The ECU28 is a position recognition unit that recognizes the current position and the travel route of the vehicle V. The ECU28 controls the gyro sensor 33, the GPS sensor 28b, and the communication device 28c, and performs information processing of the detection result or the communication result. The gyro sensor 33 detects a rotational motion of the vehicle V. The course of the vehicle V can be determined from the detection result of the gyro sensor 33 and the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires these pieces of information. The database 28a can store highly accurate map information, and the ECU28 can specify the position of the vehicle V on the lane more accurately based on the map information and the like. The input device 45 is disposed at an in-vehicle position where a driver can operate, and receives an instruction from an occupant or input of information.

< control example >

< selection of movement mode >

A control example of the control device 1 will be explained. Fig. 3 is a flowchart showing a process of selecting a movement pattern executed by the ECU 20. The movement mode of the present embodiment is a traveling mode related to automation of driving of the vehicle V. In the case of the present embodiment, the occupant can select a movement pattern from a plurality of movement patterns. In the present embodiment, the plurality of movement modes are two modes, i.e., a manual driving mode and an automatic driving mode.

At S1, it is determined whether or not there is an operation of selecting the movement mode by the occupant. The occupant can give an instruction to switch between the automatic driving mode and the manual driving mode by operating the input device 45, for example. If there is a selection operation, the process proceeds to S2, and if there is no selection operation, the process ends.

At S2, it is determined whether or not the selection operation is an instruction to perform automated driving, and if so, the process proceeds to S4, and if so, the process proceeds to S3. In S3, the manual driving mode is set, and manual driving control is started. At S4, the automatic driving mode is set and automatic driving control is started. The current setting relating to the movement pattern is notified from the ECU20 to each of the ECUs 21 to 28 and recognized.

In the manual driving control, acceleration, deceleration, steering, and braking of the vehicle V are performed in accordance with a driving operation of a passenger (driver). In the automatic driving control, the ECU20 outputs control commands to the ECU22, the ECU23, and the ECU27 to control acceleration, deceleration, steering, and braking of the vehicle V, thereby automatically driving the vehicle V without depending on the driving operation of the occupant. ECU20 sets the traveling path of vehicle V, and refers to the position recognition result of ECU28 and the recognition result of the target object, to cause vehicle V to travel along the set traveling path. The target object is identified based on the detection results of the

detection units

31A, 31B, 32A, and 32B.

< diagnosis of Performance degradation >

Each of the ECUs 20 to 28 periodically diagnoses a decrease in the performance of the equipment under control. The performance degradation can be differentiated into various levels. In the present embodiment, the performance degradation is exemplarily divided into a first level and a second level. The first level is a level at which it becomes difficult to perform automatic driving control. When it is diagnosed that the first level of performance is degraded during the setting of the automatic driving mode, the ECU20 performs a process of changing the travel mode to the manual driving mode as described later with reference to fig. 5. When it is diagnosed that the first level of performance is degraded during the setting of the manual drive mode, the ECU20 prohibits the change to the automatic drive mode. The second level is a level at which it is not difficult to perform the automatic driving control. The ECU20 maintains the automated driving mode even if the performance degradation of the second level is diagnosed in the setting of the automated driving mode.

Fig. 4 is a flowchart showing an example of the diagnosis process executed by the ECU 21. In S11, the ECU21 diagnoses the performance degradation of the camera 31A. For example, if the signal of the captured image of the camera 31 does not change for a certain period of time, the captured image is white as a whole (fogging of the window member 11), and the contrast of the captured image is significantly low (fogging of the window member 11), it is diagnosed that the performance of the imaging function is degraded. In S12, the ECU21 notifies (transmits) the information indicating the diagnosis result in S11 to the ECU20 and the ECU 25. In the case where the performance is degraded as a result of the diagnosis, the notified information can be referred to as performance degradation information.

In S13, the ECU21 diagnoses a performance degradation of the camera 31B. The same diagnosis as that of the camera 31A in S11 is performed. In S14, the ECU21 notifies the ECU20 and the ECU25 of the diagnosis result in S13. In the case where the performance is degraded as a result of the diagnosis, the notified information can be referred to as performance degradation information.

In S15, the ECU21 diagnoses a decrease in the performance of the heater 60A. For example, a drive signal for test is output to the heater 60A, and it is determined whether or not the heater 60A generates heat. For example, a current sensor or a voltage sensor may be provided in the heater 60A to check the energization state thereof, and it may be diagnosed whether the heater 60A is being driven. Alternatively, the diagnosis can be performed by providing a temperature sensor to the heater 60A to check whether there is a temperature change. When the heater 60A generates no heat or generates a small amount of heat, the ECU21 diagnoses a decrease in the performance of the defogging and antifogging functions. In S16, the ECU21 notifies the ECU20 and the ECU25 of information indicating the diagnosis result in S15. In the case where the performance is degraded as a result of the diagnosis, the notified information can be referred to as performance degradation information.

In S17, the ECU21 diagnoses a decrease in the performance of the heater 60B. The same diagnosis as that of the heater 60A in S15 is performed. In S18, the ECU21 notifies the ECU20 and the ECU25 of information indicating the diagnosis result in S17. In the case where the performance is degraded as a result of the diagnosis, the notified information can be referred to as performance degradation information.

In S19, other diagnostic processing is performed. Here, for example, a diagnosis of a performance degradation of the optical radar 32A, the radar 32B, or the like is performed, and information indicating the diagnosis result is notified to the ECU20, the ECU 25. In the case where the performance is degraded as a result of the diagnosis, the notified information can be referred to as performance degradation information. By the above processing, the primary processing is ended.

The performance of the image capturing function of the

cameras

31A and 31B is reduced due to the reduction in the recognition performance of the target object, the white line, and the like, and the performance directly related to the automatic driving control is reduced. Therefore, in the present embodiment, the performance degradation of the imaging function is reduced to the first level. On the other hand, the performance degradation of the defogging and antifogging functions of the

heaters

60A and 60B may cause the performance degradation of the imaging functions of the

cameras

31A and 31B, but the performance degradation of the imaging functions of the

cameras

31A and 31B does not occur immediately, but is indirectly related to the automatic driving control. Therefore, in the present embodiment, the performance of the defogging and antifogging functions is reduced to the second level of performance reduction.

< mode switching based on diagnosis result >

An example of processing of the ECU20 in the case where the diagnostic result is received from the ECU21 or the like while the automatic drive mode is set will be described with reference to fig. 5.

In S21, the ECU20 determines whether the received notification is a first-level performance degradation. If the performance of the first level is degraded, the process proceeds to S22, and the process ends without degrading the performance of the second level and without degrading the performance. In S22, the ECU20 requests the occupant to switch from the automated driving to the manual driving (take over). The switching request is made, for example, by causing the ECU25 to display the switching request on the information output device 43A.

In S23, the ECU20 determines whether the occupant has granted the switch request. The occupant can be informed of the consent through the input device 45, for example. If the occupant agrees, the process proceeds to S24, where the manual driving mode is set. By switching to the manual driving mode, each ECU of the control device 1 controls the travel of the vehicle V in accordance with the driving operation of the driver. If the consent of the occupant cannot be confirmed, in S25, ECU20 performs stop control of vehicle V. In the stop control, the ECU20 instructs the ECU25 to make a report so that the information output device 43A outputs a message that the vehicle V decelerates and stops. In addition, the ECU20 instructs the ECU26 to make a report so that the information output device 44 blinks (hazard lamp) to prompt the attention of the following vehicle. Then, the ECU20 instructs the ECU23 to perform braking to decelerate the vehicle V. By the execution of the stop control, the vehicle V stops soon. The ECU27 determines the stop of the vehicle V based on the detection result of the rotation speed sensor 39, and when it is determined that the vehicle is stopped, instructs the ECU24 to activate the electric parking lock 52 to maintain the stop of the vehicle V.

< report of Performance degradation >

An example of processing of the ECU25 when the diagnostic result is received from the ECU21 or the like will be described with reference to fig. 6. This figure is a flowchart showing an example of the report processing executed by the ECU25, and is repeatedly executed.

In S30, the ECU21 acquires information related to the diagnosis result. The information can be acquired by reception of information from the ECU21 or the like or reading from a storage device of the ECU25 that stores the received information.

In S31, the ECU21 determines whether performance degradation information indicating a degradation in performance of the shooting function of either the camera 31A or the camera 31B has been acquired, and proceeds to S32 if acquired, and proceeds to S33 if not acquired. In S32, a report indicating a performance degradation of the photographing function is executed by the information output device 43A. For example, the information output device 43A displays "performance degradation of the camera has occurred. Please accept the inspection at the repair facility. "and the like.

By such a report, the inspection of the vehicle V is facilitated. In the case of the present embodiment, when there is a decrease in the performance of the imaging function of the camera 31A or the camera 31B in the automatic driving mode, a request for switching from the automatic driving to the manual driving is made as described with reference to fig. 5 (S22). The report of S32 is executed in parallel with or before and after the switching request, so that the occupant can understand the cause of the switching request.

At S33, ECU21 determines whether performance degradation information indicating a degradation in performance of the defogging and antifogging functions of either heater 60A or heater 60B has been acquired, and proceeds to S34 if acquired, and to S36 if not acquired.

At S34, ECU21 determines whether the current movement mode is the manual drive mode, and proceeds to S35 if the current movement mode is the manual drive mode. In S35, the information output device 43A reports that the defogging and antifogging functions are degraded. For example, the information output device 43A displays "a decrease in performance of the camera heater has occurred. Please accept the inspection at the repair facility. "and the like. By such a report, the inspection of the vehicle V is facilitated.

In S34, if the ECU21 determines that the current movement mode is the automatic drive mode, the process proceeds to S36 without performing the report of S35. After that, the ECU21 reports S35 when the manual driving mode is set. In this case, the process of S35 may be performed in response to the information indicating the degradation of the defogging and antifogging functions being received again from the ECU21 at the time of setting the manual driving mode, or the process of S35 may be performed in such a manner that the information indicating the degradation of the defogging and antifogging functions is stored in the storage device when the information indicating the degradation of the defogging and antifogging functions is received at the time of setting the automatic driving mode, and the stored information is read again at the time of setting the manual driving mode.

In S36, other processing is performed. Here, notification processing based on the diagnostic result of the other device is performed. By the above processing, the primary processing is ended.

As described above, in the present embodiment, when it is diagnosed that there is a decrease in the performance of the image capturing function of the camera 31A or the camera 31B, the performance is reported to the occupant regardless of the automatic driving mode or the manual driving mode, but when it is diagnosed that there is a decrease in the performance of the defogging or antifogging function of the heater 60A or the heater 60B, the reporting is performed in the manual driving mode and the reporting is not performed in the automatic driving mode.

The performance degradation of the defogging and antifogging functions itself does not directly affect automatic driving, and therefore, the reporting of such a situation is not necessarily required. When a report is given during automatic driving, the passenger may misunderstand that it is difficult to continue automatic driving, and even if the report is given, the passenger does not immediately deal with any content. Therefore, by not reporting the performance degradation of the defogging and antifogging functions during the automatic driving, it is possible to avoid a situation in which the occupant feels troublesome or uneasy. Further, by reporting the performance degradation of the defogging and antifogging functions in the manual driving mode in which the task of the occupant is more than that of the automatic driving mode and the reporting is easy to notice, the occupant can be reliably made to recognize the performance degradation, and the inspection in a repair shop or the like can be facilitated.

Further, when the window member 11 is fogged or the image capturing performance is degraded due to the degradation of the defogging/antifogging function, as described with reference to fig. 5, a request for switching from the automatic driving to the manual driving is made (S22), but in this case, the report of the degradation of the defogging/antifogging function is also made after the switching to the manual driving, and the occupant can recognize that the degradation of the image capturing performance is caused by the degradation of the defogging/antifogging function.

< second embodiment >

In the first embodiment, when it is diagnosed that one of the

heaters

60A and 60B has a degraded performance of the defogging and antifogging functions, the report is made in the manual driving mode, but the report may be made on the condition that all of the

heaters

60A and 60B have been diagnosed as having a degraded performance of the defogging and antifogging functions. This can reduce the frequency of reporting of performance degradation, and thus can eliminate the inconvenience of the occupant.

Fig. 7 is a flowchart showing an example of processing of the ECU25 in the present embodiment, instead of the report processing shown in fig. 6. Hereinafter, the same processing as in the example of fig. 6 will not be described, and different processing will be described.

In the present embodiment, the process of S33' is performed instead of the process of S33 of fig. 6. Here, it is determined whether performance degradation information of the defogging and antifogging functions is acquired for both the heater 60A and the heater 60B, and if the performance degradation information is acquired, the process proceeds to S34, otherwise, the process proceeds to S36. The other processing is the same as that of fig. 6.

< third embodiment >

Immediately after the start of the manual driving mode, there is a stage in which the occupant (driver) starts the driving operation, and there is a case where there is no extra effort to pay attention to the report. In particular, immediately after the manual driving mode is set by a request for switching from the automatic driving to the manual driving (S22 in fig. 5), it is predicted that the passenger will not be aware of the reported effort. Therefore, after the manual driving mode is set and the predetermined condition is satisfied, the report of the performance degradation of the defogging and antifogging functions can be made. This enables the passenger to recognize the report more reliably. Further, this embodiment mode may be combined with the second embodiment mode.

Fig. 8 is a flowchart showing an example of processing of the ECU25 in the present embodiment, instead of the report processing shown in fig. 6. Hereinafter, the same processing as in the example of fig. 6 will not be described, and different processing will be described.

In the present embodiment, when it is determined at S34 that the current movement mode is the manual drive mode, the ECU21 proceeds to S34'. At S34', it is determined whether or not a stability condition relating to the excessive energy of the occupant is satisfied, and if so, the routine proceeds to S35 to report that the performance of the defogging and antifogging functions is degraded, and if not, the routine proceeds to S36 to not report.

The steady condition is, for example, that a predetermined time has elapsed from the start (setting) of the manual driving mode. The predetermined time is, for example, a time at which the driving of the occupant tends to be stable, specifically, several minutes, for example. As another example of the stable condition, a driving operation (one or more of acceleration, deceleration, steering, and braking) of the vehicle V is performed by the occupant. Alternatively, both the elapse of a predetermined time and the driving operation of the occupant may be used as conditions.

< other embodiment >

In the above-described embodiment, the four-wheel vehicle is exemplified as the vehicle, but the present invention can be applied to other types of vehicles such as two-wheel vehicles. Further, although a vehicle is exemplified as the transportation device, the present invention can be applied to other types of transportation devices such as a ship and an airplane.

In the above-described embodiment, the manual driving mode and the automatic driving mode are exemplified as the types of the movement mode, but the present invention is not limited thereto. For example, the driving assistance mode may be a manual driving mode or one or more driving assistance modes in which driving operations are automated for manual driving, and at least one of acceleration, deceleration, steering, and braking may be automated in the driving assistance mode. In this case, the report of the performance degradation of the second level may be performed in the manual driving mode, but not in the driving assistance mode.

In the above embodiment, the defogging and antifogging functions of the

heaters

60A and 60B are exemplified as the functions that cause the performance degradation of the imaging function due to the performance degradation, but for example, the cleaning function of the window member 11 may be employed, and as the device that exhibits the cleaning function, a wiper or a jet device of compressed air may be cited. In the second embodiment (fig. 7), whether or not to report the performance degradation is determined based on whether or not the performance degradation information of the defogging and antifogging functions is acquired for both the heater 60A and the heater 60B, but the report may be made when there is a performance degradation in all of the wipers, the ejection devices, and the like that cause the performance degradation of the imaging function in addition to the heater 60A and the heater 60B. That is, by performing the report on the condition that the performance degradation of all the functions (the defogging, antifogging, and cleaning functions in this example) of the second level, which is the cause of the performance degradation of the common function (the imaging function in this example) of the first level, is confirmed, the frequency of the report of the performance degradation can be reduced, and the passenger can be prevented from feeling troublesome.

Further, the

cameras

31A and 31B are exemplified as functions that meet the first level of performance degradation, but performance degradation of other types of sensors such as the optical radar 32A and the radar 32B may be the first level of performance degradation. Heaters that exhibit defogging and antifogging functions for window members, bumpers, cover members, and the like located in the detection ranges of the

optical radars

32A and 32B may be provided in correspondence with these

radars

32A and 32B, and the performance degradation of the heaters may be regarded as a second level of performance degradation. The function of the performance degradation corresponding to the first level may be an actuator operation function or the like.

Further, there may be a function that does not have a performance degradation of the function conforming to the first level and a performance degradation of the function conforming to the second level.

< summary of the embodiments >

The above embodiment discloses at least the following embodiments.

1. The transport apparatus (e.g. V) of the above embodiment is a transport apparatus capable of operating in a plurality of movement modes,

the transportation device is provided with:

an acquisition means (e.g., 25, S30) that acquires performance degradation information relating to a performance degradation of the transportation device; and

a reporting mechanism (e.g., 25, 43A) that reports information based on the performance degradation information to an occupant, the plurality of movement patterns including:

a first movement mode (e.g., manual driving mode) in which movement of the transport apparatus is performed in accordance with an operation of the occupant; and

a second mode of movement (e.g. an autonomous mode) in which movement of the transport apparatus is more automated than the first mode of movement,

the object function of the performance degradation information includes:

a first function in which movement of the transportation device in the second movement mode is difficult due to performance degradation of the first function (e.g., a photographing function); and

a second function in which the movement of the transportation device in the second movement mode is not made difficult by the performance degradation of the second function (e.g., defogging, antifogging functions),

in a case where the acquisition mechanism acquires the performance degradation information of the second function in the setting of the second movement mode, the reporting mechanism reports information based on the acquired performance degradation information in the setting of the first movement mode (e.g., S33, S34).

According to this embodiment, by reporting in the first movement mode without reporting the performance degradation of the second function in the second movement mode, it is possible to avoid the passenger from feeling cumbersome or uneasy in the second movement mode, and it is possible to report information relating to the performance degradation to the passenger more appropriately.

2. In the above-described embodiments of the present invention,

the second function is a function that causes a reduction in performance of the first function due to a reduction in performance thereof.

According to this embodiment, by reporting the performance degradation of the second function that does not directly affect the movement of the transportation device in the second movement mode in the first movement mode, the passenger can be prevented from feeling cumbersome or uneasy in the second movement mode, and the diagnostic result relating to the performance degradation can be more appropriately reported to the passenger.

3. In the above-described embodiments of the present invention,

the transportation device is provided with a plurality of devices (such as 60A, 60B, wipers and the like) which play the second function,

the second function of each of the plurality of devices is a function causing a performance degradation of the first function common to the plurality of devices due to a performance degradation thereof,

the reporting means does not report information based on the acquired performance degradation information until the acquiring means acquires the performance degradation information of the second function for all of the plurality of devices (e.g., S33').

According to this embodiment, the number of reports can be reduced, and the passenger can be prevented from feeling troublesome.

4. In the above-described embodiments of the present invention,

in a case where the acquisition mechanism acquires the performance degradation information of the first function in the setting of the second movement mode, the reporting mechanism reports information based on the acquired performance degradation information in the setting of the second movement mode (e.g., S31, S32).

According to this embodiment, by reporting the performance degradation of the first function that directly affects the movement of the transport apparatus in the second movement mode, the occupant can be immediately made to recognize necessary information.

5. In the above-described embodiments of the present invention,

the transport apparatus is provided with a plurality of devices (e.g. 30A, 30B) for performing the first function,

when the acquisition means acquires the performance degradation information of the first function for any one of the plurality of devices that perform the first function in the setting of the second movement mode, the reporting means reports information based on the acquired performance degradation information in the setting of the second movement mode (e.g., S31, S32).

6. In the above-described embodiments of the present invention,

when the acquisition means acquires the performance degradation information of the second function in the setting of the second travel mode, the reporting means reports information based on the acquired performance degradation information after at least a predetermined time has elapsed from the start of the first travel mode (e.g., S34').

According to this embodiment, the report can be made at the stage when the occupant has stabilized, and the occupant can more reliably recognize the content of the report.

7. In the above-described embodiments of the present invention,

when the acquisition means acquires the performance degradation information of the second function in the setting of the second movement pattern, the reporting means reports information based on the acquired performance degradation information after the start of the first movement pattern and at least after the driving operation of the transportation device is performed by the occupant (e.g., S34').

8. In the above-described embodiments of the present invention,

the first function is a function of a detection device (e.g., 30A, 30B) that detects a condition around the transportation apparatus,

the second function is a function of a device (e.g., 60A, 60B) that prevents a decrease in detection performance of the detection device.

According to this embodiment, by reporting the performance degradation of the function that does not directly affect the movement of the transportation device in the second movement mode in the first movement mode, the passenger can be prevented from feeling cumbersome or uneasy in the second movement mode, and the diagnostic result relating to the performance degradation can be more appropriately reported to the passenger.

9. The vehicle (e.g., V) according to the above embodiment is a vehicle capable of switching between a manual driving mode and an automatic driving mode, and includes:

cameras (e.g., 30A and 30B) that capture images of the surroundings of the vehicle through the window (e.g., 11);

heaters (e.g., 60A, 60B) that reduce fogging of the window portion;

a diagnosis mechanism (e.g., 21) that diagnoses a performance degradation of the heater; and

and a reporting means (e.g., 25, 43A) that reports the diagnosis result in the manual driving mode when the diagnosing means diagnoses that there is a decrease in the performance of the heater in the automatic driving mode.

According to this embodiment, by reporting the performance degradation of the heater in the manual driving mode without reporting the performance degradation of the heater in the automatic driving mode, it is possible to more appropriately notify the passenger of the diagnosis result relating to the performance degradation while avoiding the passenger from feeling troublesome or uneasy in the automatic driving mode.

While the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications and changes can be made within the scope of the present invention.

Claims

1. A transport facility operable in a plurality of travel modes, characterized in that,

the transportation device is provided with:

the plurality of movement patterns include:

the object function of the performance degradation information includes:

2. The transportation apparatus according to claim 1, wherein the second function is a function that causes a decrease in performance of the first function due to a decrease in performance thereof.

3. The transport apparatus of claim 2,

the transport apparatus is provided with a plurality of devices that perform the second function,

the reporting means does not report information based on the acquired performance degradation information until the acquiring means acquires the performance degradation information of the second function for all of the plurality of devices.

4. The transportation apparatus according to claim 1, wherein in a case where the acquisition mechanism acquires the performance degradation information of the first function in the setting of the second movement mode, the reporting mechanism reports information based on the acquired performance degradation information in the setting of the second movement mode.

5. The transport apparatus of claim 1,

the transport apparatus is provided with a plurality of devices that perform the first function,

when the acquisition means acquires the performance degradation information of the first function for any one of the plurality of devices that exhibit the first function in the setting of the second travel mode, the reporting means reports information based on the acquired performance degradation information in the setting of the second travel mode.

6. The transportation apparatus according to claim 1, wherein, in a case where the acquisition means acquires the performance degradation information of the second function in the setting of the second movement pattern, the reporting means reports information based on the acquired performance degradation information after at least a prescribed time has elapsed from the start of the first movement pattern.

7. The transport apparatus according to any one of claims 1 to 6, wherein, in a case where the acquisition mechanism acquires the performance degradation information of the second function in the setting of the second movement pattern, the reporting mechanism reports information based on the acquired performance degradation information after the start of the first movement pattern and at least after an operation of the transport apparatus by a passenger.

8. The transport apparatus of claim 2,

the first function is a function of a detection device that detects a condition around the transportation apparatus,

the second function is a function of a device that prevents a reduction in detection performance of the detection device.

9. A vehicle capable of switching between a manual driving mode and an automatic driving mode,

the vehicle is provided with:

a camera that shoots the surroundings of the vehicle through the window portion;

a heater that reduces fogging of the window portion;

a diagnosis means for diagnosing a performance degradation of the heater; and

and a reporting unit configured to report a diagnosis result in the manual driving mode when the diagnosing unit diagnoses that the heater is degraded in performance in the automatic driving mode.