JP2000112525A - Shared vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shared vehicle in which the erroneous detection of an IC card in an IC card unit or the change of a traveling mode due to the erroneous extracting operation of the IC card during traveling. SOLUTION: An automatic operation ECU 3 is loaded on a shared vehicle 2, and the control of each part explained in the following is operated according to a program stored in a storage part 3a. An IC card unit 4 reads the vehicle number of the shared vehicle 2 and the individual data of a user stored in the storage part of an inserted IC card 5. A power train ECU 7 is constituted of a CPU and a storage part, and a power transmission system for transmitting the power of a motor 10 to wheels, and for traveling the shared vehicle 2 is controlled. A brake ECU 8 control a modulator 22 for adjusting the effective level of the hydraulic brake of a brake part 21. A steering ECU 9 controls the traveling direction of the shared vehicle 2, that is, controls a steering motor 24 for adjusting the angel of a steering part 23 based on a control signal inputted from a supervisory controller 1 in a guiding operation state mode.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shared vehicle for managing an automatic control operation and a manual control operation and for managing an operation state in an automatic control operation state.

[0002]

2. Description of the Related Art In a shared vehicle operation system, as shown in FIG. 7, ports 100 for shared vehicles are provided in various places in a region. FIG. 7 is a conceptual diagram showing an example of introducing a shared vehicle. The common vehicle port 100 is provided with a port terminal (not shown) capable of lending and returning the common vehicle by an IC card, and a plurality of common vehicles 101 can be parked. The issuance and return of the IC card and the settlement of the usage fee are performed by, for example, a card processing machine (not shown) provided in the station 102. As described above, in the shared vehicle operation system, a plurality of users share the shared vehicle 101, so that traffic congestion can be eliminated and energy can be effectively used.

[0003] The common vehicle 101 is provided with a traffic control device (not shown) provided at the terminal of the common vehicle port 100.
The two types of driving control, that is, the driving by the automatic control driving and the driving by the manual control driving by the user, are performed according to the command.

[0004] Here, the automatic control operation means that in an unmanned state, for example, at the common vehicle port 100, the automatic control operation unit of the common vehicle 101 receives a command signal from the traffic control device, and the automatic operation control unit stops. When guiding the movement of the shared vehicle 101 from the parking lot to the boarding gate where the user gets in, or after the user has finished using the shared vehicle 101
To guide the movement from the exit to the parking lot.

[0005] The automatic driving control unit controls the driving force of the driving motor during automatic control driving, the brake control unit controls the brake system, and controls the traveling direction of the traveling vehicle 101. A control command is output to the steering control unit to control the motor, brake, and steering drive units. Further, during the automatic control operation, the shared vehicle 101 constantly manages the operating status of the shared vehicle, and stops when the operating status of each control unit is not normal, thereby ensuring safety.

[0006] Whether the operation is the automatic control operation or the manual control operation is determined based on whether an IC card is inserted into an IC card unit provided in the shared vehicle 101. That is, when the IC card is inserted into the IC card unit, the user performs the manual control operation of the shared vehicle 101 by inserting the IC card into the IC card unit. If no IC card is inserted in the IC card unit, the shared vehicle 101
Is in the state of automatic control of the automatic operation control unit.

[0007]

However, the conventional shared vehicle has a problem in that the IC card unit fails or the IC
When the card is damaged, the detection of the presence or absence of the IC card becomes unstable during traveling, and there has been a problem that the operation of switching the traveling mode between the automatic control operation and the manual control operation is erroneously executed.

Further, in the conventional shared vehicle, when the IC card is displaced due to vibration of the vehicle body during traveling and the IC card is not detected, or when a user erroneously operates while traveling,
For example, when the IC card is removed by pressing the reject switch of the card unit, the traveling mode is changed from the manual control operation to the automatic control operation, and the traveling control of the user becomes unstable.

The present invention has been made under such a background, and a shared vehicle in which an erroneous detection of an IC card in an IC card unit or a change operation of a driving mode due to an erroneous IC card removal operation does not occur during traveling. It is to provide.

[0010]

According to the first aspect of the present invention,
Automatic control operation that is used by a plurality of users and is based on a command from a traffic control device (for example, the traffic control device 1 of the embodiment);
And a shared vehicle (for example, the shared vehicle 2 of the embodiment) that is manually controlled by the user, wherein the shared vehicle (for example, the shared vehicle 2 of the embodiment) is an IC card ( For example, an IC card unit (e.g., the IC card unit 4 of the embodiment) that detects whether the IC card 5) of the embodiment is inserted and outputs a detection signal, An automatic operation control unit (for example, the automatic operation ECU 3 in the embodiment) that performs control operation by a command signal input from a traffic control device (for example, the control device 1 in the embodiment), and an ON signal when a switch is in an input state. Switch (for example, IG switch 6 of the embodiment)
Determining means (for example, the IC card unit 4 of the embodiment) for determining whether the operation state is the automatic control operation state or the manual control operation state based on the command signal, the ON signal, and the detection signal. It is characterized by having.

According to the first aspect of the present invention, the control device (for example, the control device 1 of the embodiment) or the ignition switch unit (for example, the IG of the embodiment)
When the ON signal is input from the switch unit 6), an IC card (for example, the IC card unit 4 of the embodiment) is stored in an IC card unit (for example, the IC card unit 4 of the embodiment).
In order to determine whether or not the C card 5) is inserted, the IC card unit (for example, the IC card unit 4 of the embodiment) is only activated when the driving of the shared vehicle (for example, the shared vehicle 2 of the embodiment) is started. The presence or absence of an IC card (for example, the IC card 5 of the embodiment) is detected, and the traveling mode is determined. For this reason, the shared vehicle of the present invention (for example,
In the shared vehicle 2) of the embodiment, the traveling mode is not changed during traveling, so that the IC card unit (for example, the IC card unit 4 of the embodiment) fails or the IC card (for example, the IC of the embodiment) This has the effect of preventing an erroneous switching operation of the traveling mode between the automatic control operation and the manual control operation that occurs when the card 5) is damaged.

According to the first aspect of the present invention, the traveling mode is determined only at the start of driving, so that the IC card (for example, the IC card according to the embodiment) is driven by vibration of the vehicle body during traveling.
Card 5 is displaced and the IC card (for example, I
If the C card 5) is no longer detected, or the user erroneously presses the reject switch of the IC card unit (for example, the IC card unit 4 of the embodiment) during traveling, the IC card (for example, the IC card of the embodiment) 5)
When the vehicle is taken out, the traveling mode is not changed from the manual control operation to the automatic control operation. For this reason, the shared vehicle (for example, the shared vehicle 2 of the embodiment) of the present invention allows the user to travel even when an erroneous operation is performed on the IC card unit (for example, the IC card unit 4 of the embodiment) during traveling. This has the effect of preventing control from becoming unstable.

According to a second aspect of the present invention, there is provided the shared vehicle according to the first aspect, wherein the determining means (for example, I of the embodiment)
The C card unit 4) indicates that an IC card (for example, the IC card 5 of the embodiment) is inserted from the IC card unit (for example, the IC card unit 4 of the embodiment) when the ON signal is input. When the detection signal is input, it is determined that the state is the manual control operation state, and when the command signal is input, the IC card unit (for example, the IC card unit 4 of the embodiment) receives an IC card (for example, the IC card 5 of the embodiment). ) Is determined to be in the automatic control operation state when the detection signal indicating that the) is not inserted is input.

According to the second aspect of the present invention, the command signal from the traffic control device (for example, the traffic control device 1 of the embodiment) or the ignition switch unit (for example, the IG switch unit 6 of the embodiment) At the point in time when the ON signal is input, it is determined whether or not an IC card (for example, the IC card 5 of the embodiment) is inserted into the IC card unit (for example, the IC card unit 4 of the embodiment). Therefore, only when the driving of the shared vehicle (for example, the shared vehicle 2 of the embodiment) starts, the I / O in the IC card unit (for example, the IC card unit 4 of the embodiment) is started.
The presence or absence of the C card (for example, the IC card 5 of the embodiment) is detected, and the traveling mode is determined. Therefore, in the shared vehicle of the present invention (for example, the shared vehicle 2 of the embodiment), the traveling mode is not changed during traveling, and the IC card unit (for example, the IC card unit 4 of the embodiment) is broken. In this case, the automatic control operation and the manual control that occur when the IC card (for example, the IC card 5 of the embodiment) is damaged or when the IC card (for example, the IC card 5 of the embodiment) is erroneously taken out. This has the effect of preventing an erroneous switching operation of the driving mode with driving.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a shared vehicle 2 according to one embodiment of the present invention. In this figure, a traffic control device 1 has a CPU (central processing unit).
And a storage device for performing guidance control of the shared vehicle 2 in the guidance control state via the communication unit 1a. Also,
The traffic control device 1 displays the operating state of the shared vehicle 2 on the display 1b.

The shared vehicle used in the present system refers to a vehicle used in common without specifying a vehicle used by a plurality of users. For example, the shared vehicle is ICVS
(Intelligent Community Ve
vehicle (Hick System) or an electric vehicle.

Automatic driving ECU (electric control unit) 3
Consists of a CPU, is mounted on the shared vehicle 2, and has a storage unit 3
In accordance with the program stored in “a”, control of each unit described below is performed.

The IC card unit 4 includes a CPU and a storage unit, and reads the vehicle number of the shared vehicle 2 and the user's personal data stored in the storage unit of the inserted IC card 5. Further, the IC card unit 4 compares the vehicle number data read from the storage unit of the IC card 5 with the vehicle number data stored in the storage unit 4b.

Further, the IC card unit 4 includes an IG (ignition) switch unit 6 operated by a user.
(Ignition) signal (ON signal in the claims) input from the IG (ignition) command signal (ON signal in the claims) included in the command signal for instructing operation control transmitted from the control device 1. ,
Based on the presence / absence signal of the IC card 5 from the switch (SW) 4a, it is determined whether the common vehicle 2 is in the automatic control operation mode or the manual control operation mode.

At this time, the presence / absence signal output from the SW 4 a is “1” when the IC card 5 is inserted,
When the card 5 is not inserted, it is “0”. Here, the SW 4a is configured by an optical sensor, a mechanical switch component, or the like.

The IC card unit 4 stores the above determination result in an internal running mode flag, and stores "1" in the running mode determination flag indicating that the running mode has been determined.

Further, after the driving mode determination flag is set to "1", the IC card unit 4 sends a start signal MOD including information on the driving mode to the automatic driving ECU / 3, the power train ECU / 7, the brake ECU / 8. And output to the steering ECU 9. For example, the value stored in the traveling mode flag is “1” in the case of the automatic control operation,
It is "0" in the case of the manual control operation. When the automatic control operation mode is set, the automatic driving ECU 3 operates according to the program stored in the storage unit 3a.
7. The control of the brake ECU 8 and the steering ECU 9 is performed.

Further, the IC card unit 4 further comprises:
The internal CPU periodically performs a self-check operation using a watchdog timer or the like to check whether or not each of the constituent internal circuits is operating normally.

The power train ECU 7 includes a CPU and a storage unit. The power train ECU 7 transmits a power generated by the motor 10 to wheels (not shown) to drive the wheels, and a power transmission system for driving the shared vehicle 2. Control. The power train ECU 7 also controls the rotation speed R of the motor 10 from a rotation sensor (not shown) input from the motor 10, the accelerator pedal input from the accelerator sensor (not shown) of the accelerator pedal unit 11. Degree AP and shift position S
The number of pulses output from the inverter 13 and the like are controlled by the W (switch) 12 to control the number of revolutions R of the motor 10.

Further, the power train ECU 7 detects failures of the rotation sensor of the motor 10 and the accelerator sensor of the accelerator pedal unit 11. When a failure is detected, the power train ECU 7 transmits failure information detected by the communication unit 15 to the traffic control device 1.

Furthermore, the power train ECU 7
In the case of the automatic control operation mode, the accelerator pedal opening AP is determined by the accelerator operation amount stored in the storage unit 3a.
Is controlled, and the rotation speed of the motor 10 is controlled. on the other hand,
In the case of the manual control operation mode, the power train ECU 7 controls the rotation speed of the motor 10 by the accelerator pedal opening AP corresponding to the accelerator operation amount depressed by the user.

The shift position SW · 12 transmits a control signal SP for commanding the number of rotations and the direction of rotation of the motor 10 in accordance with the shift position in order to cause the shared vehicle 2 to adjust the forward speed and reverse.・ Output to 7.

The shift position of the shift position SW 12 is controlled by the automatic operation ECU 3 in accordance with a program stored in the storage unit 3a in the case of the automatic control operation mode. On the other hand, the shift position SW
In the case of the mode of the manual control operation, the shift position is moved by the user.

The inverter 13 converts the voltage output from the battery 14, which is a DC power supply, into three-phase AC and outputs the voltage to the motor 10 in order to drive the motor 10, which is a three-phase AC motor.

The battery 14 is connected to an automatic driving ECU
3, IC card unit 4, IG switch unit 6, power train ECU 7, brake ECU 8, steering ECU 9, shift position SW 12, electric parking unit 25, communication unit 15, NAVI (navigation) unit 16, Driving power is supplied to the current position detection unit 17, laser radar 18, magnetic nail detection unit 19, and guidance cable detection unit 20.

Further, the battery 14 measures data DV indicating an output voltage value, DI indicating an output current value, and data DT indicating a temperature by a voltmeter, an ammeter, and a temperature sensor (not shown), and sends the data to the power train ECU. Output.

The power train ECU 7 detects the load state and the battery capacity state of the battery 14 based on the input data DV, data DI and data DT, and feeds back the control of the inverter 13. That is, when it is detected that the temperature becomes high and an overload state or a decrease in the battery capacity is detected, the power train ECU 7 outputs a control signal to the inverter 13 to reduce the rotation speed of the motor 10.

Further, the power train ECU 7 detects a failure of a voltmeter, an ammeter, and a temperature sensor provided in the battery 14. If a failure is detected,
The power train ECU 7 transmits the failure information detected by the communication unit 15 to the traffic control system 1.

The brake ECU 8 comprises a CPU and a storage unit, and a hydraulic brake (not shown) of the brake unit 21
The control of the modulator 22 for adjusting the degree of dominance is performed. Further, the brake ECU 8 calculates the operation amount of the hydraulic brake from the value of the hydraulic pressure input from the brake unit 21 and detected by a hydraulic pressure sensor (not shown) provided on the modulator 22, and uses the operation amount as a BK signal. This is fed back to the control of the modulator 22.

In the automatic control operation mode, the brake ECU 8 controls the operation amount of the brake pedal based on the operation amount of the hydraulic brake stored in the storage unit 3a. On the other hand, in the manual control operation mode, the brake ECU 8 controls the braking strength of the hydraulic brake in accordance with the operation amount of the brake pedal depressed by the user.

Further, the brake ECU 8 detects a failure of a hydraulic pressure sensor provided in the brake section 21 for measuring the hydraulic pressure of the modulator 22. If a failure is detected, the brake ECU 8
The fault information detected by the control unit 5 is transmitted to the traffic control device 1.

The steering ECU 9 comprises a CPU and a storage unit. The steering ECU 9 controls the traveling direction of the shared vehicle 2 based on a control signal input from the traffic control device 1 in the guided driving mode, that is, the steering unit 23. Motor 24 (power steering) for adjusting the angle of steering
Control. The steering unit 23 includes a steering E
The angle operated on the CU 9 is measured by an angle sensor (not shown), and an ST signal is output as a measurement result. The steering ECU 9 gives feedback to the control of the steering motor 24 based on the input ST signal.

Further, in the case of the automatic control operation mode, the steering ECU 9 controls the operation amount of the steering angle with respect to the change of the traveling direction based on the steering angle stored in the storage unit 3a. On the other hand, steering EC
In the case of U.9, in the mode of the manual control operation, the operation amount of the steering angle with respect to the change of the traveling direction is controlled by the operation amount of the handle (not shown) rotated by the user.

Further, the steering ECU 9
Is a brake unit 2 for measuring the hydraulic pressure of the modulator 22.
The failure detection of the oil pressure sensor provided in 1 is performed. If a failure is detected, the steering ECU 9
Transmits the failure information detected by the communication unit 15 to the traffic control device 1.

The electric parking unit 25 locks the transmission gear and locks the parking according to a control signal from the power train ECU 7. In addition, the electric parking unit 25 detects whether the parking lock is normally applied or not, and outputs a detection result to a detection signal PK.
To the power train ECU 7 and the IC card unit 4.

The communication unit 15 receives a command signal including an IG signal transmitted from the traffic control unit 1 via the communication unit 1a, and outputs the command signal to the automatic driving ECU 3, the IC card unit 4, the IG switch unit 6, Train ECU
7, output to the brake ECU · 8, the steering ECU · 9, and the NAVI unit 16. The communication unit 15 includes an automatic driving ECU 3, an IC card unit 4,
An operation state detection signal from the IG switch unit 6, the power train ECU 7, the brake ECU 8, the steering ECU 9, the NAVI unit 16, and the like are output to the traffic control system 1.

The NAVI unit 16 includes a CPU and a storage unit, and detects the current position, speed, and moving direction of the shared vehicle 2 based on a signal from an artificial satellite input from the communication unit 15.

The current position detecting unit 17 is provided with data indicating the position from the NAVI unit 17 and the magnetic nail detecting unit 1.
The current position is detected based on the detection signal NE from the control unit 9 and the detection signal KB from the guidance cable detection unit 20, and the detection result is output to the automatic driving ECU 3 as a position signal PT.

The laser radar 18 is provided in front of the shared vehicle. In automatic control operation, when following a plurality of shared vehicles, the distance and the direction to other shared vehicles running in front of the shared vehicle are determined. Is detected.

The magnetic nail detector 19 is a nail embedded at a stop position or the like on the traveling path of the shared vehicle by a magnetic sensor (not shown) when traveling in the parking lot (unmanned area) of the shared vehicle port 100 (FIG. 7). (A magnetic nail) is detected, and the detection result is output to the automatic operation ECU 3 as a detection signal NE.

The guide cable detecting unit 20 detects the AC magnetic field generated by the guide cable embedded in the travel path of the shared vehicle by a magnetic sensor (not shown) when the shared vehicle port 100 (FIG. 7) is running in the parking lot (unmanned area). And outputs the detection result to the automatic operation ECU 3 as a detection signal KB.

The automatic driving ECU 3 and the power train ECU 7, the brake ECU 8, and the steering ECU 9 communicate with each other, and output monitoring signals at predetermined intervals, for example. If the monitoring signal from the partner does not come within the set time, it detects that the drive control unit of the partner has failed.

Further, the IC card unit 4 includes an automatic driving ECU / 3, a power train ECU / 7, a brake E
The operation confirmation signal SD is periodically transmitted and received between the CU 8 and the steering ECU. As a result, the automatic driving ECU 3, the power train ECU 7, the brake ECU 8, and the steering ECU 9 can detect whether the IC card unit 4 is operating normally.

Next, with reference to FIGS. 1 and 2, a flow of management of switching between automatic control operation and manual control operation performed by the IC card ECU 4 in the shared vehicle of one embodiment will be described. FIG. 2 is a flowchart illustrating an example of management of switching between automatic control operation and manual control operation in the IC card ECU 4.

Here, the automatic driving ECU 3 and the IC card unit 4 are in operation, while the power train ECU 7, the brake ECU 8, and the steering EC
U.9 is in a standby state and stopped.

In step S1, the IC card unit 4 detects whether or not an IG command signal has been input from the control device 1. As a result of this detection, if the IG command signal is not detected, the IC card unit 4 advances the processing to step S2.

Next, in step S2, the IC card unit 4 determines whether or not the value stored in the running mode determination flag is "1", that is, whether or not the running mode is determined. As a result of this detection, the IC card unit 4
Indicates that the value stored in the traveling mode determination flag is “1”
If not, the process proceeds to step S3 because the traveling mode has not been determined.

Next, in step S3, the IC card unit 4 determines whether or not the IC card 5 has been inserted based on the presence / absence signal from the SW 4a. And I
The C card unit 4 repeats the process of step S3 until the presence / absence signal is detected as “1”, that is, until the IC card 5 is inserted. Here, when the presence / absence signal is detected as “1”, the IC card unit 4 advances the processing to step S4.

Next, in step S4, the IC card unit 4 outputs a control signal to the IG switch unit 6,
Release the lock that locks the movement of the IG switch.
This allows the user to move the IG switch of the IG switch section 6 from the off-state position to the on-state position. Then, the IC card unit 4 advances the processing to Step S5.

In step S2, when the IC card unit 4 detects that the value stored in the traveling mode decision flag is "1", the traveling mode of the shared vehicle 2 is decided at present. In other words, since the traveling mode flag is "0" in the manual control operation mode, the process proceeds to step S5.

Next, in step S5, the IC card unit 4 determines whether or not an IG signal has been input from the IG switch unit 6, for example, when the IG signal changes from "L" level to "H".
Detect changes to levels. As a result of this detection, when the IC card unit 4 detects that the IG signal from the IG switch unit 6 has changed from the “L” level to the “H” level, the process proceeds to step S6.

Next, in step S6, when the IC card unit 4 receives the IG signal from the IG switch unit 6, the signal indicating whether the IC card 5 is inserted is "1". Is determined to be in the mode of the manual control operation. And the IC card unit 4
Sets the traveling mode flag to "0" and advances the process to step S7.

Next, in step S7, the IC card unit 4 writes "1" in the drive mode determination flag to indicate that the drive mode has been determined because the drive mode has been set to the manual control operation mode. Then, the IC card unit 4 advances the processing to Step S8.

Next, in step S8, the IC card unit 4 activates the power train ECU 7 and the brake ECU
8 and a start signal MOD to the steering ECU 9.

The automatic driving ECU 3, the power train ECU 7, the brake ECU 8, and the steering ECU 9, when the start signal MOD is inputted, respectively operate the inverter 13 according to the program of the built-in storage unit. , The drive control of the modulator 22 and the steering motor 24 is started. Thereby, the user drives the shared vehicle 2.

If it is determined in step S5 that the change of the IG signal from the IG switch section 6 from the "L" level to the "H" level is not detected, the IC card unit 4 advances the processing to step S9.

Next, in step S9, the IC card unit 4 detects whether or not the IG signal from the IG switch section 6 is at "H" level. As a result of this detection, when the IC card unit 4 detects that the IG signal from the IG switch unit 6 is at the “H” level, the process proceeds to step S10.

Next, in step S10, the IC card unit 4 determines that the running mode determination flag is "1", for example, the running mode flag is "1".
Check that the driving mode is already in the automatic control mode. That is, the IC card unit 4
The previously determined driving mode is retained. At this time, the power train ECU 7, the brake ECU 8, and the steering ECU 9, respectively, control the drive of the inverter 13, the modulator 22, and the steering motor 24 according to the programs in the built-in storage units.

In step S9, when IC card unit 4 detects that the IG signal from IG switch section 6 is at the "L" level, the process proceeds to step S11.

Next, in step S11, the IC card unit 4 detects whether or not the shared vehicle 2 is stopped based on speed data from a speed sensor (not shown) provided in the shared vehicle 2. As a result of this detection, IC
When detecting that the vehicle has not stopped, the card unit 4 advances the processing to step S10.

On the other hand, if the IC card unit 4 detects that the vehicle is stopped in step S11, the process proceeds to step S12.

Next, in step S12, the IC card unit 4 detects whether or not the mode is the automatic control operation mode. The IC card unit 4 reads the value of the running mode flag, and if the value of the running mode flag is “1”, for example, detects that the mode is the automatic control operation mode, and advances the process to step S13.

Next, in step S13, the IC card unit 4 sends the detection signal P from the electric parking unit 25.
Based on K, it is determined whether or not the parking lock has been completed. If the result of this determination is that the parking lock has not been completed based on the detection signal PK, the IC card unit 4 proceeds with the process to step S14.

Next, in step S14, the IC card unit 4 outputs a control signal to the power train ECU 7 so as to perform parking lock. As a result, the power train ECU 7
5 to output a control signal to operate the parking lock of the shared vehicle 2. Then, the IC card unit 4 advances the processing to step S15.

Next, in step S15, the IC card unit 4 determines again whether or not the parking lock has been completed based on the detection signal PK from the electric parking unit 25. As a result of this determination, the IC card unit 4
If, for example, it is determined from the detection signal PK that the parking lock has not been completed, the process proceeds to step S16.

Next, in step S16, the IC card unit 4 determines that the electric parking unit 25 has failed because the detection signal PK of data indicating that the parking lock has been completed is not input. And IC
The card unit 4 outputs the failure information of the electric parking unit 25 to the communication unit 15. Thereby, the communication unit 15 transmits the input failure information of the electric parking unit 25 to the traffic control device 1. Then, the IC card unit 4 advances the processing to Step S17.

Next, in step S17, the IC card unit 4 changes the value stored in the running mode determination flag from "1" to "0", and makes the running mode of the shared vehicle 2 undetermined. And the IC card unit 4
Advances the process to step S18.

Next, at step S18, the IC card unit 4 stops the operation of the drive control of the shared vehicle 2 and sets the power train ECU /
7. The output of the start signal MOD to the brake ECU 8 and the steering ECU 9 is stopped. As a result, the power train ECU 7, brake ECU 8, and steering ECU 9 do not receive the start signal MOD, and are in the standby state.
The drive control of the modulator 22 and the steering motor 24 is stopped.

In step S12, the IC card unit 4 reads the value of the running mode flag, and if the value of the running mode flag is "0", for example, detects that the mode is the manual control operation mode. The process proceeds to step S19.

Next, in step S19, the IC card unit 4 detects whether or not the shift position is at the parking (P) position based on the control signal SP input from the shift position SW · 12. As a result of this detection, the IC card unit 4 continues to operate until the shift position is detected to be the parking (P) position.
That is, the process of step S19 is repeated until the user moves the shift to the parking position.

Then, when it is detected that the shift position has reached the parking (P) position, the IC card unit 4 advances the processing to step S20.

Next, in step S20, it is determined based on the detection signal PK from the electric parking unit 25 whether or not the parking lock has been completed. As a result of this determination, I
When it is determined from the detection signal PK that the parking lock has not been completed, the C card unit 4 proceeds with the process to step S21.

Next, in step S21, the IC card unit 4 determines that the electric parking unit 25 has failed because the detection signal PK of data indicating that the parking lock has been completed is not input. And IC
The card unit 4 outputs the failure information of the electric parking unit 25 to the communication unit 15. Thereby, the communication unit 15 transmits the input failure information of the electric parking unit 25 to the traffic control device 1. As a result, the operator of the traffic control device 1 confirms the failure of the electric parking lot 14 of the shared vehicle 2, and after the user gets off the vehicle, performs an appropriate process corresponding to the failure. Then, the IC card unit 4 advances the processing to Step S22.

Next, in step S22, the IC card unit 4 turns on a warning lamp on a front panel (not shown) of the shared vehicle 2 to notify the user that the parking lock is broken. Then, the IC card unit 4 advances the processing to step S23.

If it is determined in step S20 that the parking lock has been completed based on the detection signal PK, the IC card unit 4 proceeds to step S2.
Proceed to 3.

Next, in step S23, the IC card unit 4 checks whether or not a reject switch provided on the front (not shown) has been pressed. When the IC card unit 4 cannot detect that the reject switch has been pressed, the process of step S23 is repeated. Then, for example, when it is detected that the reject switch has been pressed, the IC card unit 4 advances the processing to step S24.

Next, in step S24, the IC card unit 4 drives the built-in motor (not shown) or mechanically operates the inserted IC card.
Push the card 5 out. Then, the user pulls out the IC card 5 from the IC card unit 4 and gets off the common vehicle 2. Thereby, the IC card unit 4
Advances the process to step S25.

Next, in step S25, the IC card unit 4 outputs a control signal to the IG switch section 6 and locks the operation of the IG switch to fix it. This makes it impossible for the user to move the IG switch of the IG switch section 6 from the off-state position to the on-state position. And the IC card unit 4
Advances the process to step S17.

In step S 1, the IC card unit 4 detects whether an IG command signal has been input from the control device 1. As a result of this detection, when the IG command signal is detected, the IC card unit 4 advances the processing to step S26.

Next, in step S26, as a result of the self-check by the internal CPU, the IC card unit 4 detects whether or not each of the constituent circuits has a failure. Then, for example, when a failure is detected as a result of the self-check, the IC card unit 4 advances the processing to step S5. This is because if the internal circuit of the IC card unit 4 has failed, it cannot be detected whether or not the IC card 5 has been inserted.
Is a mode of manual control operation from the viewpoint of fail-safe.

On the other hand, in step S26, if no failure is detected as a result of the self-check by the internal CPU, the IC card unit 4 proceeds to step S26.
Proceed to 27.

Next, in step S27, the IC card unit 4 determines whether or not the IC card 5 has been inserted based on the presence / absence signal from the SW 4a. And
For example, when the presence / absence signal is detected as “1”, that is, when the IC card 5 is inserted, the IC card unit 4 advances the processing to step S2.

On the other hand, in step S 27, if the presence / absence signal is not detected as “1”, that is, if the IC card 5 is not inserted,
The process proceeds to step S28.

Next, in step S28, the IC card unit 4 detects whether or not the shift position is at the parking (P) position based on the control signal SP input from the shift position SW · 12. As a result of this detection, the IC card unit 4 continues to operate until the shift position is detected to be the parking (P) position.
That is, the process of step S28 is repeated until the user moves the shift to the parking position.

Then, the IC card unit 4 sets the shift position to the parking position (P) according to the control signal SP.
When it is detected that the position has been reached, the processing is performed in step S
Proceed to 29.

Next, in step S29, when the IG command signal is input from the traffic control controller 1, the IC card unit 4 determines that the presence or absence signal of the IC card 5 is "0". 2 determines that the mode is the automatic control operation mode. Then, the IC card unit 4 sets the traveling mode flag to “1” and advances the processing to step S30.

Next, in step S30, the IC card unit 4 writes "1" in the drive mode determination flag to indicate that the drive mode has been determined because the drive mode has been set to the automatic control operation mode. And IC
The card unit 4 advances the processing to step S31.

Next, in step S 31, the IC card unit 4 starts the drive control operation of the shared vehicle 2 by using the power train ECU 7 and the brake ECU.
And 8 outputs a start signal MOD to the steering ECU 9.

The automatic driving ECU 3, the power train ECU 7, the brake ECU 8, and the steering ECU 9 receive the start signal MOD, and each of the inverters 13 according to the program in the built-in storage unit. , The drive control of the modulator 22 and the steering motor 24 is started.

Thus, the automatic driving ECU · 3 operates the power train ECU · 7, the brake ECU · 8, and the steering based on the operation amount stored in the storage unit 3a in accordance with the program stored in the storage unit 3a. EC
A control signal is output to U.9, and each inverter 1
3. Drive control of the modulator 22 and the steering motor 24 is performed.

Next, referring to FIGS. 1 and 3, an example of the operation of the automatic driving ECU 3 of the embodiment in the mode of the automatic control operation will be described. FIG. 3 is a flowchart illustrating an example of the operation of the automatic driving ECU 3 in the automatic control operation mode.

In step S100, the automatic driving EC
U · 3 determines whether the shared vehicle 2 is in the automatic control operation mode or the manual control operation mode based on the operation mode information included in the activation signal MOD input from the IC card unit 4. . As a result of this determination, when the automatic driving ECU 3 determines that the mode is the manual control driving mode, the process ends without executing the automatic control driving program stored in the storage unit 3a.

On the other hand, if the automatic driving ECU 3 determines that the mode is the automatic control operation as a result of the determination based on the operation mode information included in the start signal MOD input from the IC card unit 4, the process proceeds to step S1. Proceed to S101.

Next, in step S101, the automatic operation ECU 3 performs an automatic control operation according to the program stored in the storage unit 3a. Here, the automatic driving ECU 3 uses a plurality of subroutine programs (not shown) stored in the storage unit 3a based on the operation amounts stored in the storage unit 3a in order to run the shared vehicle 2. Control signals are output to the powertrain ECU 7, the brake ECU 8, and the steering ECU 9, respectively, and the inverter 13, the modulator 22,
The drive control of the steering motor 24 is performed. Then, the automatic driving ECU 3 advances the process to step S102.

Next, in step S102, the automatic driving ECU 3 determines whether or not the power train ECU 7 has failed. That is, the automatic driving ECU
3 is, for example, a power train ECU for transmitting and receiving monitoring signals mutually performed with the power train ECU 7.
・ If there is a response from 7, the power train ECU
Is determined to be operating normally, and the process proceeds to step S10.
Proceed to 3.

Next, in step S103, the automatic driving ECU 3 determines whether or not the brake ECU 8 has failed. That is, the automatic driving ECU 3
For example, in the transmission and reception of the monitoring signal mutually performed with the brake ECU 8, when there is a response from the brake ECU 8, it is determined that the brake ECU 8 is operating normally, and the process proceeds to step S104.

Next, in step S104, the automatic driving ECU 3 determines whether the steering ECU 9 is out of order. That is, the automatic driving ECU 3
Determines that the steering ECU 9 is operating normally when there is a response from the steering ECU 9 in, for example, transmission and reception of the monitoring signal mutually performed with the steering ECU 9. The process proceeds to step S105. Proceed.

Next, in step S105, the automatic driving ECU 3 determines whether or not the IC card unit 4 has failed. That is, the automatic driving ECU 3
For example, in the transmission and reception of the operation confirmation signal SD mutually performed with the IC card unit 4, if there is a response from the IC card unit 4, it is determined that the IC card unit 4 is operating normally, and the processing is performed. Return to S100.

In step S105, the automatic driving ECU 3 transmits and receives the operation confirmation signal SD mutually with the IC card unit 4, and when there is no response from the IC card unit 4, the automatic driving ECU 3
Is determined to have failed, and the process proceeds to step S106.

Next, in step S106, the automatic driving ECU 3 determines that the data of the activation signal MOD is not reliable because the IC card unit 4 has failed, and the driving mode is the automatic control driving mode or the manual driving mode. It is not possible to accurately determine whether the mode is the control operation mode. For this reason, the automatic driving ECU uses the powertrain EC.
U ・ 7, Brake ECU ・ 8, Steering ECU ・ 9
In the automatic control operation mode according to the program stored in the storage unit 3a.

At the same time, the automatic driving ECU 3 transmits from the communication unit 15 to the traffic control device 1 that the IC card unit 4 has failed. Thereby, the traffic control device 1
, The operator of the traffic control device 1 confirms the failure of the IC card unit 4 of the shared vehicle 2 on the display 1a, and takes a measure corresponding to the failure of the IC card unit 4.

In step S104, the automatic driving ECU 3. If the steering ECU 9 does not respond, for example, in the transmission and reception of the monitoring signal mutually performed with the steering ECU 9.
It is determined that 9 has failed, and the process is performed in step S107
Proceed to.

Next, in step S107, the automatic driving ECU 3 outputs a hydraulic brake operation command to the brake ECU 8. As a result, the brake ECU 8
Sends a control signal to the modulator 22. As a result, the modulator 22 drives the hydraulic brake based on the operation amount from the automatic driving ECU · 3. Therefore, the running of the shared vehicle 2 is braked, and the shared vehicle 2 shifts from the running state to the stopped state. And the automatic driving ECU 3
Proceeds to step S108.

Next, in step S108, the automatic driving ECU 3 outputs a regenerative braking operation command to the power train ECU 7. Thereby, the inverter 1
3 is a motor 1 controlled by the powertrain ECU 7
Change the phase and magnitude of the drive current to zero. As a result, the regenerative braking is applied to the motor 10, and the speed of the shared vehicle 2 is reduced as the regenerative brake, and the shared vehicle 2 shifts from the running state to the stop state. And the automatic driving ECU 3
Proceeds to step S109.

Next, in step S109, the automatic driving ECU 3 transmits the detected failure information to the communication unit 15.
To the control device 1. And automatic driving EC
U.3 ends the process. As a result, in the traffic control device 1, the operator of the traffic control device 1 confirms the failure location of the shared vehicle 2 on the display 1a, and takes a measure corresponding to the failure location.

In step S103, the automatic driving ECU 3 transmits the monitoring signal to and from the brake ECU 8, for example.
If there is no response from step 8, it is determined that the brake ECU 8 has failed, and the process proceeds to step S108.

In step S102, in the transmission and reception of the monitoring signal mutually performed with the power train ECU 7, for example, if there is no response from the power train ECU 7, the automatic driving ECU 3. 7 is determined to be faulty, and the process proceeds to step S
Proceed to 110.

Next, in step S110, the automatic driving ECU 3 outputs a hydraulic brake operation command to the brake ECU 8. As a result, the brake ECU 8
Sends a control signal to the modulator 22. As a result, the modulator 22 drives the hydraulic brake based on the operation amount from the automatic driving ECU · 3. Therefore, the running of the shared vehicle 2 is braked, and the shared vehicle 2 shifts from the running state to the stopped state. And the automatic driving ECU 3
Proceeds to step S109. The following process
Steps similar to those described above are omitted because they are the same.

Next, an example of the operation of the power train ECU 7 according to the embodiment will be described with reference to FIGS. FIG. 4 is a flowchart illustrating an example of the operation of the automatic driving power train ECU 7.

In step S200, when the power train ECU 7 receives a response from the IC card unit 4 in transmitting and receiving the operation confirmation signal SD mutually performed with the IC card unit 4, the power train ECU 7
Is determined to have not failed, and the process proceeds to step S201.

Next, in step S201, the power train ECU 7 determines whether the shared vehicle 2 is in the automatic control driving mode based on the driving mode information included in the start signal MOD input from the IC card unit 4. It is determined whether the mode is the manual control operation mode. As a result of this determination, if the powertrain ECU 7 determines that the mode is the automatic control operation mode, the process proceeds to step S202.

Next, in step S202, the power train ECU 7 drives the motor 10 in accordance with a plurality of subroutines (not shown) stored in the internal storage unit, based on a control command from the automatic driving ECU 3. .
That is, the powertrain ECU 7 is provided with an automatic driving EC
The common vehicle 2 is driven by driving the motor 10 by controlling the inverter 13 according to the control command from the U.3 and the operation amount stored in the storage unit 3a output from the automatic driving ECU 3. . And powertrain EC
U.7 advances the process to step S203.

Next, in step S203, the power train ECU 7 determines whether or not the automatic driving ECU 3 has failed. That is, the powertrain E
The CU 7 determines that the automatic driving ECU 3 has failed, for example, when there is no response from the automatic driving ECU 3 in the transmission and reception of the monitoring signal mutually performed with the automatic driving ECU 3. The failure information is output from the unit 15 to the traffic control device 1, and the process proceeds to step S204.

Next, in step S204, the power train ECU 7 changes the phase and magnitude of the drive current to the motor 10 in order to urgently apply regenerative braking to the inverter 13. As a result, the regenerative braking is applied to the motor 10, and the speed of the shared vehicle 2 is reduced as the regenerative brake, and the shared vehicle 2 shifts from the running state to the stop state. Then, the powertrain ECU 7 advances the process to step S205.

Next, in step S205, the power train ECU 7 detects whether or not the shared vehicle 2 is stopped based on speed data from a speed sensor (not shown) provided in the shared vehicle 2. As a result of this detection, when the powertrain ECU 7 detects that the vehicle has not stopped, it repeats the process of step S205.

When the power train ECU 7 detects that the vehicle has stopped based on the speed data from the speed sensor, the process proceeds to step S206.

Next, in step S206, the power train ECU 7 outputs a drive signal to the electric parking unit 25 to operate the parking lock of the shared vehicle 2. Then, the powertrain ECU 7 advances the process to step S207.

Next, in step S207, the power train ECU 7 outputs a drive signal to an electric side brake unit (not shown), performs an operation of applying the side brake of the shared vehicle 2 and stopping the shared vehicle 2. And
The power train ECU 7 proceeds to step S208.
Proceed to.

Next, in step S208, the power train ECU 7 determines whether or not the parking lock has been completed based on the detection signal PK from the electric parking unit 25. As a result of this determination, the power train ECU
In step S20, when it is determined from the detection signal PK that the operation of the parking lock has been completed normally, the process proceeds to step S20.
Proceed to 9.

At the same time, the operator of the traffic control device 1 rushes to the stop location to secure the shared vehicle 2. Furthermore, the user is provided with another alternative shared vehicle. In addition, the shared vehicle 2 that has failed is prohibited from being rented. Then, the power train ECU 7 outputs a control signal to the IG switch section 6 to turn off the ignition switch. By this processing, the safety at the time of stopping can be secured by the parking brake, and the power of the battery 13 is not wasted. In addition, it is possible to prevent an erroneous vehicle allocation by renting out a failed common vehicle.

Next, in step S209, the power train ECU 7 determines whether or not the stop of the shared vehicle 2 by the side brake has been completed based on a detection signal from an electric side brake unit (not shown). If the result of this determination is that the power train ECU 7 has determined from the detection signal that the operation of the side brake has been completed normally, it ends the process.

In step S209, when it is determined that the operation of the side brake is not completed normally by the detection signal from the electric side brake unit (not shown), the power train ECU 7 determines that a failure has occurred in the side brake unit. The determination is made, and the process proceeds to step S210.

Next, in step S210, the power train ECU 7 transmits the detected failure information from the communication unit 15 to the traffic control system 1. Then, the power train ECU 7 ends the processing. This allows
In the control device 1, the operator of the control device 1
The failure location of the shared vehicle 2 is confirmed by the display 1a, and a measure corresponding to the failure location is taken.

At this time, the power train ECU 7
In order to apply an automatic brake (not shown) and secure the automatic brake power from the battery 14, the IG switch is turned on. Then, the operator of the control device 1 rushes to the stop location to secure the shared vehicle 2. Furthermore, the user is provided with another alternative shared vehicle. In addition, the shared vehicle 2 that has failed is prohibited from being rented.

By this processing, the safety at the time of stopping can be ensured even if the parking brake and the side brake are not locked due to a failure. In addition, it is possible to prevent an erroneous vehicle allocation by renting out a failed common vehicle.

In step S208, when it is determined from the electric parking unit 25 that the operation of the parking lock is not completed normally by the detection signal PK from the electric parking unit 25, the process proceeds to step S210.

In step S203, the power train ECU 7 performs the automatic driving E / E in the transmission / reception of the monitoring signal mutually performed with the automatic driving ECU 3.
If there is a response from the CU 3, it is determined that the autonomous driving ECU 3 is operating normally, and the process proceeds to step S 211.
Proceed to.

Next, in step S211, the power train ECU 7 detects whether there is a serious failure in each of the constituent circuits and the drive system as a result of the self-check by the internal CPU. That is, the powertrain E
The CU 7 detects, for example, a failure that results in a stop of the power train as a result of the self-check, for example, a failure that makes the rotation speed of the motor 10 uncontrollable. As a result of the detection, if no serious failure is detected, the power train ECU 7 advances the process to step S212.

Next, in step S212, as a result of the self-check by the internal CPU, the power train ECU 7 detects whether or not there is a minor failure in each of the constituent circuits and the drive system. That is, the powertrain E
The CU 7 detects a failure of a voltmeter, an ammeter, a thermometer, and the like provided in the battery 14, that is, a failure in a portion that does not immediately affect the traveling. And powertrain E
If no minor failure is detected, the CU 7 returns the process to step S200.

In step S212, as a result of the self-check by the internal CPU, the power train ECU 7 proceeds to step S210 if it determines that there is a minor failure in each of the constituent circuits and the drive system. .

Next, in step S210, the power train ECU 7 outputs the detected failure information from the communication unit 15 to the traffic control system 1. Then, the power train ECU 7 ends the processing. This allows
In the control device 1, the operator of the control device 1
The failure location of the shared vehicle 2 is confirmed by the display 1a, and a measure corresponding to the failure location is taken.

Then, the operator of the control controller 1 moves the shared vehicle 2 from the stop location to a service center (not shown) and checks the shared vehicle 2. Furthermore, the user is provided with another alternative shared vehicle. In addition, the shared vehicle 2 that has failed is prohibited from being rented. As a result, it is possible to prevent a failed shared vehicle from being rented out and to prevent erroneous vehicle allocation.

At this time, the battery 13
If the capacity of the autonomous driving ECU
3 transmits the remaining capacity data to the control device 1 by the communication unit 15 and displays the port 100 (FIG. 7) for the shared vehicle having the nearest charger on the display unit of the NAVI unit 16. Then, during charging, the shared vehicle 2 is prohibited from being dispatched. At this time, the shared vehicle 2 has the charging cable engaged therein and is in the automatic control driving prohibited state. This process prevents the shared vehicle 2 from decreasing on the running path due to a decrease in the remaining capacity of the battery 13, and allows the user to change the shared vehicle.

As a failure state at this time, when the temperature of the battery 13 rises during follow-up running and it is impossible to output a value of 100% of the rated output, the automatic driving ECU An instruction is output to the traffic control device 1 so as to reduce the traveling speed of the vehicle. As a result, the traffic control device 1 transmits a command to reduce the traveling speed to another shared vehicle. Thus, it is possible to prevent the following shared vehicle from contacting the preceding shared vehicle due to a decrease in the speed of the preceding shared vehicle during the following travel.

In step S211, if the power train ECU 7 detects that there is a serious failure in each of the constituent circuits and the driving system as a result of the self-check by the internal CPU, the process proceeds to step S213. Proceed.

Next, in step S213, the power train ECU 7 sets the motor torque of the motor 10 to “0” for the inverter 13 or gradually stops the current supply to the motor, and gradually regenerates. The brake is applied and the braking of the shared vehicle 2 is gradually applied. This allows
The shared vehicle 2 gradually decelerates. Then, the powertrain ECU 7 advances the process to step S214.

Next, in step S 214, the power train ECU 7 determines whether the shared vehicle 2 is in the automatic control driving mode based on the driving mode information included in the start signal MOD input from the IC card unit 4. It is determined whether the mode is the manual control operation mode. As a result of this determination, if the powertrain ECU 7 determines that the mode is the automatic control operation mode, the process proceeds to step S205.

If the power train ECU 7 determines in step S214 that the operation mode is not the automatic control operation mode based on the operation mode information included in the start signal MOD input from the IC card unit 4, the process proceeds to step S214. Proceed to step S210.

Next, in step S210, the power train ECU 7 outputs the detected failure information from the communication unit 15 to the traffic control system 1. Then, the power train ECU 7 ends the processing. This allows
In the control device 1, the operator of the control device 1
The failure location of the shared vehicle 2 is confirmed by the display 1a, and a measure corresponding to the failure location is taken.

Then, the operator of the traffic control device 1 rushes to the stop location to secure the shared vehicle 2. Furthermore, the user is provided with another alternative shared vehicle. In addition, the shared vehicle 2 that has failed is prohibited from being rented. As a result, it is possible to prevent a failed shared vehicle from being rented out and to prevent erroneous vehicle allocation.

As a failure state at this time, if the IC card unit 4 has failed, the power train ECU
7 transmits the failure of the IC card unit 4 to the control controller 1 by the communication unit 15. Then, the operator of the traffic control device 1 checks the IC card unit. Until the repair of the failure is completed, the allocation of the shared vehicle 2 is prohibited. As a result, the traffic control device 1 can prevent erroneous vehicle allocation.

In step S201, when the power train ECU 7 determines that the operation mode is the automatic control operation mode based on the operation mode information included in the start signal MOD input from the IC card unit 4, the process proceeds to step S201. Proceed to step S215. Further, even if the shift position is not the parking “P” according to the control signal SP from the shift position SW · 12, the process is also performed at step S215
Proceed to.

Next, in step S 215, the power train ECU 7 controls the accelerator pedal opening AP by the accelerator pedal section 11 to an operation amount corresponding to the operation of the accelerator pedal (not shown) by the user.
3 controls the output AC waveform. Further, the power train ECU 7 controls the AC waveform output from the inverter 13 based on the shift position data from the shift position SW 12 corresponding to the shift position moved by the user. Thereby, the motor 10 is connected to the inverter 13
Thereby, the tire is rotated with the driving force desired by the user. Then, the power train ECU 7 performs the process in step S
Proceed to 211. The following description of the steps has been described above, and thus will be omitted.

In step S200, when there is no response from the IC card unit 4 in transmitting and receiving the operation confirmation signal SD mutually performed with the IC card unit 4, the IC card unit 4 It is determined that a failure has occurred, and the process proceeds to step S21.
Proceed to 5. The following description of the steps has been described above, and thus will be omitted.

Next, an example of the operation of the brake ECU 8 according to the embodiment will be described with reference to FIGS. FIG.
It is a flow chart which shows an example of operation of brake ECU · 8.

In step S300, the brake EC
U · 8 determines that the IC card unit 4 has not failed if there is a response from the IC card unit 4 in the transmission / reception of the operation confirmation signal SD mutually performed with the IC card unit 4, and performs the process. Proceed to S301.

Next, in step S301, the brake ECU 8 determines whether the shared vehicle 2 is in the automatic control driving mode or the manual driving mode based on the driving mode information included in the start signal MOD input from the IC card unit 4. It is determined whether the mode is the control operation mode. As a result of this determination,
When the brake ECU 8 determines that the mode is the automatic control operation mode, the process proceeds to step S302.

Next, in step S302, the brake ECU 8 drives the modulator 22 according to a plurality of subroutines (not shown) stored in the internal storage unit based on a control command from the automatic driving ECU 3.
That is, the brake ECU 8 is connected to the automatic driving ECU 3
Control of the modulator 22 to drive a hydraulic brake (not shown) in accordance with the control command from the controller 3 and the operation amount stored in the storage unit 3a output from the automatic driving ECU 3 to stop the shared vehicle 2. Perform the operation. Then, the brake ECU 8 proceeds to step S303.

Next, in step S303, the brake ECU 8 determines whether or not the automatic driving ECU 3 has failed. That is, the brake ECU 8
For example, in the transmission / reception of the monitoring signal mutually performed with the automatic driving ECU / 3, when there is no response from the automatic driving ECU / 3, it is determined that the automatic driving ECU / 3 has failed,
The failure information is output from the communication unit 15 to the traffic control device 1, and the process proceeds to step S304.

Next, in step S304, the brake ECU 8 controls the modulator 22 to rapidly increase the hydraulic pressure for driving the hydraulic brake. As a result, the modulator 22 rapidly increases the hydraulic pressure of the hydraulic brake. As a result, the traveling vehicle 2 is suddenly braked for traveling, and suddenly braked.

In step S303, when the automatic driving ECU 3 responds to the transmission and reception of the monitoring signal mutually performed by the automatic driving ECU 3, the automatic driving ECU 3 It is determined that there is no failure, and the process proceeds to step S305

Next, in step S305, the brake ECU 8 detects whether there is a minor failure in each of the constituent circuits and the drive system as a result of the self-check by the internal CPU. That is, the brake ECU 8
Detects a failure in a hydraulic sensor or the like provided in the modulator 22, that is, a failure in a portion that does not immediately affect the brake operation. If no minor failure is detected, the brake ECU 8 proceeds to step S300.
Return to

In step S305, when the brake ECU 8 determines from the self-check by the internal CPU that there is a minor failure in each of the constituent circuits and the drive system, the process proceeds to step S306.

Next, in step S306, the brake ECU 8 transmits the detected failure information to the communication unit 15.
To the control device 1. And brake EC
U.8 ends the process. As a result, in the traffic control device 1, the operator of the traffic control device 1 confirms the failure location of the shared vehicle 2 on the display 1a, and takes a measure corresponding to the failure location.

In step S301, if the brake ECU 8 determines that the operation mode is not the automatic control operation mode based on the operation mode information included in the start signal MOD input from the IC card unit 4, the process proceeds to step S305. Proceed to.

In step S300, when there is no response from the IC card unit 4 in the transmission and reception of the operation confirmation signal SD mutually performed with the IC card unit 4, the brake ECU
Is determined to have failed, and the process proceeds to step S305. The following description of the steps has been described above, and thus will be omitted.

Next, an example of the operation of the steering ECU 9 according to the embodiment will be described with reference to FIGS. FIG.
5 is a flowchart showing an example of the operation of the steering ECU 9;

In step S400, the steering ECU 9 determines that the IC card unit 4 has failed if there is a response from the IC card unit 4 in transmitting and receiving the operation confirmation signal SD mutually performed with the IC card unit 4. It is determined that there is not, and the process proceeds to step S401.

Next, in step S401, the steering ECU 9 determines whether the shared vehicle 2 is in the automatic control mode or the manual mode based on the drive mode information included in the start signal MOD input from the IC card unit 4. It is determined whether the mode is the control operation mode. As a result of this determination, if the steering ECU 9 determines that the mode is the automatic control operation mode, the process proceeds to step S402.

Next, in step S402, the steering ECU 9 drives the steering motor 24 in accordance with a plurality of subroutines (not shown) stored in an internal storage unit based on a control command from the automatic driving ECU 3. . That is, the steering ECU 9 is provided with a control command from the automatic driving ECU 3 and an automatic driving ECU 3
In accordance with the operation amount stored in the storage unit 3a output from the controller 3, the steering motor 24 is controlled to change the direction of the tire (not shown) to adjust the traveling direction of the shared vehicle 2. And the steering ECU 9
Proceeds to step S403.

Next, in step S403, the steering ECU 9 determines whether or not the automatic driving ECU 3 has failed. That is, the powertrain EC
For example, in the transmission and reception of the monitoring signal mutually performed with the automatic driving ECU 3, the U. 7 determines that the automatic driving ECU 3 has failed if there is no response from the automatic driving ECU 3, and performs communication. The failure information is output from the unit 15 to the traffic control device 1, and the process proceeds to step S404.

Next, in step S404, the steering ECU 9 controls the steering motor 24 to adjust the steering to a neutral position, that is, an angle at which the traveling vehicle advances in the straight traveling direction. Accordingly, the steering ECU 9 adjusts the rotation of the steering motor 24 based on the ST signal indicating the angle data from the angle sensor (not shown). As a result, the steering of the traveling vehicle 2 is adjusted so as to travel in the straight traveling direction.

In step S403, the steering ECU 9 transmits and receives the monitoring signal to and from the automatic driving ECU 3.
If there is a response from, it is determined that the automatic driving ECU 3 has not failed, and the process proceeds to step S405

Next, in step S405, the steering ECU 9 detects whether there is a minor failure in each of the constituent circuits and the drive system as a result of the self-check by the internal CPU. That is, the steering ECU
9 is provided, for example, in the steering motor 24, and detects a failure in a rotation sensor or the like used for power steering operation, that is, a failure in a portion that does not immediately affect the steering angle adjustment. If no minor failure is detected, steering ECU 9 returns the process to step S400.

In step S405, when the steering ECU 9 determines that there is a minor failure in each of the constituent circuits and the drive system as a result of the self-check by the internal CPU, the process proceeds to step S406.

Next, in step S406, the steering ECU 9 outputs the detected failure information from the communication unit 15 to the traffic control system 1. Then, the steering ECU 9 ends the process. As a result, in the traffic control device 1, the operator of the traffic control device 1 confirms the failure location of the shared vehicle 2 on the display 1a, and takes a measure corresponding to the failure location.

In step S401, if the steering ECU 9 determines that the operation mode is not the automatic control operation mode based on the operation mode information included in the start signal MOD input from the IC card unit 4, the processing proceeds to step S407. Proceed to.

Next, in step S407, the steering ECU 9 adjusts the steering angle by operating the steering wheel of the user. At this time, the steering ECU 9 controls the rotation speed of the steering motor 24 from a rotation speed sensor as power steering,
Adjust the steering angle. Then, the steering ECU 9 advances the process to step S405. The following description of the steps has been described above, and thus will be omitted.

In step S400, if there is no response from the IC card unit 4 in the transmission and reception of the operation confirmation signal SD mutually performed with the IC card unit 4, the steering ECU 9 fails. Is determined to have been performed, and the process proceeds to step S405.
Proceed to. The following description of the steps has been described above, and thus will be omitted.

In the case of manual control operation, when the user finishes driving and turns off the ignition switch of the shared vehicle, the shift position is set to parking (P).
If not, a warning lamp (not shown) can be turned on. Thereby, the user recognizes that the position of the shift is not parking.

As described above, an embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and a design change or the like may be made without departing from the gist of the present invention. The present invention is also included in the present invention.

[0177]

According to the present invention, it is determined whether or not an IC card has been inserted into the IC card unit when the ON signal is input from the control device or the ignition switch unit. Only at the start of driving of the shared vehicle, the presence or absence of the IC card in the IC card unit is detected, and the traveling mode is determined. For this reason, in the shared vehicle of the present invention, since the traveling mode is not changed during traveling, if the IC card unit is broken or the IC card is damaged, the detection of the presence or absence of the IC card becomes unstable, and There is an effect that the switching operation of the traveling mode between the control operation and the manual control operation is not executed by mistake.

In the shared vehicle according to the present invention, the traveling mode is determined only at the start of driving. Therefore, when the IC card is displaced due to vibration of the vehicle body during traveling and the IC card cannot be detected, or When the user accidentally presses the reject switch of the IC card unit and removes the IC card, the traveling mode is not changed from the manual control operation to the automatic control operation. For this reason, in the shared vehicle of the present invention, since the traveling mode is not changed during traveling, the traveling control of the user becomes unstable even if an erroneous process is performed on the IC card unit during traveling. There is an effect that can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a shared vehicle according to an embodiment of the present invention.

FIG. 2 is an IC card unit 4 of the shared vehicle shown in FIG.
5 is a flowchart showing an example of the operation of FIG.

FIG. 3 is a flowchart showing an example of an operation of the automatic driving ECU 3 of the shared vehicle shown in FIG.

FIG. 4 is a powertrain ECU of the shared vehicle shown in FIG. 1;
7 is a flowchart showing an example of the operation of Step 7.

FIG. 5 is a flowchart showing an example of an operation of the brake ECU 8 of the shared vehicle shown in FIG.

FIG. 6 shows a steering ECU of the shared vehicle shown in FIG.
9 is a flowchart illustrating an example of the operation of FIG.

FIG. 7 is a conceptual diagram showing an entire configuration of a shared vehicle operation system.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Traffic control device 1b Display 1a Communication unit 2 Shared vehicle 3 Automatic driving ECU 3a Storage unit 4 IC card unit 4a Switch 5 IC card 6 IG
Switch section 7 Power train ECU 8 Brake ECU 9 Steering ECU 10 Motor 11 Accelerator pedal section 12 Shift position SW 13 Inverter 14 Battery 15 Communication unit 16 N
AVI unit 17 Current location detection unit 18 Laser radar 19 Magnetic nail detection unit 20 Guidance cable detection unit 21 Brake unit 22 Modulator 23 Steering unit 24 Steering motor 25 Electric parking unit

Continued on the front page (72) Inventor Morio Chino 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 5H301 AA01 AA10 BB20 CC03 CC06 DD01 DD05 DD17 EE05 EE13 FF01 FF04 GG08 GG11 GG14 GG19 KK02 KK03 KK04 KK08 KK09 KK18 KK19 LL03 MM04 QQ06

Claims (2)

[Claims] 1. A shared vehicle that is used by a plurality of users and that performs an automatic control operation based on a command from a traffic control device and a manual control operation by a user, wherein the shared vehicle is a key of the shared vehicle. I that detects whether an IC card is inserted and outputs a detection signal
A C card unit, an automatic operation control unit that controls operation in accordance with a command signal input from the traffic control device in the automatic control operation state, an ignition switch unit that outputs an ON signal when a switch is in an input state, A shared vehicle, comprising: a determination unit configured to determine whether the vehicle is in an automatic driving state or a manual control driving state based on the command signal, the ON signal, and the detection signal. 2. The method according to claim 1, wherein the determination unit determines that the manual control operation is performed when the detection signal indicating that an IC card is inserted from the IC card unit is input when the ON signal is input. 2. The shared vehicle according to claim 1, wherein the automatic control operation state is determined when the detection signal indicating that the IC card is not inserted from the IC card unit is input when the command signal is input. 3.