CN111762025A - Vehicle control system - Google Patents

Abstract

Provided is a vehicle control system capable of improving both the safety of a vehicle after an emergency stop occurring during automatic driving and the driving continuity. The control device (15) is provided with: an automatic driving control unit (35); a discharge control unit (71) that controls discharge of the electric power stored in the high-voltage power storage element (62); and a vehicle state determination unit (51) that determines the state of the vehicle on the basis of the information received from the vehicle sensor (7). The automatic driving control unit 35 executes a parking process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device (15) or the driver is satisfied while the vehicle is traveling. After the vehicle is stopped by executing the parking process (ST 13: "YES" and ST 15: "YES"), the discharge control unit (71) executes a discharge process (ST14) for discharging the electric power stored in the high-voltage power storage element (62) in accordance with the result of the determination (ST12) by the vehicle state determination unit (51).

Description

Vehicle control system

Technical Field

The present disclosure relates to a vehicle control system that performs automatic driving.

Background

A control device for preventing adverse effects due to a high voltage, such as a vehicle having a high-voltage power storage device, when the vehicle is involved in a collision, the vehicle being unable to travel by itself after the collision due to an obstacle or an inoperability of other equipment caused by the high voltage is known (patent document 1). The control device comprises: a collision prediction unit that predicts a collision of the vehicle and calculates a collision prediction time; and a discharging unit that stops power supply to the power storage device and forcibly discharges the electric power stored in the power storage device, wherein the discharging unit discharges the electric power before the collision prediction time after the collision of the vehicle is predicted.

Further, according to the definition of SAE J3016(2016), the level of autonomous driving of the vehicle is set to 6 stages of level 0 (no autonomous driving) to level 5 (full autonomous driving). Further, according to non-patent document 1, it is required to set the following minimum risk policy (MRM) in the autonomous vehicle of class 3: when it is determined that it is difficult for the system to continue the automated driving and that the driving cannot be handed over from the system to the driver, the vehicle is automatically and safely stopped. In connection with this, a parking-time vehicle control device is known which executes an emergency parking function of detecting an abnormality in the state of an actuator and automatically parking the vehicle (patent document 2).

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2004-129367

Patent document 2: japanese patent laid-open publication No. 2018-131202

Non-patent document

Non-patent document 1: the China extrusion toy bricks from the automobile safety technique ガイドライン ", 2018, 9 and p.5

Disclosure of Invention

Problems to be solved by the invention

After the emergency stop function is executed, the relative speed difference with another vehicle that is traveling becomes large, and the possibility of collision with another vehicle becomes high. Therefore, when the control device that controls the vehicle that performs the automatic driving starts the emergency stop function or when the vehicle stops thereafter, it is considered to forcibly discharge the electric power stored in the power storage device in order to prevent adverse effects due to the high voltage and improve the safety of the vehicle.

However, after the emergency stop function is started or the vehicle is stopped, the abnormal state of the driver may be resolved and the driver may manually start driving. In this case, if the power storage device is discharged, the vehicle cannot travel in accordance with the driving operation of the driver, and it may be difficult to continue the travel. Therefore, it is not preferable to uniformly discharge the power storage device in accordance with the execution of the emergency stop function or the stop of the vehicle.

In view of the above background, an object of the present invention is to provide a vehicle control system capable of improving both safety and traveling continuation of a vehicle after an emergency stop that occurs during automatic driving.

Means for solving the problems

In order to solve the above problem, one embodiment of the present invention is a vehicle control system (1) including: a control device (15) that performs steering, acceleration, and deceleration of the vehicle; intervention detection means (10, 11) that detects an intervention of a driver to the driving; a vehicle sensor (7) that detects a state of the vehicle; and a high-voltage power storage element (62) provided to the vehicle independently of a main power supply, the control device including: an automatic driving control unit (35) that executes a parking process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied while the vehicle is traveling; a discharge control unit (71) that controls discharge of the electric power stored in the high-voltage power storage element; and a vehicle state determination unit (51) that determines the state of the vehicle based on the information received from the vehicle sensor, wherein the discharge control unit executes a discharge process (ST14) that discharges the electric power stored in the high-voltage power storage element based on a determination result (result of ST12) of the vehicle state determination unit after the vehicle stop process is executed to stop the vehicle (ST 13: "YES" and ST 15: "YES"). Here, the high-voltage power storage element is an electrical element that stores high-voltage power boosted for charging a high-voltage main power supply mounted on the vehicle, or an electrical element that stores high-voltage power for boosting power supplied from the main power supply mounted on the vehicle.

According to this configuration, when it is difficult to continue the traveling of the vehicle, the discharge control unit switches the discharge operation of the high-voltage power storage element after the vehicle is stopped, in accordance with the state of the vehicle. Therefore, it is possible to achieve both improvement of safety of the vehicle by performing the discharge treatment and improvement of the following traveling durability of the vehicle without performing the discharge treatment.

In the above configuration, the vehicle state determination unit (51) may determine whether or not the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor (7) (ST11, ST12),

when the vehicle state determination unit determines that the vehicle cannot be manually driven (ST 12: "NO"), the discharge control unit (71) executes the discharge process (ST14) after the vehicle is stopped by executing the parking process (ST 13: "YES").

According to this configuration, when it is determined that the vehicle cannot be manually driven, the vehicle is stopped by executing the parking process, and then the high-voltage power storage element is discharged, whereby the safety of the vehicle after parking can be improved.

In the above configuration, when the vehicle state determination unit (51) determines that the vehicle cannot be manually driven (ST 12: "yes"), the discharge control unit (71) may execute the discharge process (ST14) after a predetermined time has elapsed since the vehicle is stopped by executing the parking process (ST 18: "yes").

According to this configuration, even when it is determined that the vehicle can be manually driven, the high-voltage power storage element is discharged after a predetermined time has elapsed from the stop of the vehicle, and thus the safety of the vehicle after the vehicle is stopped can be improved. Further, since the high-voltage power storage element is not discharged until a predetermined time elapses after the vehicle stops, the traveling durability of the vehicle after the vehicle stops can be improved.

In the above configuration, the discharge control unit (71) may not perform the discharge processing (ST14) when the vehicle state determination unit (51) determines that the vehicle is manually drivable (ST 12: YES) and an input of a driving operation is detected by the intervention detection device (10, 11) before the predetermined time elapses (ST 18: NO) (ST 17: YES).

According to this configuration, when it is determined that the vehicle can be manually driven, if there is an input of a driving operation from the driver during a period from when the vehicle is stopped until a predetermined time elapses, the high-voltage power storage element is not discharged, and the traveling continuity of the vehicle after the vehicle is stopped can be improved.

In the above configuration, the vehicle state determination unit (51) may determine whether the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor (7) (ST11, ST12), and the discharge control unit (71) may execute the discharge process (ST14) when at least one of a 1 ST condition and a 2 nd condition is satisfied, the 1 ST condition being that the vehicle state determination unit determines that manual driving is not possible (ST 12: no), and the 2 nd condition being that a predetermined time has elapsed (ST 18: yes) since the vehicle is stopped by executing the parking process (ST 15: yes) and an input of a driving operation is not detected by the intervention detection device (10, 11) (ST 17: no).

According to this configuration, when it is determined that the vehicle cannot be manually driven, the high-voltage power storage element is discharged after the vehicle is stopped, whereby the safety of the vehicle after the vehicle is stopped can be improved. On the other hand, by discharging the high-voltage power storage element when a predetermined time has elapsed since the vehicle was stopped in a state where there is no input of a driving operation from the driver, it is possible to achieve both improvement in safety of the vehicle after the vehicle was stopped and improvement in traveling continuity of the vehicle after the vehicle was stopped when the vehicle can be manually driven.

In the above-described configuration, when the vehicle state determination unit (51) determines that the vehicle is manually drivable (ST 12: "yes"), the discharge control unit (71) may execute a voltage reduction process (ST16) for reducing the voltage of the electric power stored in the high-voltage power storage element after the vehicle stop process is executed to stop the vehicle (ST 15: "yes").

With this configuration, the time required for discharging the high-voltage power storage element when a predetermined time has elapsed after the vehicle is stopped can be shortened, and adverse effects of the high-voltage power in the case where a collision occurs before the predetermined time has elapsed can be reduced.

In order to solve the above problem, one embodiment of the present invention is a vehicle control system (1) including: a control device (15) that performs steering, acceleration, and deceleration of the vehicle; intervention detection means (10, 11) that detects an intervention of a driver to the driving; a vehicle sensor (7) that detects a state of the vehicle; and a high-voltage battery (63(61, 62)) provided in the vehicle, wherein the control device includes: an automatic driving control unit (35) that executes a parking process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied while the vehicle is traveling; a discharge control unit (71) that controls discharge of the electric power stored in the high-voltage battery; and a vehicle state determination unit (51) that determines the state of the vehicle based on the information received from the vehicle sensor, wherein the discharge control unit executes a discharge process for discharging the electric power stored in the high-voltage battery based on a determination result (result of ST12) of the vehicle state determination unit after the vehicle stop process is executed to stop the vehicle (ST 13: "YES" and ST 15: "YES") (ST 14). Here, the high-voltage electric storage device is a high-voltage main power supply mounted on the vehicle, and an electric device that stores high-voltage electric power boosted to charge the high-voltage main power supply, or an electric device that stores high-voltage electric power to boost electric power supplied from the main power supply mounted on the vehicle.

According to this configuration, when it is difficult to continue the travel of the vehicle, the discharge control unit switches the discharge operation of the high-voltage battery after the vehicle is stopped, in accordance with the state of the vehicle. Therefore, it is possible to achieve both improvement of safety of the vehicle by performing the discharge treatment and improvement of the following traveling durability of the vehicle without performing the discharge treatment.

ADVANTAGEOUS EFFECTS OF INVENTION

As described above, according to the present invention, it is possible to provide a vehicle control system that achieves both improvement of safety and improvement of running continuation of a vehicle after an emergency stop occurs during automatic driving.

Drawings

Fig. 1 is a functional configuration diagram of a vehicle equipped with a vehicle control system according to an embodiment.

Fig. 2 is a flowchart of parking processing of the vehicle control system according to the embodiment.

Fig. 3 is a flowchart of the high-voltage power processing executed as a part of the retraction processing and the parking maintenance processing shown in fig. 2.

Description of the reference symbols

1: vehicle control system

7: vehicle sensor

10: driving operation device (intervention detection device)

11: passenger monitoring device (intervention detection device)

15: control device

35: automatic driving control part

36: abnormal state determination unit

51: vehicle state determination unit

52: occupant state determination unit

61: main power supply

62: high-voltage storage element

63: high-voltage accumulator

71: discharge control unit

Detailed Description

Hereinafter, embodiments of a vehicle control system according to the present invention will be described with reference to the drawings. Next, an example will be described in which the vehicle control system of the present invention is applied to a system that controls a vehicle traveling in a country or region where left-side traveling is adopted.

As shown in fig. 1, a vehicle control system 1 is included in a vehicle system 2 mounted on a vehicle. The vehicle system 2 includes a propulsion device 3, a brake device 4, a steering device 5, an external recognition device 6, a vehicle sensor 7, a communication device 8, a navigation device 9 (map device), a driving operation device 10, an occupant monitoring device 11, an HMI12 (human machine Interface), an automatic driving level changeover switch 13, an external notification device 14, and a control device 15. The respective components of the vehicle system 2 are connected to each other by a communication unit such as a CAN 16(Controller Area Network) so as to be able to transmit signals.

The propulsion device 3 is a device that applies driving force to a vehicle, and includes, for example, a power source and a transmission. The power source includes at least one of an internal combustion engine such as a gasoline engine or a diesel engine and an electric motor. The brake device 4 is a device for applying a braking force to a vehicle, and includes, for example, a caliper for pressing a pad against a brake rotor, and an electric cylinder for supplying hydraulic pressure to the caliper. The brake device 4 may include a parking brake device that restricts rotation of the wheel by a cable. The steering device 5 is a device for changing the steering angle of the wheels, and includes, for example, a rack and pinion mechanism for steering the wheels and an electric motor for driving the rack and pinion mechanism. The propulsion device 3, the braking device 4 and the steering device 5 are controlled by a control device 15.

The external recognition device 6 is a device that detects an object outside the vehicle, or the like. The environment recognition device 6 includes a sensor, for example, a radar 17, a laser radar 18(LIDAR), and an outside-vehicle camera 19, which detect an object or the like outside the vehicle by capturing electromagnetic waves or light from the periphery of the vehicle. In addition, the external world identification device 6 may be a device that receives a signal from outside the vehicle and detects an object or the like outside the vehicle. The external world identification device 6 outputs the detection result to the control device 15.

The radar 17 emits an electric wave such as a millimeter wave to the periphery of the vehicle, and detects the position (distance and direction) of an object by capturing the reflected wave. At least 1 radar 17 is mounted at an arbitrary position of the vehicle. The radar 17 preferably includes at least a front radar that irradiates radio waves toward the front of the vehicle, a rear radar that irradiates radio waves toward the rear of the vehicle, and a pair of left and right side radars that irradiate radio waves toward the sides of the vehicle.

The laser radar 18 irradiates light such as infrared rays around the vehicle, and detects the position (distance and direction) of an object by capturing the reflected light. At least 1 laser radar 18 is provided at an arbitrary position of the vehicle.

The vehicle exterior camera 19 captures an image of the periphery of the vehicle including an object (for example, a surrounding vehicle or a pedestrian) existing around the vehicle, a guardrail, a curb, a wall, a center separation zone, the shape of a road, a road mark plotted on the road, and the like. The vehicle exterior camera 19 may be a digital camera using a solid-state imaging device such as a CCD or a CMOS, for example. At least 1 vehicle exterior camera 19 is provided at an arbitrary position of the vehicle. The exterior camera 19 includes at least a front camera that captures an image of the front of the vehicle, and may further include a rear camera that captures an image of the rear of the vehicle and a pair of side cameras that capture the left and right sides of the vehicle. The vehicle exterior camera 19 may be a stereo camera, for example.

The vehicle sensor 7 includes a vehicle speed sensor that detects a speed of the vehicle, an acceleration sensor that detects an acceleration, a yaw rate sensor that detects an angular velocity around a vertical axis, an orientation sensor that detects an orientation of the vehicle, and the like. The yaw rate sensor is, for example, a gyro sensor.

The communication device 8 performs communication between the control device 15 and the navigation device 9 and a peripheral vehicle or a server located outside the vehicle. The control device 15 can perform wireless communication with the nearby vehicle via the communication device 8. Further, the control device 15 can communicate with a server that provides traffic control information via the communication device 8. Further, the control device 15 can perform communication with a portable terminal held by a person existing outside the vehicle via the communication device 8. Further, the control device 15 can perform communication with an emergency notification center that receives an emergency notification from the vehicle via the communication device 8.

The navigation device 9 is a device that acquires the current position of the vehicle and performs route guidance to a destination, and includes a GNSS reception unit 21, a map storage unit 22, a navigation interface 23, and a route determination unit 24. The GNSS receiver 21 specifies the position (latitude and longitude) of the vehicle from a signal received from an artificial satellite (positioning satellite). The map storage unit 22 is configured by a known storage device such as a flash memory or a hard disk, and stores map information. The navigation interface 23 receives an input of a destination or the like from the occupant, and presents various information to the occupant by display or voice. The navigation interface 23 may include a touch panel display, a speaker, and the like. In another embodiment, the GNSS receiver 21 may be configured as a part of the communication device 8. The map storage unit 22 may be configured as a part of the control device 15, or may be configured as a part of a server device that can communicate via the communication device 8.

The map information includes road information such as the type of a road such as an expressway, a toll road, a national road, and a prefecture road, the number of lanes on the road, the center position (three-dimensional coordinates including longitude, latitude, and height) of each lane, the shape of a road mark such as a road dividing line or a lane boundary, the presence or absence of a step, a curb, a ditch, and the like, the position of an intersection, the positions of a junction and a branch point of a lane, an area of an emergency stop zone, the width of each lane, and a sign provided on the road. The map information may include traffic control information/address information (address/zip code), facility information, telephone number information, and the like.

The route determination unit 24 determines a route to the destination based on the position of the vehicle specified by the GNSS reception unit 21, the destination input from the navigation interface 23, and the map information. In determining the route, the route determination unit 24 may determine the route by referring to the positions of the merging point and the branch point of the lanes in the map information, and including the target lane, which is the lane on which the vehicle should travel.

The driving operation device 10 receives an input operation performed by a driver to control the vehicle. The driving operation device 10 includes, for example, a steering wheel, an accelerator pedal, and a brake pedal. The driving operation device 10 may include a shift lever, a parking brake lever, and the like. Each driving operation device 10 is provided with a sensor for detecting an operation amount. The driving operation device 10 outputs a signal indicating the operation amount to the control device 15.

The occupant monitoring device 11 monitors the state of an occupant in the vehicle compartment. The occupant monitoring device 11 includes, for example, an indoor camera 26 that captures an image of an occupant seated in a seat in a vehicle interior, and a grip sensor 27 provided in a steering wheel. The indoor camera 26 is a digital camera using a solid-state imaging device such as a CCD or a CMOS. The grip sensor 27 is a sensor that detects whether the driver is gripping the steering wheel and outputs a detection signal indicating the presence or absence of gripping. The grip sensor 27 may be formed by, for example, a capacitance sensor or a piezoelectric element provided in the steering wheel. The occupant monitoring device 11 may include a heart rate sensor provided in a steering wheel or a seat, and a seating sensor provided in the seat. In addition, the occupant monitoring device 11 may be a wearable device that is worn by the occupant and that can detect vital sign information including at least one of the heart rate and the blood pressure of the wearing occupant. In this case, the occupant monitoring device 11 may be configured to be able to communicate with the control device 15 by a known communication means based on a wireless method. The occupant monitoring device 11 outputs the captured image and the detection signal to the control device 15.

The vehicle exterior notification device 14 is a device that notifies the outside of the vehicle by sound or light, and includes, for example, a warning lamp and a horn. A Front light (Front light) or a Tail light (Tail light), a brake light, a hazard light, and an interior light may also function as a warning light.

The HMI12 notifies various kinds of information to the occupant by display and voice, and receives an input operation of the occupant. The HMI12 includes, for example, at least one of a display device 31, a sound generating device 32 such as a buzzer or a speaker, and an input interface 33 such as a GUI switch or a mechanical switch on a touch panel, wherein the display device 31 is a touch panel or a display lamp including a liquid crystal or an organic EL. The navigation interface 23 may function as the HMI 12.

The automatic driving level changeover switch 13 is a switch for receiving an instruction to start automatic driving from the occupant. The automatic driving level switching switch 13 may be a mechanical switch or a GUI switch displayed on a touch panel, and is disposed at an appropriate position in the vehicle interior. The automatic driving level changeover switch 13 may be constituted by the input interface 33 of the HMI12, or may be constituted by the navigation interface 23.

The control device 15 is an Electronic Control Unit (ECU) composed of a CPU, a ROM, a RAM, and the like. The control device 15 executes various vehicle controls by executing arithmetic processing in accordance with a program by the CPU. The controller 15 may be configured as 1 piece of hardware, or may be configured as a unit configured by a plurality of pieces of hardware. At least a part of each functional unit of the control device 15 may be realized by hardware such as an LSI, an ASIC, or an FPGA, or may be realized by a combination of software and hardware.

The control device 15 performs automatic driving control (hereinafter, referred to as automatic driving) of at least level 0 to level 3 in combination with various vehicle controls. The rank is a rank obtained based on the definition of SAE J3016, and is determined in association with the degree of intervention for the driving operation of the driver and the monitoring of the vehicle surroundings.

In the automatic driving at level 0, the control device 15 does not control the vehicle, and the driver performs all driving operations. That is, automatic driving at a level of 0 means so-called manual driving.

In the automatic driving at level 1, the control device 15 performs a part of the driving operations, and the driver performs the remaining driving operations. For example, the level 1 automatic driving includes constant speed driving and inter-vehicle distance control (ACC; Adaptive cruise control), and Lane Keeping support control (LKAS; Lane Keeping Assistance System). The level 1 automatic driving is performed when the following conditions are satisfied: there is no abnormality in various devices (e.g., the external world recognition device 6, the vehicle sensor 7) required to perform the level 1 autonomous driving.

In the automatic driving at level 2, the control device 15 performs all driving operations. The level 2 automatic driving is performed when the following conditions are satisfied: the driver monitors the surroundings of the vehicle, and the vehicle is located in a predetermined area and there is no abnormality in various devices required to perform the level 2 automatic driving.

In the automatic driving at level 3, the control device 15 performs all driving operations. The automatic driving of level 3 is performed when the following conditions are satisfied: the driver is in a posture capable of monitoring the surroundings of the vehicle as needed, the vehicle is located in a predetermined area, and there is no abnormality in various devices required to perform the level 3 automatic driving. The condition for executing the level 3 automatic driving includes, for example, when the vehicle is traveling on a congested road. Whether or not the vehicle is traveling on a congested road may be determined based on traffic control information provided from a server outside the vehicle, or may be determined based on whether or not the vehicle speed acquired by a vehicle speed sensor is equal to or less than a predetermined slow travel determination value (for example, 30km/h) within a predetermined time range.

In this way, in the automatic driving of the level 1 to the level 3, the control device 15 executes at least one of steering, acceleration, deceleration, and periphery monitoring. When the automatic driving mode is set, the control device 15 executes automatic driving of the rank 1 to the rank 3. Hereinafter, steering, acceleration, and deceleration are referred to as driving operations, and driving operations and periphery monitoring are referred to as driving, as needed.

In the present embodiment, when the control device 15 receives an instruction to execute automated driving, the automated driving level changing switch 13 selects automated driving of a level according to the environment in which the vehicle is traveling based on the detection result of the external world recognition device 6 and the position of the vehicle acquired by the navigation device 9, and changes the level. However, the control device 15 may change the rank in accordance with an input to the automatic driving rank switching switch 13.

As shown in fig. 1, the control device 15 includes an automatic driving control unit 35, an abnormal state determination unit 36, a state management unit 37, a travel control unit 38, and a storage unit 39.

The automated driving control unit 35 includes an external environment recognition unit 40, a vehicle position recognition unit 41, and an action planning unit 42. The environment recognition unit 40 recognizes an obstacle located in the periphery of the vehicle, the shape of a road, the presence or absence of a pedestrian path, and a road mark based on the detection result of the environment recognition device 6. The obstacle includes, for example, a guardrail, an electric pole, a nearby vehicle, a pedestrian, or the like. The environment recognizing unit 40 can acquire the states of the peripheral vehicle such as the position, speed, and acceleration from the detection result of the environment recognizing device 6. The position of the nearby vehicle may be identified as a representative point such as the position of the center of gravity or the angular position of the nearby vehicle, or a region represented by the outline of the nearby vehicle.

The vehicle position recognition unit 41 recognizes a driving lane, which is a lane in which the vehicle is driving, and a relative position and an angle of the vehicle with respect to the driving lane. The vehicle position recognition unit 41 recognizes the traveling lane, for example, based on the map information held by the map storage unit 22 and the position of the vehicle acquired by the GNSS reception unit 21. Further, the relative position and angle of the vehicle with respect to the traveling lane may be recognized by extracting the dividing line of the periphery of the vehicle drawn on the road surface from the map information and comparing the shape of the dividing line with the shape of the dividing line captured by the vehicle exterior camera 19.

The action planning unit 42 sequentially generates action plans for causing the vehicle to travel along the route. More specifically, first, the action planning unit 42 determines an event for the vehicle to travel in the target lane determined by the route determination unit 24 without contacting the obstacle. The events include: a constant speed driving event of driving in the same driving lane at a fixed speed; a follow-up event in which a preceding vehicle that is traveling in the same travel lane is followed at a speed equal to or lower than a set speed set by an occupant or a speed determined according to a travel environment of the vehicle; a lane change event that changes a driving lane of a vehicle; an overtaking event for overtaking a preceding vehicle; a merging event for merging vehicles at a merging point of a road; a branch event for causing the vehicle to travel in a direction of a destination at a branch point on a road; an automatic driving end event for ending automatic driving and setting manual driving; and a stop event in which the vehicle is stopped when a predetermined condition indicating that it is difficult to continue driving by the control device 15 or the driver is satisfied while the vehicle is traveling.

The conditions under which the action planning unit 42 determines the parking event include the following cases: during traveling in the autonomous driving mode, the input of the driver to the indoor camera 26, the grip sensor 27, or the autonomous driving level changing switch 13 in accordance with the intervention request (passing request) for the driver for driving is not detected. The intervention request is a warning as follows: notifying the driver that a part of the driving authority is transferred, and requesting the driver to perform at least one of a driving operation and vehicle periphery monitoring corresponding to the transferred driving authority. The condition for the action planning unit 42 to determine the parking event may include the following cases: while the vehicle is traveling, the action planning unit 42 determines that the driver has not performed the driving operation and the vehicle surroundings monitoring corresponding to the driving authority to be taken charge. The condition for the action planning unit 42 to determine the parking event may include the following: during the traveling of the vehicle, the action planning unit 42 determines that the driver is in an abnormal state in which the driving operation cannot be executed, such as a heart rate stopped state, based on a signal from the heart rate sensor or the indoor camera 26, for example.

The action planning unit 42 further generates a target trajectory on which the vehicle should travel in the future based on the determined event. The target track is obtained by sequentially arranging track points, which are points to which the vehicle should arrive at each time. The action planning unit 42 may generate the target trajectory based on the target velocity and the target acceleration set for each event. At this time, the information of the target velocity and the target acceleration is expressed by the interval of the track points.

The travel control unit 38 controls the propulsion device 3, the braking device 4, and the steering device 5 so that the vehicle passes through the target track generated by the action planning unit 42 at a predetermined timing.

The storage unit 39 is configured by ROM, RAM, and the like, and stores information necessary for processing by the automatic driving control unit 35, the abnormal state determination unit 36, the state management unit 37, and the travel control unit 38.

The abnormal state determination unit 36 includes a vehicle state determination unit 51 and an occupant state determination unit 52. The vehicle state determination unit 51 analyzes signals of various devices (for example, the environment recognition device 6 and the vehicle sensor 7) that affect the automatic driving of the level being executed, and determines whether or not an abnormality that makes it difficult to maintain the automatic driving being executed has occurred in the various devices.

The occupant state determination unit 52 determines whether or not the state of the driver is in an abnormal state based on a signal from the occupant monitoring device 11. The abnormal state includes the following states: in automatic driving in which the driver is under the obligation to steer at a level of 1 or less, it is difficult for the driver to steer. The state in which the driver is difficult to steer specifically includes: a state in which the driver is asleep, a state in which the driver is immobilized or unconscious due to illness or injury, a state in which the heartbeat of the driver is stopped, and the like. The occupant state determination unit 52 may determine that the state of the driver is in the abnormal state when no input is made from the grip sensor 27 by the occupant during automatic driving in which the driver is under the sense of being under the level 1. Further, the occupant state determination section 52 determines the open/close state of the eyelid of the driver from the extracted face image. When the state in which the driver's eyelids are closed continues for a predetermined time or when the number of times of eyelids closed per unit time is equal to or greater than a predetermined threshold value, the occupant state determination unit 52 determines that the driver is asleep, feeling very sleepy, unconscious, or in a heartbeat-stopped state, that the driver is in a state in which driving operation is difficult, and that the state of the driver is in an abnormal state. The occupant state determination unit 52 may further acquire the posture of the driver from the captured image, and when the posture of the driver is not suitable for the driving operation and the posture is maintained in a state in which the posture is not changed within a predetermined time range, may determine that the driver is in a state in which the driver is immobilized due to illness or injury, and the state of the driver is in an abnormal state.

In addition, in automatic driving at a level having a peripheral monitoring obligation, that is, automatic driving at a level 2 or less, the abnormal state includes a state in which the driver does not fulfill the obligation of the vehicle peripheral monitoring. The state in which the driver is not in compliance with the obligation of monitoring the surroundings of the vehicle includes any one of a state in which the driver is not holding the steering wheel and a state in which the driver's line of sight is not directed toward the front of the vehicle. The occupant state determination unit 52 detects whether the driver is gripping the steering wheel, for example, based on a signal from the grip sensor 27, and determines that the driver is in an abnormal state in which the driver is not in an obligation to monitor the surroundings of the vehicle when the driver is not gripping the steering wheel. The occupant state determination unit 52 determines whether or not the state of the driver is abnormal based on the image captured by the indoor camera 26. For example, the occupant condition determination unit 52 extracts the face area of the driver from the captured image by using a known image analysis means. The occupant condition determination unit 52 further extracts the inner corner of the eye, the outer corner of the eye, and an iris portion including the pupil (hereinafter referred to as a black eye) from the extracted face region. The occupant state determination unit 52 acquires the line of sight direction of the driver from the extracted positions of the inner corner of the eye, the outer corner of the eye, and the black eye, the contour shape of the black eye, and the like, and determines that the driver is in a state in which the driver is not in compliance with the obligation of monitoring the surroundings of the vehicle when the line of sight of the driver is not directed forward of the vehicle.

In addition, in the case of the automatic driving at the level without the surrounding monitoring obligation, that is, the automatic driving at the level 3, the abnormal state means a state in which the driving shift cannot be performed promptly when the driving shift request is made to the driver. The state in which the driving shift is not possible includes a state in which the system monitoring is not possible, and the state in which the system monitoring is not possible is a state in which the driver cannot monitor a screen display or the like in which the warning display is performed, and includes a state in which the driver is asleep and watching the rear. In the present embodiment, the abnormal state includes the following states in the level 3 autonomous driving: when the driver is notified to monitor the surroundings of the vehicle, the driver cannot be under the obligation to monitor the surroundings of the vehicle. In the present embodiment, the occupant condition determination unit 52 displays a predetermined screen on the display device 31 of the HMI12, and instructs the driver to view the display device 31. Then, the occupant condition determination unit 52 detects the line of sight of the driver by the indoor camera 26, and determines that the vehicle surroundings monitoring is in a state in which the line of sight of the driver is not oriented toward the display device 31 of the HMI 12.

The occupant state determination unit 52 detects whether the driver is gripping the steering wheel, for example, based on a signal from the grip sensor 27, and determines that the driver is in an abnormal state that does not satisfy the obligation of monitoring the surroundings of the vehicle when the driver is not gripping the steering wheel. The occupant state determination unit 52 determines whether or not the state of the driver is abnormal based on the image captured by the indoor camera 26. For example, the occupant condition determination unit 52 extracts the face area of the driver from the captured image by using a known image analysis means. The occupant condition determination unit 52 further extracts the inner corner of the eye, the outer corner of the eye, and an iris portion including the pupil (hereinafter referred to as a black eye) from the extracted face region. The occupant state determination unit 52 acquires the line of sight direction of the driver from the extracted positions of the inner corner of the eye, the outer corner of the eye, and the black eye, the contour shape of the black eye, and the like, and determines that the driver is in a state in which the driver is not in compliance with the obligation of monitoring the surroundings of the vehicle when the line of sight of the driver is not directed forward of the vehicle.

The state management unit 37 determines the level of the automatic driving based on at least one of the vehicle position, the operation of the automatic driving level changeover switch 13, and the determination result of the abnormal state determination unit 36. Further, the state management unit 37 controls the action planning unit 42 according to the determined level, and performs automatic driving according to each level. For example, when the level 1 autonomous driving is performed and the constant speed travel control is executed, the state management unit 37 limits the event determined by the action planning unit 42 to only the constant speed travel event.

The state management unit 37 performs automatic driving according to the set level, and also performs level up and level down.

More specifically, the state management unit 37 raises the level when the condition for performing the automated driving of the level after the transition is satisfied and an input for instructing the automated driving level changing switch 13 to raise the level of the automated driving is performed.

The state management unit 37 performs intervention request processing when a condition for performing automatic driving at an ongoing level is satisfied or when an input for instructing lowering of the level is made to the automatic driving level changeover switch 13. In the intervention request process, the state managing unit 37 first notifies the driver of a delivery request. The notification to the driver is performed by displaying a message or an image on the display device 31 or generating a sound or a warning sound from the sound generation device 32. The notification to the driver may be continued for a predetermined time after the start of the intervention request process. Note that the notification to the driver may be continued until the occupant monitoring device 11 detects an input.

The case where the condition for performing automatic driving at the executing level is not satisfied includes: when the vehicle moves to an area where only automatic driving at a level lower than the level currently being executed can be executed; and when the abnormal state determination unit 36 determines that an abnormality that makes it difficult to continue the automatic driving has occurred in the driver or the vehicle.

After notifying the driver, the state management unit 37 detects whether or not there is an input indicating the intervention of the driver in driving from the indoor camera 26 or the grip sensor 27. The method of detecting whether or not an input is present is determined depending on the level after the transition. When shifting to level 2, the state management unit 37 extracts the direction of the driver's line of sight from the image acquired by the indoor camera 26, and determines that there is an input indicating intervention of the driver in driving when the driver's line of sight is directed forward of the vehicle. When the state management unit 37 detects the grip of the steering wheel by the driver using the grip sensor 27 when the shift to the level 1 or the level 0 is made, it is determined that there is an input indicating intervention in driving. That is, the indoor camera 26 and the grip sensor 27 function as an intervention detection device that detects the intervention of the driver in driving. Further, the state management unit 37 may detect whether or not there is an input indicating intervention in driving, based on an input to the automatic driving level changeover switch 13.

The state management unit 37 lowers the level when detecting an input indicating intervention in driving within a predetermined time from the start of the intervention request processing. In this case, the level of the lowered automated driving may be level 0 or the highest level in the executable range.

When the input corresponding to the intervention of the driver in the driving is not detected within a predetermined time from the execution of the intervention request processing, the state management unit 37 causes the action planning unit 42 to generate a parking event. A parking event is an event that causes a vehicle control to back up and park the vehicle in a safe location (e.g., an emergency parking belt, roadside belt, shoulder, parking area, etc.). The series of steps performed in this parking event is referred to herein as the MRM (minimum Risk manager: minimum Risk strategy).

After the parking event is generated, the control device 15 shifts from the automatic driving mode to the automatic parking mode, and the action planning unit 42 executes the parking process. Hereinafter, the outline of the parking process will be described with reference to fig. 2.

In the parking process, a notification process is first executed (ST 1). In the notification process, the action planning unit 42 operates the vehicle exterior notification device 14 to perform notification to the outside of the vehicle. For example, the action planning unit 42 operates a horn included in the vehicle exterior notification device 14 to periodically generate a warning sound. The notification process continues until the parking process ends. After the notification processing is completed, the action planning unit 42 may operate the speaker according to the situation to continuously generate the warning sound.

Then, the rollback processing is executed (ST 2). The rollback processing is processing for limiting events that can be generated by the action planning unit 42. The retraction process prohibits the generation of an event of changing lanes to a passing lane, a passing event, a merging event, and the like, for example. Further, the rollback process may also limit the upper limit speed and the upper limit acceleration of the vehicle in various events as compared to the case where the parking process is not executed.

Next, a parking area determination process is performed (ST 3). The parking area determination process refers to the map information based on the vehicle position and extracts a plurality of parking areas suitable for parking, such as shoulders or evacuation spaces in the traveling direction of the vehicle. Then, 1 parking area is selected from the plurality of parking areas according to the size of the parking area, the distance between the parking area and the vehicle position, and the like.

Subsequently, the shift processing is executed (ST 4). In the moving process, a route for reaching a parking area is determined, various events for traveling on the route are generated, and a target track is determined. The travel control unit 38 controls the propulsion device 3, the brake device 4, and the steering device 5 based on the target trajectory determined by the action planning unit 42. Thereby, the vehicle travels along the route to reach the parking area.

Subsequently, the parking position determination process is executed (ST 5). In the parking position determination process, the parking position is determined based on the obstacle, road mark, and the like located in the periphery of the vehicle recognized by the external world recognition unit 40. In addition, in the parking position determination process, there is a case where the parking position cannot be determined in the parking area due to the presence of the surrounding vehicle or the obstacle. When the parking position cannot be determined in the parking position determination process (no in ST 6), the parking area determination process (ST3), the movement process (ST4), and the parking position determination process (ST5) are sequentially repeated.

If the parking position can be determined in the parking position determination process (yes at ST 6), a parking execution process is executed (ST 7). The action planning unit 42 generates a target trajectory in the parking execution process based on the current position and the parking position of the vehicle. The travel control unit 38 controls the propulsion device 3, the braking device 4, and the steering device 5 according to the target trajectory determined by the action planning unit 42. Thereby, the vehicle moves to the parking position and stops at the parking position.

The parking maintaining process is executed after the parking executing process is executed (ST 8). In the parking maintaining process, the travel control unit 38 drives the parking brake device in accordance with a command from the action planning unit 42 to maintain the vehicle at the parking position. Then, the action planning unit 42 may transmit the emergency report to the emergency report center via the communication device 8. After the parking maintaining process is completed, the parking process is ended.

In this way, the automated driving control unit 35 of the control device 15 executes the parking process of stopping the vehicle when the input of the driver to the intervention detection device (the indoor camera 26, the grip sensor 27) according to the request for intervention in the driving by the driver is not detected during the running under the automated driving.

In the stop maintaining process, the control device 15 performs an electric discharge process for improving the safety and the traveling continuation of the vehicle after the emergency stop that occurs during the automatic driving. Hereinafter, the equipment provided in the vehicle for the discharge processing and the discharge processing will be described in detail.

As shown in fig. 1, the vehicle system 2 further has a main power supply 61 and a high-voltage storage element 62. The main power supply 61 is a chargeable and dischargeable power supply having the maximum storage capacity mounted in the vehicle. The main power supply 61 may be a lead storage battery, a lithium ion battery, a nickel metal hydride battery, a NAS battery, or the like. The voltage of the main power supply 61 may be a low voltage of about 12V which is generally used in automobiles, or a high voltage higher than 12V, for example, 144V, 172V, 200V, or the like.

The high-voltage power storage element 62 is an electrical element that stores high-voltage power boosted for charging the main power supply 61, or an electrical element that stores high-voltage power for boosting power supplied from the main power supply 61. Specifically, when the voltage of the main power supply 61 is low at about 12V, the high-voltage power storage element 62 may be a capacitor (condenser) or a capacitor (capacitor) that stores high-voltage power higher than 12V, or a capacitor that boosts the power supplied from the main power supply 61. When the voltage of the main power supply 61 is a high voltage such as 144V, the high-voltage power storage element 62 may be a capacitor, a condenser, or a power storage device that stores high-voltage power boosted to a voltage equal to or higher than the voltage of the main power supply 61, and charges the main power supply 61 with power generated by a low-voltage power generator of about 12V. Alternatively, the high-voltage power storage element 62 may be a capacitor, a condenser, or a power storage device that stores boosted high-voltage power for supplying power from the main power supply 61 to a high-voltage electric device such as a discharge unit of an exhaust gas purification apparatus or an ignition device of an engine that requires power higher than the voltage of the main power supply 61. That is, the high-voltage power storage element 62 referred to herein means an electric element that stores a voltage higher than the voltage of the main power supply 61. In the present embodiment, the voltage of the main power supply 61 is a high voltage such as 144V higher than the voltage generally used in automobiles. Hereinafter, the main power supply 61 and the high-voltage power storage element 62 are collectively referred to as a high-voltage power storage unit 63.

The control device 15 includes a discharge control unit 71, and the discharge control unit 71 controls discharge of the electric power stored in the high-voltage power storage element 62. The discharge control unit 71 executes a discharge process of discharging the electric power stored in the high-voltage power storage element 62 at a predetermined timing. The discharge control unit 71 performs a voltage reduction process of reducing the voltage of the electric power stored in the high-voltage storage element 62 at a predetermined timing.

In addition to the above determination, the vehicle state determination unit 51 analyzes the signal received from the vehicle sensor 7, and determines whether or not an abnormality that makes manual driving difficult has occurred in various devices that affect manual driving (for example, the propulsion device 3, the brake device 4, the steering device 5, and the vehicle sensor 7).

In addition to the above determination, the occupant state determination unit 52 determines whether or not the driver has operated the driving operation device 10 of the vehicle (whether or not there is an input of a driving operation from the driver) based on a signal from the occupant monitoring device 11 and a signal from a sensor attached to each driving operation device 10. That is, the sensor attached to each driving operation device 10 also functions as an intervention detection device that inputs a driving operation including steering, acceleration, and deceleration of the vehicle in an intention of accepting an intervention driving from the driver.

Fig. 3 is a flowchart of the high-voltage power processing executed as a part of the retraction processing and the parking maintenance processing shown in fig. 2. In the high-voltage power processing, a manual driving propriety determination process is initially executed (ST 11). In the manual driving propriety determination process, the vehicle state determination unit 51 determines whether or not manual driving is possible based on the signal of the vehicle sensor 7. This determination is made after the operation planning unit 42 starts the parking process, using the generated parking event as a trigger. This determination may be repeated until the vehicle stops.

Next, it is determined whether or not manual driving is possible (ST12), and if manual driving is not possible (determination of ST12 is no), it is determined whether or not the vehicle has stopped (ST 13). If the vehicle does not stop in the determination of ST13 (no), the process is repeated. In the case where the vehicle has stopped in the determination of ST13 ("yes"), the discharge process is executed (ST14), and the high-voltage power process ends. In the discharge process, the discharge control unit 71 discharges all the electric power stored in the high-voltage power storage element 62. Accordingly, the electric charge of the high-voltage power storage element 62 is discharged in its entirety immediately after the vehicle stops, and adverse effects due to high-voltage electric power when the vehicle is collided with another vehicle after the vehicle stops are eliminated, thereby improving the safety of the vehicle. Here, the adverse effect due to the high-voltage power means that the high voltage stored in the high-voltage power storage element 62 may cause an obstacle or an inoperability of another device of the vehicle, and the vehicle may not travel by itself after an accident.

If manual driving is possible in the determination of ST12 (yes), it is also determined whether the vehicle has stopped (ST 15). If the vehicle does not stop in the determination of ST15 (no), the process is repeated. In the case where the vehicle has stopped in the determination of ST15 ("yes"), the pressure-decreasing process is executed (ST 16). In the voltage-decreasing process, the discharge control unit 71 discharges a part of the electric power stored in the high-voltage power storage element 62 to decrease the voltage of the high-voltage power storage element 62 to a predetermined voltage. This process is to suppress an adverse effect due to the high-voltage power stored in the high-voltage power storage element 62 when the vehicle is collided with by another vehicle after the vehicle is stopped. Here, the predetermined voltage is as low as possible within a range in which the discharge control unit 71 can perform discharge processing on the high-voltage power storage element 62.

Next, it is determined whether or not there is an input from the driving operation of the driver (ST 17). The occupant state determination unit 52 performs this determination based on the signal from the occupant monitoring device 11 and the signal from the sensor attached to each driving operation device 10. If the driving operation is input in the determination at ST17 (yes), the high-voltage power processing is ended. At this time, since the electric power of the predetermined voltage is stored in the high-voltage power storage element 62, manual driving according to the driving operation of the driver can be performed at an early stage.

If the determination at ST17 is that there is no input of a driving operation ("no"), it is determined whether or not a predetermined time has elapsed since the vehicle stopped (ST 18). If the predetermined time has not elapsed since the vehicle stopped (the determination of ST18 is no), the processing of ST17 and ST18 is repeated. When the predetermined time has elapsed without determining that there is an input of a driving operation (the determination of ST18 is yes), the discharge processing is executed (ST14), and the high-voltage power processing is ended.

The operational effects of the vehicle control system 1 configured as described above will be described below.

In the present embodiment, after the vehicle stops due to the execution of the parking process shown in fig. 2 (ST 13: "yes", ST 15: "yes"), the discharge control unit 71 executes the discharge process for the high-voltage power storage element 62 (ST14) in accordance with the result of the determination (ST12) by the vehicle state determination unit 51. In this way, when it is difficult to continue the running of the vehicle, the discharge control unit 71 switches the discharge operation of the high-voltage power storage element 62 after the vehicle is stopped, in accordance with the state of the vehicle. Therefore, it is possible to achieve both improvement of the safety of the vehicle by performing the discharge processing (ST14) and improvement of the following traveling durability of the vehicle without performing the discharge processing (ST 14).

When the vehicle state determination unit 51 determines that the vehicle cannot be manually driven (ST 12: no), the discharge control unit 71 executes the parking process shown in fig. 2 to stop the vehicle (ST 13: yes) and then executes the discharge process (ST 14). In this way, when it is determined that the vehicle cannot be manually driven, the vehicle is stopped by executing the parking process, and then the high-voltage power storage element 62 is discharged, thereby improving the safety of the vehicle after parking.

When the vehicle state determination unit 51 determines that the vehicle is manually drivable (ST 12: yes), the discharge control unit 71 executes the discharge process (ST14) after a predetermined time has elapsed since the vehicle stop process shown in fig. 2 was executed to stop the vehicle (ST 18: yes). In this way, even when it is determined that the vehicle can be manually driven, the high-voltage power storage element 62 is discharged after a predetermined time has elapsed from the stop of the vehicle, thereby improving the safety of the vehicle after the vehicle is stopped. Further, the high-voltage power storage element 62 is not discharged until a predetermined time elapses after the vehicle stops, thereby improving the traveling continuity of the vehicle after the vehicle stops.

When it is determined by the vehicle state determination unit 51 that the vehicle is manually drivable (ST 12: YES) and the input of a driving operation is detected by the intervention detection device (10, 11) before the predetermined time elapses (ST 18: NO) (ST 17: YES), the discharge control unit 71 does not execute the discharge process (ST 14). In this way, if it is determined that the vehicle can be manually driven, if there is an input of a driving operation from the driver until a predetermined time elapses after the vehicle is stopped, the high-voltage power storage element 62 is not discharged, and therefore the traveling continuity of the vehicle after the vehicle is stopped is improved.

When the 1 ST condition that the vehicle state determination unit 51 determines that the manual driving is not possible (ST 12: "no") is satisfied, the discharge control unit 71 executes the discharge process (ST 14). Further, the discharge control unit 71 executes the discharge processing (ST14) when the condition 2 is satisfied, and the condition 2 is that a predetermined time has elapsed without the intervention detection device (10, 11) detecting the input of the driving operation (ST 17: NO) since the parking processing shown in FIG. 2 was executed to stop the vehicle (ST 15: YES) (ST 18: YES). That is, the discharge control unit 71 executes the discharge process when at least one of the 1 ST condition and the 2 nd condition is satisfied (ST 14). In this way, when it is determined that the vehicle cannot be manually driven, the high-voltage power storage element 62 is discharged after the vehicle is stopped, thereby improving the safety of the vehicle after the vehicle is stopped. On the other hand, by discharging the high-voltage power storage element 62 when a predetermined time has elapsed since the vehicle was stopped in a state where there is no input of a driving operation from the driver, it is possible to achieve both improvement in safety of the vehicle after the vehicle was stopped and improvement in traveling continuity of the vehicle after the vehicle was stopped when the vehicle can be manually driven.

When the vehicle state determination unit 51 determines that the vehicle can be driven manually (ST 12: "yes"), the discharge control unit 71 executes a voltage reduction process of reducing the voltage of the electric power stored in the high-voltage storage element 62 (ST16) after executing the parking process shown in fig. 2 to stop the vehicle (ST 15: "yes"). This shortens the discharge time of the high-voltage power storage element 62 performed when the predetermined time has elapsed after the vehicle is stopped, and reduces the adverse effect of the high-voltage power in the case where a collision occurs before the predetermined time has elapsed.

< modification example >

Next, a modified example of the present invention will be described. In this modification, the discharge control unit 71 shown in fig. 1 is configured to execute a discharge process of discharging the electric power stored in the high-voltage battery 63 at a predetermined timing. The discharge control unit 71 is configured to perform voltage reduction processing for reducing the voltage of the electric power stored in the high-voltage battery 63 at a predetermined timing. In the discharge process and the voltage reduction process, the discharge control unit 71 may perform the discharge and the voltage reduction only for the main power supply 61 in the high-voltage electric storage 63, or may perform the discharge and the voltage reduction for both the main power supply 61 and the high-voltage electric storage element 62.

In the high-voltage power processing shown in fig. 3, the following processing is performed. Hereinafter, only the processing different from the above embodiment will be described, and the description of the same processing will be omitted. In this modification, after stopping the vehicle by executing the parking process shown in fig. 2 (ST 13: "yes", ST 15: "yes"), the discharge control unit 71 executes a discharge process for the high-voltage battery 63 in accordance with the result of the determination (ST12) by the vehicle state determination unit 51 (ST 14). In this way, when it is difficult to continue the travel of the vehicle, the discharge control unit 71 switches the discharge operation of the high-voltage battery 63 after the vehicle is stopped, in accordance with the state of the vehicle. Therefore, it is possible to achieve both improvement of the safety of the vehicle by performing the discharge processing (ST14) and improvement of the following traveling durability of the vehicle without performing the discharge processing (ST 14).

When the vehicle state determination unit 51 determines that the vehicle is manually drivable (ST 12: "yes"), the discharge control unit 71 executes a voltage reduction process of reducing the electric power stored in the high-voltage battery 63 after stopping the vehicle by executing the parking process shown in fig. 2 (ST 15: "yes") (ST 16). This shortens the discharge time of the high-voltage battery 63 performed when a predetermined time has elapsed after the vehicle is stopped, and reduces adverse effects of high-voltage power in the case where a collision occurs before the predetermined time has elapsed.

The description of the specific embodiments is completed above, but the present invention is not limited to the above embodiments and can be widely modified. For example, the specific configuration, arrangement, number, specific contents and sequence of the respective members and portions, and the like can be appropriately changed without departing from the scope of the present invention. On the other hand, all of the components shown in the above embodiments are not necessarily essential, and can be appropriately selected.

Claims (7)

1. A vehicle control system characterized in that,

the vehicle control system includes:

a control device that performs steering, acceleration, and deceleration of the vehicle;

an intervention detection device that detects an intervention of a driver to driving;

a vehicle sensor that detects a state of the vehicle; and

a high-voltage storage element provided to the vehicle independently of a main power supply,

the control device has:

an automatic driving control unit that executes a parking process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied while the vehicle is traveling;

a discharge control unit that controls discharge of the electric power stored in the high-voltage power storage element; and

a vehicle state determination unit that determines a state of the vehicle based on information received from the vehicle sensor,

the discharge control unit executes a discharge process of discharging the electric power stored in the high-voltage power storage element, based on a determination result of the vehicle state determination unit, after the vehicle is stopped by executing the parking process.

2. The vehicle control system according to claim 1,

the vehicle state determination unit determines whether or not the vehicle is in a state in which manual driving is possible, based on the information received from the vehicle sensor,

when the vehicle state determination unit determines that the vehicle cannot be manually driven, the discharge control unit executes the discharge process after the vehicle is stopped by executing the parking process.

3. The vehicle control system according to claim 2,

when the vehicle state determination unit determines that the vehicle cannot be manually driven, the discharge control unit executes the discharge process after a predetermined time has elapsed since the vehicle is stopped by executing the parking process.

4. The vehicle control system according to claim 3,

the discharge control unit does not execute the discharge process when the vehicle state determination unit determines that the vehicle is manually drivable and an input of a driving operation is detected by the intervention detection device before the predetermined time elapses.

5. The vehicle control system according to claim 1,

the vehicle state determination unit determines whether or not the vehicle is in a state in which manual driving is possible, based on the information received from the vehicle sensor,

the discharge control unit executes the discharge processing when at least one of the 1 st condition and the 2 nd condition is satisfied,

the 1 st condition is: the vehicle state determination portion determines that manual driving is not possible,

the 2 nd condition is: when the intervention detection device does not detect an input of a driving operation from the execution of the parking process to the stop of the vehicle, a predetermined time elapses.

6. The vehicle control system according to any one of claims 3 to 5,

when the vehicle state determination unit determines that the vehicle is manually drivable, the discharge control unit executes a voltage reduction process for reducing the electric power stored in the high-voltage power storage element after the vehicle is stopped by executing the parking process.

7. A vehicle control system characterized in that,

the vehicle control system includes:

a control device that performs steering, acceleration, and deceleration of the vehicle;

an intervention detection device that detects an intervention of a driver to driving;

a vehicle sensor that detects a state of the vehicle; and

a high-voltage electric storage device provided to the vehicle,

the control device has:

an automatic driving control unit that executes a parking process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied while the vehicle is traveling;

a discharge control unit that controls discharge of the electric power stored in the high-voltage battery; and

a vehicle state determination unit that determines a state of the vehicle based on information received from the vehicle sensor,

the discharge control unit executes a discharge process of discharging the electric power stored in the high-voltage battery, based on a determination result of the vehicle state determination unit, after the vehicle is stopped by executing the parking process.

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