JP2017207907A - Vehicle control system, communication system, vehicle control method, and vehicle control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To alleviate burdens on vehicle crew members during automatic driving.SOLUTION: A vehicle control system comprises: an input unit that receives an operation by a crew member of an own vehicle; a recognition unit that recognizes a position and situation of a surrounding vehicle travelling around the own vehicle; and an automatic drive control unit that executes an automatic drive of automatically implementing at least one of speed control of the own vehicle and steering control on the basis of the position and situation of the surrounding vehicle recognized by the recognition unit. The automatic drive control unit is configured to; select a vehicle of a tracking target matching a designated travelling condition designated from among the surrounding vehicles recognized by the recognition unit on the basis of the operation for designating a travelling condition of the own vehicle input to the input unit; and execute vehicle platoon that travels as tracking the selected vehicle as one aspect of the automatic drive.SELECTED DRAWING: Figure 2

Description

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

  In recent years, research has been conducted on a technique for automatically controlling at least one of acceleration / deceleration and steering of the own vehicle (hereinafter, automatic driving). In relation to this, a technique is disclosed in which automatic operation control is executed in either a predetermined standard control mode or a specific control mode different from the standard control mode (see, for example, Patent Document 1). .

Japanese Patent Laying-Open No. 2015-89801

  When performing automatic driving, there may be a case in which a driving mode is used in which the vehicle travels following another vehicle traveling in front of the host vehicle. However, in the conventional technology, when the speed of the vehicle following during the automatic driving is different from the speed assumed by the vehicle occupant, it is assumed that the vehicle occupant feels uncomfortable. In such a case, the vehicle occupant may be burdened during automatic driving.

  The present invention has been made in view of such circumstances, and an object thereof is to reduce the burden on the vehicle occupant during automatic driving.

  The invention according to claim 1 is an input unit that receives an operation by an occupant of the host vehicle, a recognition unit that recognizes the position and state of a surrounding vehicle that travels around the host vehicle, and the periphery that is recognized by the recognition unit. An automatic driving control unit that performs automatic driving that automatically performs at least one of speed control and steering control of the host vehicle based on the position and state of the vehicle, and the automatic driving control unit includes the automatic driving control unit, Based on the operation for designating the traveling condition of the host vehicle performed on the input unit, the vehicle to be tracked that matches the designated traveling condition is selected from the peripheral vehicles recognized by the recognition unit. A vehicle control system that executes platooning traveling following the selected vehicle as one aspect of the automatic driving.

  According to a second aspect of the present invention, in the vehicle control system according to the first aspect, the traveling condition includes a condition for designating a speed of the host vehicle.

  According to a third aspect of the present invention, in the vehicle control system according to the first or second aspect, the traveling condition is that the vehicle is a vehicle having a part of a route to the destination of the own vehicle. It includes the conditions to follow.

  According to a fourth aspect of the present invention, in the vehicle control system according to any one of the first to third aspects, the automatic driving control unit is obliged to monitor the periphery of the own vehicle imposed on a passenger of the own vehicle. In the case where the automatic driving is executed in a plurality of modes having different degrees, and the own vehicle executes the platooning as one aspect of the automatic driving, the periphery monitoring duty is reduced.

  According to a fifth aspect of the present invention, in the vehicle control system according to the fourth aspect, the plurality of modes include a mode in which execution is restricted according to a state of the recognition unit, and the automatic driving control is performed. When the unit executes the platooning as one aspect of the automatic driving, the mode restriction according to the state of the recognition unit is relaxed.

  According to a sixth aspect of the present invention, in the vehicle control system according to any one of the first to fifth aspects, the automatic driving control unit is set from the peripheral vehicles recognized by the recognition unit. A plurality of accompanying vehicles having the same destination set as the destination of the own vehicle or a route partially or entirely in common with the route to the destination of the own vehicle are specified and the input When an operation for designating the traveling condition of the host vehicle is performed on the unit, the traveling vehicle that satisfies the traveling condition among the identified traveling vehicles is selected as the tracking target vehicle.

  A seventh aspect of the present invention is the vehicle control system according to the sixth aspect, wherein the automatic driving control unit is configured to have a route that is partially shared with a route to the destination of the host vehicle. When the vehicle is selected as the vehicle to be followed, the vehicle to be followed is switched to another accompanying vehicle at the time when the route is not the same or before the time.

  According to an eighth aspect of the present invention, in the vehicle control system according to the sixth or seventh aspect, the automatic driving control unit places an occupant having excellent driving skills among the surrounding vehicles recognized by the recognition unit. A vehicle is specified as the accompanying vehicle.

  The invention according to claim 9 is a vehicle in which the vehicle control system according to any one of claims 1 to 8 is mounted, and information on the number of times or time of traveling as a leading vehicle of the convoy when the convoy travels. An incentive granting server device that grants a predetermined incentive to a vehicle that has been acquired from a vehicle and that has traveled as a leading vehicle of the platoon or a vehicle that has traveled as the leading vehicle of the platoon based on the acquired information. It is a communication system.

  In the invention according to claim 10, the in-vehicle computer accepts an operation by a passenger of the own vehicle, recognizes the position and state of a surrounding vehicle traveling around the own vehicle, and sets the recognized position and state of the surrounding vehicle. On the basis of an operation of automatically performing at least one of speed control and steering control of the own vehicle and designating the traveling condition of the own vehicle, Is a vehicle control method for selecting a tracking target vehicle that matches the specified driving condition and executing a platooning traveling following the selected vehicle as one aspect of the automatic driving.

  The invention according to claim 11 allows the in-vehicle computer to receive an operation by an occupant of the own vehicle, recognizes the position and state of a surrounding vehicle traveling around the own vehicle, and recognizes the position of the surrounding vehicle that is recognized. And an automatic operation that automatically performs at least one of speed control and steering control of the host vehicle based on the state and the state, and the recognition is performed based on an operation that specifies a travel condition of the host vehicle. A vehicle control program that selects a vehicle to be tracked that matches the specified travel condition from surrounding vehicles, and that executes a convoy travel that travels following the selected vehicle as one aspect of the automatic driving. is there.

  According to the first, fourth, eighth, and ninth aspects of the present invention, the burden on the vehicle occupant can be reduced during automatic driving.

  According to the second aspect of the present invention, when running in a row as an aspect of automatic driving, for example, a television program can be viewed and the convenience of the vehicle occupant is improved in order to reduce the duty to monitor the surroundings. Can be made.

  According to the third aspect of the present invention, when the platooning is executed as one aspect of the automatic driving, the restricted mode can be executed in order to relax the restriction of the mode according to the state of the recognition unit. As a result, the convenience of the vehicle occupant can be improved.

  According to the fifth aspect of the present invention, when an accompanying vehicle in which a route that is partially in common with the route to the destination of the host vehicle is selected as the vehicle to be tracked, the route is not the same. In order to switch the vehicle to be tracked to another accompanying vehicle at or before this point in time, transfer the accompanying vehicles that share the same route until the middle, and automatically drive to the destination while continuing the platooning Can do.

  According to the sixth aspect of the present invention, since the vehicle on which an occupant with excellent driving skills is placed is the accompanying vehicle, the burden on the vehicle occupant can be further reduced during automatic driving.

  According to the seventh aspect of the present invention, on the basis of the information on the number of times of traveling as the leading vehicle of the convoy during the convoy travel, the vehicle traveling as the leading vehicle of the convoy or the occupant of the vehicle traveling as the leading vehicle of the convoy This incentive is provided, so that the leading vehicle of the platoon or the occupant of the leading vehicle can enjoy the benefits of traveling at the head of the platoon, and the platooning is easily performed.

1 is a diagram schematically illustrating an overall configuration of a communication system 1 including a vehicle control system 100 according to a first embodiment. 2 is a diagram illustrating components of a host vehicle M. FIG. It is a functional lineblock diagram centering on vehicle control system 100 in a 1st embodiment. 2 is a configuration diagram of an HMI 70. FIG. It is a figure which shows a mode that the relative position of the own vehicle M with respect to the driving lane L1 is recognized by the own vehicle position recognition part 140. FIG. It is a figure which shows an example of the action plan produced | generated about a certain area. 3 is a diagram illustrating an example of a configuration of a trajectory generation unit 146. FIG. It is a figure which shows an example of the scene which changes a driving | running | working aspect to platooning driving | running | working. It is a figure which shows an example of the track | orbit candidate produced | generated by the track | orbit candidate generation part 146B. FIG. 5 is a diagram in which trajectory candidates generated by a trajectory candidate generation unit 146B are expressed by trajectory points K. It is a figure which shows lane change target position TA. It is a figure which shows the speed production | generation model at the time of assuming that the speed of three surrounding vehicles is constant. It is a figure which shows an example of the operation availability information 188 classified by mode. It is a figure which shows an example of the screen which the display apparatus displays when a convoy travel is started. It is a figure which shows an example of the screen displayed after the formation running start is permitted. 4 is a flowchart illustrating an example of a flow of processing performed by the vehicle control system 100. It is a figure which shows an example of the scene where the relationship between a following vehicle and a following vehicle reverses at the time of platooning. It is a figure which shows an example of the scene where the accompanying vehicle in which a route is common to the middle exists. It is a flowchart which shows an example of the flow of the process performed by the vehicle control system 100A in 2nd Embodiment. It is a figure which shows typically the whole structure of the communication system 2 containing the vehicle control system 100B in 3rd Embodiment. It is a functional lineblock diagram centering on vehicle control system 100B concerning a 3rd embodiment.

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

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

  As shown in FIG. 1, the host vehicle M includes a finder 20-1 to 20-7, radars 30-1 to 30-6, sensors such as a camera 40, a navigation device 50, and a vehicle control system 100. Installed.

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

  The radars 30-1 and 30-4 are, for example, long-range millimeter wave radars having a detection area in the depth direction wider than that of other radars. Radars 30-2, 30-3, 30-5, and 30-6 are medium-range millimeter-wave radars that have a narrower detection area in the depth direction than radars 30-1 and 30-4.

  Hereinafter, when the finders 20-1 to 20-7 are not particularly distinguished, they are simply referred to as “finder 20”, and when the radars 30-1 to 30-6 are not particularly distinguished, they are simply referred to as “radar 30”. The radar 30 detects an object by, for example, an FM-CW (Frequency Modulated Continuous Wave) method.

  The camera 40 is a digital camera using an individual image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 40 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 40 periodically images the front of the host vehicle M repeatedly. The camera 40 may be a stereo camera including a plurality of cameras.

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

  FIG. 2 is a functional configuration diagram centering on the vehicle control system 100 according to the first embodiment. The host vehicle M includes a detection device DD including a finder 20, a radar 30 and a camera 40, a navigation device 50, a communication device 55, a vehicle sensor 60, an HMI (Human Machine Interface) 70, and a vehicle control system. 100, a driving force output device 200, a steering device 210, and a brake device 220 are mounted. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. It should be noted that the vehicle control system in the claims does not indicate only the “vehicle control system 100”, but may include a configuration other than the vehicle control system 100 (such as the detection device DD and the HMI 70).

  The navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 50 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device 50 is provided to the target lane determining unit 110 of the vehicle control system 100. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. In addition, the navigation device 50 provides guidance on the route to the destination by voice or navigation display when the vehicle control system 100 is executing the manual operation mode. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50. Moreover, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. In this case, information is transmitted and received between the terminal device and the vehicle control system 100 by wireless or wired communication.

  The communication device 55 performs wireless communication using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like. The communication device 55 performs, for example, part or all of destination information, position information, and driving skill information from each vehicle to be communicated by performing inter-vehicle communication with other vehicles traveling around the host vehicle M. get. The destination information is information indicating where the set destination is, and the position information is information indicating the absolute position of the vehicle such as latitude and longitude, or the relative position of the vehicle with respect to a target such as a toll gate. It is. Driving skill information is information related to the driving skill of the vehicle occupant. For example, the type of license such as normal, large and special, the number of years of renewing a good driver's license (the number of years of renewal of a gold license), bus, Information such as whether there is a special license (second class license) for taxis, etc. is included. For example, when performing communication between vehicles with another vehicle, the communication device 55 constructs an ad hoc network with the other vehicle. The communication device 55 may acquire route information indicating a route from each vehicle to be communicated to a destination set for each surrounding vehicle.

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

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

  The HMI 70 includes, for example, an accelerator pedal 71, an accelerator opening sensor 72, an accelerator pedal reaction force output device 73, a brake pedal 74, a brake pedal amount sensor (or a master pressure sensor, etc.) 75, a shift, etc. A lever 76, a shift position sensor 77, a steering wheel 78, a steering angle sensor 79, a steering torque sensor 80, and other driving operation devices 81 are included.

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

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

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

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

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

  The HMI 70 has, for example, a display device 82, a speaker 83, a contact operation detection device 84 and a content reproduction device 85, various operation switches 86, a sheet 88 and a sheet driving device 89, and a window glass 90. And a window drive device 91 and a vehicle interior camera 92. The configuration of the non-driving operation system of the HMI 70 and the navigation device 50 are examples of the “input unit”.

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

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

  The various operation switches 86 are disposed at arbitrary locations in the vehicle interior. The various operation switches 86 include an automatic operation changeover switch 87 for instructing start (or future start) and stop of automatic operation. The automatic operation changeover switch 87 may be either a GUI (Graphical User Interface) switch or a mechanical switch. The various operation switches 86 may include switches for driving the sheet driving device 89 and the window driving device 91.

  The seat 88 is a seat on which a vehicle occupant is seated. The seat driving device 89 freely drives the reclining angle, the front-rear direction position, the yaw angle, and the like of the seat 88. The window glass 90 is provided at each door, for example. The window driving device 91 drives the window glass 90 to open and close.

  The vehicle interior camera 92 is a digital camera using an individual image sensor such as a CCD or a CMOS. The vehicle interior camera 92 is attached to a position where an image of at least the head of a vehicle occupant performing a driving operation can be taken, such as a rearview mirror, a steering boss, and an instrument panel. For example, the camera 40 periodically and repeatedly images the vehicle occupant.

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

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

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

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

[Vehicle control system]
Hereinafter, the vehicle control system 100 will be described. The vehicle control system 100 is realized by, for example, one or more processors or hardware having an equivalent function. The vehicle control system 100 includes a combination of a processor such as a CPU (Central Processing Unit), a storage device, and an ECU (Electronic Control Unit) in which a communication interface is connected by an internal bus, or an MPU (Micro-Processing Unit). It may be.

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

  A part or all of the target lane determining unit 110, the automatic driving control unit 120, and the travel control unit 160 are realized by a processor executing a program (software). Some or all of these may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit), or may be realized by a combination of software and hardware.

  The storage unit 180 stores information such as high-accuracy map information 182, target lane information 184, action plan information 186, and mode-specific operation availability information 188. The storage unit 180 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 180 in advance, or may be downloaded from an external device via an in-vehicle Internet facility or the like. The program may be installed in the storage unit 180 by mounting a portable storage medium storing the program on a drive device (not shown). The vehicle control system 100 may be distributed by a plurality of computer devices.

  The target lane determining unit 110 is realized by, for example, an MPU. The target lane determination unit 110 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the high-precision map information 182 for each block. Determine the target lane. For example, the target lane determination unit 110 performs determination such as how many lanes from the left are to be traveled. For example, the target lane determination unit 110 determines the target lane so that the host vehicle M can travel on a reasonable travel route for proceeding to the branch destination when there is a branch point or a merge point in the route. . The target lane determined by the target lane determining unit 110 is stored in the storage unit 180 as target lane information 184.

  The high-precision map information 182 is map information with higher accuracy than the navigation map included in the navigation device 50. The high-precision map information 182 includes, for example, information on the center of the lane or information on the boundary of the lane. The high-precision map information 182 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like. The traffic regulation information includes information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like.

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

[Mode A]
Mode A is the mode with the highest degree of automatic driving. When mode A is implemented, all vehicle control, such as complex merge control, is performed automatically, so the vehicle occupant is subject to the lowest level of perimeter monitoring duty. At this level, the vehicle occupant does not need to monitor the surroundings and state of the own vehicle M (no obligation to monitor the surroundings).

  Here, the running mode selected in mode A includes, for example, a row running. This travel mode is determined by a travel mode determination unit 146A included in the track generation unit 146 described later. The platooning is a traveling mode in which the traveling locus of the preceding vehicle that follows is tracked and the vehicle travels on or near the traveling locus of the preceding vehicle. The travel locus may be recognized by the external recognition unit 142 based on the detection result of the detection device DD, or may be acquired from the preceding vehicle via the communication device 55 (the “trajectory” to be described later is set to the own vehicle M). It may be obtained from the preceding vehicle without being generated within the vehicle).

  In the platooning, the speed of the host vehicle M is determined so as to be the same as the speed of the preceding vehicle. In such a case, the host vehicle M and the preceding vehicle form one platoon (vehicle group). Therefore, the own vehicle M, which is a succeeding vehicle in the platoon, can perform automatic driving mainly by monitoring the trend of the preceding vehicle and approaching vehicles from the side and rear, and the control load is reduced. The

  Further, the travel mode selected in mode A may include a travel mode such as low-speed following travel in addition to the row travel. The low-speed following traveling is a traveling mode in which, for example, following a preceding vehicle traveling in front of (in front of) the host vehicle M on the own lane on which the host vehicle M travels on a crowded highway. The low-speed following traveling is also referred to as TJP (Traffic Jam Pilot). Various travel modes such as platooning and low-speed following travel are provided with a speed limit of, for example, about 40 km / h. When the speed of the host vehicle M exceeds this speed limit, the mode is reduced by one and shifts to mode B. To do.

[Mode B]
Mode B is a mode in which the degree of automatic driving is the second highest after Mode A. When mode B is implemented, in principle, all vehicle control is performed automatically, but the driving operation of the host vehicle M is left to the vehicle occupant depending on the situation. Therefore, the peripheral monitoring duty level in mode B is set to a level higher than the peripheral monitoring duty level in mode A. At this level, the vehicle occupant needs to monitor the vicinity and state of the host vehicle M. The various travel modes selected in these modes B are provided with a speed limit of about 70 km / h, for example, and when the speed of the host vehicle M exceeds this speed limit, the mode is reduced by one and shifts to mode C. To do.

[Mode C]
Mode C is a mode in which the degree of automatic driving is the second highest after mode B. When mode C is implemented, the vehicle occupant needs to perform confirmation operation according to the scene with respect to HMI70. Accordingly, the peripheral monitoring duty level in mode C is set to a level that is at least higher than the level of the peripheral monitoring duty in mode A. In mode C, for example, when the vehicle occupant is notified of the lane change timing and the vehicle occupant performs an operation to instruct the HMI 70 to change the lane, the automatic lane change is performed. For this reason, at the level in mode C, the vehicle occupant needs to monitor the periphery and state of the host vehicle M. Various travel modes selected in mode C are provided with a speed limit of, for example, about 100 km / h. When the speed of the host vehicle M exceeds this speed limit, the mode is reduced by one. The mode shifts to a lower mode or a manual operation mode where the degree of automatic operation is low.

  The automatic driving mode control unit 130 performs automatic driving based on the operation of the vehicle occupant with respect to the HMI 70, the event determined by the action plan generation unit 144, the driving mode determined by the track generation unit 146 (the driving mode determination unit 146A), and the like. The mode is determined as one of the above modes. The automatic operation mode control unit 130 notifies the HMI control unit 170 of information related to the determined automatic operation mode.

  The automatic driving mode that can be selected by the automatic driving mode control unit 130 may be limited according to the performance of the detection device DD of the host vehicle M. For example, when the performance of the detection device DD becomes lower than a reference value due to failure of some sensors included in the detection device DD, or the sensor on the rear end side of the vehicle is removed, the sensor of the detection device DD If the number is less than a certain number, some automatic operation modes (for example, mode A having the highest degree of automatic operation) may be restricted in consideration of safety.

  The automatic operation mode control unit 130 may switch (override) from the automatic operation mode to the manual operation mode by an operation on the configuration of the operation system in the HMI 70 in any of the above automatic operation modes. For example, when the state in which the operating force on the driving operation system of the HMI 70 by the vehicle occupant of the host vehicle M exceeds a threshold value continues for a predetermined time or longer, the override is performed by a predetermined operation change amount (for example, the accelerator opening of the accelerator pedal 71, the brake pedal 74). Or the steering angle of the steering wheel 78, or when the driving operation system is operated a predetermined number of times or more.

  In addition, the automatic operation mode control unit 130 may switch the automatic operation mode currently being executed to another automatic operation mode (for example, mode A to mode B) at the timing when the driving mode in each automatic operation mode ends. Alternatively, it may be switched to another travel mode that can be selected in the currently executed automatic operation mode.

  The automatic driving mode control unit 130 changes the driving mode from the other driving mode that is not a group driving such as a constant speed driving that keeps the speed of the host vehicle M constant while each automatic driving mode is executed. If it is, the automatic operation mode that is currently being executed is treated as a mode that has been changed to a mode that has a higher degree of automatic operation than the automatic operation mode that is executed in other travel modes.

  In addition, the automatic operation mode control unit 130 is currently executed when the traveling mode is changed to the platooning from the other cruising mode such as the constant speed traveling when each automatic driving mode is performed. The automatic driving mode may be changed to mode A, which has the lowest level of duty for peripheral monitoring in the full automatic driving mode.

  For example, when the driving mode is changed from the constant speed driving to the platooning when the mode B is being executed, the automatic driving mode control unit 130 changes the automatic driving mode from the mode B to the lower level of the periphery monitoring duty. Change to mode A. As a result, when the host vehicle M follows the surrounding vehicle, the vehicle occupant need not monitor (or become smaller) the surroundings, and the terminal device brought into the vehicle or the content playback installed in the vehicle interior The device 85 and the like can be freely operated.

  Further, when the traveling mode is platooning, it can be considered that the leading vehicle of the platoon recognizes the surrounding situation instead of the host vehicle M. In other words, by monitoring the leading vehicle of the platoon or the succeeding vehicle of the leading vehicle, it can be considered that the host vehicle M indirectly recognizes the surrounding situation. In this case, for example, the automatic operation mode control unit 130 restricts the automatic operation mode to be executed even in a situation where the number of sensors of the detection device DD is insufficient and switching to some of the automatic operation modes is restricted. The automatic operation mode may be changed.

  For example, in a situation where switching to mode A is restricted, when mode B with a low degree of peripheral monitoring duty is being executed at the next point, when the driving mode is changed to platooning, automatic driving mode The control unit 130 may change the automatic operation mode to be executed from the mode B to the mode A. In other words, the automatic operation mode control unit 130 determines that the performance of the detection device DD is the reference when the platooning is executed as one aspect in the automatic operation mode, for example, some sensors included in the detection device DD fail. Even when the value is lower than the value, the restriction according to the performance or the like of the detection device DD may be relaxed, and the transition to the restricted automatic operation mode may be enabled.

  In addition, when the traveling mode is changed from the other traveling mode that is not the platooning to the platooning, the automatic driving mode control unit 130 relaxes the limitable upper limit vehicle speed that is set for each automatic driving mode. As a result, the speed limit relative to the periphery monitoring duty of the host vehicle M is relaxed.

  For example, let us consider a case where the travel mode is changed from low-speed tracking to platooning when low-speed tracking driving is included in addition to platooning as a travel mode that can be selected in mode A. The degree (level) of these peripheral monitoring duties is the same, or is controlled so that the platooning is lower. On the other hand, with regard to speed limitation, the platooning is set more gently. For example, the speed limit for the low-speed follow-up travel is, for example, about 40 km / h, whereas for the convoy travel, for example, the speed limit is set to 100 km / h. Accordingly, in the platooning, the speed limit relative to the periphery monitoring duty of the own vehicle M is relaxed. Such a relationship is established not only in low-speed following traveling but also between other traveling modes and platooning traveling.

  The vehicle position recognition unit 140 of the automatic driving control unit 120 includes high-precision map information 182 stored in the storage unit 180 and information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. Based on the above, the lane (traveling lane) in which the host vehicle M is traveling and the relative position of the host vehicle M with respect to the traveling lane are recognized.

  The own vehicle position recognition unit 140 is, for example, a road lane line pattern recognized from the high-precision map information 182 (for example, an arrangement of solid lines and broken lines) and the periphery of the own vehicle M recognized from an image captured by the camera 40. The road lane is recognized by comparing the road lane marking pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account.

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

  The external environment recognition unit 142 recognizes the positions of surrounding vehicles and the state such as speed and acceleration based on information input from the finder 20, the radar 30, the camera 40, and the like. The peripheral vehicle is, for example, a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the other vehicle, or may be represented by a region expressed by the contour of the other vehicle. The “state” of the surrounding vehicle may include the acceleration of the surrounding vehicle, whether the lane is changed (or whether the lane is going to be changed), which is grasped based on the information of the various devices. In addition to the surrounding vehicles, the external environment recognition unit 142 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The action plan generation unit 144 sets a starting point of automatic driving and / or a destination of automatic driving. The starting point of the automatic driving may be the current position of the host vehicle M or a point where an operation for instructing automatic driving is performed. The action plan generation unit 144 generates an action plan in a section between the start point and the destination for automatic driving. In addition, not only this but the action plan production | generation part 144 may produce | generate an action plan about arbitrary sections.

  The action plan is composed of, for example, a plurality of events that are sequentially executed. Examples of the event include a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keeping event for driving the host vehicle M so as not to deviate from the traveling lane, and a lane change event for changing the traveling lane. In order to merge with the overtaking event in which the own vehicle M overtakes the preceding vehicle, the branch event in which the own vehicle M is driven so as not to deviate from the current traveling lane, or the main line Accelerates and decelerates the own vehicle M in the merging lane of the vehicle, a merging event that changes the driving lane, shifts from the manual driving mode to the automatic driving mode at the start point of the automatic driving, or manually from the automatic driving mode at the scheduled end point of the automatic driving. A handover event or the like for shifting to the operation mode is included. The action plan generation unit 144 sets a lane change event, a branch event, or a merge event at a location where the target lane determined by the target lane determination unit 110 is switched. Information indicating the action plan generated by the action plan generation unit 144 is stored in the storage unit 180 as action plan information 186.

  FIG. 5 is a diagram illustrating an example of an action plan generated for a certain section. As illustrated, the action plan generation unit 144 generates an action plan necessary for the host vehicle M to travel on the target lane indicated by the target lane information 184. Note that the action plan generation unit 144 may dynamically change the action plan regardless of the target lane information 184 according to a change in the situation of the host vehicle M. For example, the action plan generation unit 144 may determine that the speed of the surrounding vehicle recognized by the external recognition unit 142 exceeds the threshold while the vehicle travels, or the movement direction of the surrounding vehicle traveling in the lane adjacent to the own lane is the own lane direction. When the vehicle heads, the event set in the driving section where the host vehicle M is scheduled to travel is changed. For example, when the event is set so that the lane change event is executed after the lane keep event, the vehicle from the rear of the lane to which the lane is changed becomes greater than the threshold during the lane keep event according to the recognition result of the external recognition unit 142. When it is determined that the vehicle has traveled at the speed of, the action plan generation unit 144 may change the event next to the lane keep event from a lane change event to a deceleration event, a lane keep event, or the like. As a result, the vehicle control system 100 can automatically drive the host vehicle M safely even when a change occurs in the external environment.

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

  For example, when the lane keeping event is performed, the travel mode determination unit 146A is based on the surrounding vehicle recognized by the external recognition unit 142, and the above-described constant speed travel, low speed tracking travel, medium speed tracking travel, high speed tracking travel, The travel mode is selected from among deceleration travel, curve travel, obstacle avoidance travel, and platoon travel.

  For example, the traveling mode determination unit 146A determines that the traveling mode is constant speed traveling when there is no other vehicle within a certain distance in front of the host vehicle M. For example, when the speed of the surrounding vehicle (for example, the preceding vehicle) is equal to or higher than the speed limit of mode A and equal to or lower than the speed limit of mode B, the traveling mode determination unit 146A is In the mode B described above, for example, the traveling mode is determined to be constant speed traveling.

  In addition, the traveling mode determination unit 146A determines the traveling mode as low-speed following traveling in a traffic jam scene or the like. In addition, the driving mode determination unit 146A is configured to use a medium-speed tracking driving or a medium-speed tracking driving in which the driving speed is higher in the tracking mode than in the low-speed tracking driving in a scene where the average speed of surrounding vehicles is larger than that in a traffic jam scene. Also, it is determined to be high-speed follow-up running with a large follow-up speed. For example, the traveling mode determining unit 146A determines that the speed of the surrounding vehicle (for example, the preceding vehicle) recognized by the external recognition unit 142 is equal to or less than the speed limit of Mode A and the distance between the vehicles to the surrounding vehicle is equal to or less than a certain value. For example, in the above-described mode A, for example, the traveling mode is determined to be low-speed following traveling.

  When various follow-up runs are performed, lane change, merge, branching, and the like are performed at a timing based on the action plan generated by the action plan generation unit 144.

  In addition, the travel mode determination unit 146A determines the travel mode to be decelerated when the outside recognition unit 142 recognizes the deceleration of the preceding vehicle or when an event such as stopping or parking is performed. In addition, when the outside recognition unit 142 recognizes that the host vehicle M has reached a curved road, the travel mode determination unit 146A determines the travel mode to be curved travel. In addition, the travel mode determination unit 146A determines the travel mode to be obstacle avoidance travel when the external environment recognition unit 142 recognizes an obstacle in front of the host vehicle M.

  In addition, the travel mode determination unit 146 </ b> A is a route from the surrounding vehicle recognized by the external world recognition unit 142 to a destination in which the same destination as the destination of the host vehicle M is set and the destination of the host vehicle M. If there is a vehicle having a common route, or a vehicle having a common route to the destination of the host vehicle M, the travel mode is determined to be a platooning. During the platooning, the automatic driving control unit 120 causes the vehicle M to follow these vehicles, and does not depend on the action plan generated by the action plan generation unit 144, but is the same event as the event executed by the following vehicle. Vehicle control.

  FIG. 7 is a diagram illustrating an example of a scene in which the traveling mode is changed to platooning. The illustrated example shows a state in which the vehicle to be tracked is changed to the vehicle m2 that travels in the adjacent lane and the platooning is performed when following the vehicle m1. For example, the travel mode determination unit 146A uses the communication device 55 to perform inter-vehicle communication with surrounding vehicles that travel within the communicable range, and obtain destination information and position information of each vehicle. In the illustrated example, the traveling mode determination unit 146A acquires destination information and position information from each of the vehicle m1 and the vehicle m2.

  The traveling mode determination unit 146A refers to the acquired destination information, and the surrounding vehicles (hereinafter referred to as accompanying vehicles) in which the same destination as the destination of the host vehicle M set for the navigation device 50 is set. Is identified from vehicles to be communicated by the communication device 55. In the illustrated example, since the destination of the vehicle m1 is different from the destination of the host vehicle M and the destination of the vehicle m2 is the same as the destination of the host vehicle M, the vehicle m2 is specified as the accompanying vehicle. When there are a plurality of accompanying vehicles, the traveling mode determination unit 146A may refer to the position information for each surrounding vehicle and set the vehicle closest to the host vehicle M as the following vehicle to be followed. When the route information is received by the communication device 55, the travel mode determination unit 146A refers to this route information and sets a route that is the same as the route to the destination of the host vehicle. Vehicles may be treated as accompanying vehicles.

  In addition, when there is no accompanying vehicle among the surrounding vehicles, traveling mode determination unit 146A specifies a vehicle having a common route at least partway along the route to the destination of host vehicle M. When the traveling mode determination unit 146A identifies a vehicle having a common route until the middle, that is, when a vehicle having a different destination but a common route to the destination is identified, the traveling mode determination unit 146A designates this vehicle as the accompanying vehicle. Treat as.

  In addition, the driving mode determination unit 146A refers to the driving skill information received by the communication device 55, and selects, as the accompanying vehicle, a vehicle operated by the driver having the highest driving skill among the plurality of accompanying vehicles. May be. For example, the driving mode determination unit 146A has a driver's license such as a vehicle or a bus operated by the driver with the longest renewal year of the excellent driver's license, and is driving the vehicle on a daily basis in business or the like. The vehicle operated by may be preferentially selected as the accompanying vehicle.

  After specifying the accompanying vehicle, the traveling mode determination unit 146A transmits the follow-up request information to the accompanying vehicle using the communication device 55. When the accompanying vehicle (vehicle m2 in the illustrated example) receives the follow request information, the accompanying vehicle displays information indicating that there is a follow request from another vehicle on a display device in the vehicle interior. In response to this, when the vehicle occupant of the accompanying vehicle permits tracking using a predetermined user interface, the accompanying vehicle transmits tracking permission information indicating that the tracking request has been accepted to the host vehicle M. When the tracking permission information is received by the communication device 55, the traveling mode determination unit 146A determines the traveling mode to be a platooning so as to follow the accompanying vehicle. In addition, the communication apparatus 55 may receive the information of the action plan or the traveling track generated by the accompanying vehicle together with the follow permission information from the accompanying vehicle. In this case, the track generation unit 146 may generate a travel track based on the action plan received from the accompanying vehicle, or may handle the travel track received from the accompanying vehicle as a track generated by itself.

  In addition, when there are a plurality of accompanying vehicles and the driving conditions at the time of platooning are specified by the vehicle occupant, the traveling mode determination unit 146A determines that the accompanying vehicle that matches the specified driving conditions is the following vehicle at the time of platooning. Choose as. That is, traveling mode determination unit 146A determines whether or not there is a traveling vehicle that matches a traveling condition that allows an occupant of the vehicle requesting the platoon to travel without stress among the traveling vehicles. The traveling conditions include, for example, conditions for designating the speed, acceleration / deceleration, steering speed, steering acceleration, etc. of the host vehicle M during platooning, and the speed, acceleration / deceleration, steering speed, steering acceleration, etc. of the leading vehicle during platooning The condition that specifies is included. Hereinafter, the conditions for designating the speed, acceleration / deceleration, steering speed, steering acceleration, and the like of the host vehicle M or the leading vehicle during platooning will be referred to as “speed conditions”. Whether the specified speed condition is satisfied or not is determined by performing information such as speed, acceleration / deceleration, steering speed, steering acceleration, etc., by communicating with the vehicle that can be the leading vehicle during platooning. It is determined based on. Information such as speed, acceleration / deceleration, steering speed, and steering acceleration may include only one of current information and past information, or may include both. In addition, part or all of the above information may be acquired by the outside world recognition unit 142 recognizing the “state” of the vehicle that can be the leading vehicle during the platooning.

  For example, if the designated speed condition is about 40 km / h or less, the traveling mode determination unit 146A selects the accompanying vehicle that travels at a speed within this condition as the following vehicle during the platooning. Hereinafter, the platooning in which the accompanying vehicle traveling at a low speed of about 40 km / h or less is the vehicle to be tracked will be referred to as “low-speed platooning”.

  If the specified speed condition is about 40 km / h or more and less than about 70 km / h, the traveling mode determination unit 146A selects the accompanying vehicle that travels at the speed within this condition as the following vehicle at the time of platooning. To do. Hereinafter, the platooning with the accompanying vehicle traveling at a medium speed of about 40 km / h or more and less than about 70 km / h as the tracking target vehicle will be referred to as “medium speed platooning”.

  If the designated speed condition is about 70 km / h or more, the traveling mode determination unit 146A selects the accompanying vehicle that travels at the speed within this condition as the following vehicle during the platooning. Hereinafter, the platooning in which the accompanying vehicle traveling at a high speed of about 70 km / h or more is a tracking target vehicle will be referred to as “high-speed platooning”.

  The classification according to the speed of the platooning is only an example, and may be classified into 2 or 4 or more. For example, in addition to the above-mentioned platooning, platooning that causes the host vehicle M to travel at other speeds such as ultra high-speed platooning may be included. The super high speed platooning is a platooning in which a speed condition of about 100 km / h or more is specified, for example. In this case, the high-speed platooning described above is treated as a platooning with a traveling vehicle traveling at a speed of about 70 km / h or more and less than about 100 km / h.

  In addition, the travel mode determination unit 146A determines a travel mode according to each event when performing a lane change event, an overtaking event, a branching event, a merge event, a handover event, etc. in addition to the lane keep event described above. To do.

  The travel mode determination unit 146A notifies the HMI control unit 170 of information related to the travel mode determined for each event.

  The trajectory candidate generation unit 146B generates trajectory candidates based on the travel mode determined by the travel mode determination unit 146A. FIG. 8 is a diagram illustrating an example of trajectory candidates generated by the trajectory candidate generation unit 146B. The illustrated example shows a candidate for a track that is generated when the host vehicle M changes the lane from the lane L1 to the lane L2.

  The trajectory candidate generation unit 146B follows the trajectory as shown in FIG. 8, for example, at a target position (orbit point K) at which the reference position (for example, the center of gravity or the center of the rear wheel axis) of the host vehicle M should arrive at every future predetermined time. Determine as a gathering of. FIG. 9 is a diagram in which trajectory candidates generated by the trajectory candidate generation unit 146B are expressed by trajectory points K. As the distance between the track points K increases, the speed of the host vehicle M increases. As the distance between the track points K decreases, the speed of the host vehicle M decreases. Therefore, the trajectory candidate generation unit 146B gradually widens the distance between the trajectory points K when it wants to accelerate and gradually narrows the distance between the trajectory points when it wants to decelerate.

  Thus, since the trajectory point K includes a velocity component, the trajectory candidate generation unit 146B needs to give a target speed to each of the trajectory points K. The target speed is determined according to the travel mode determined by the travel mode determination unit 146A.

  Here, a method for determining a target speed when a lane change (including a branch) is performed will be described. The track candidate generation unit 146B first sets a lane change target position (or a merge target position). The lane change target position is set as a relative position with respect to the surrounding vehicles, and determines “with which surrounding vehicle the lane is to be changed”. The trajectory candidate generation unit 146B pays attention to three surrounding vehicles with the lane change target position as a reference, and determines a target speed when the lane change is performed. FIG. 10 is a diagram illustrating the lane change target position TA. In the figure, L1 represents the own lane and L2 represents the adjacent lane. Here, in the same lane as that of the own vehicle M, the preceding vehicle mA is set as the surrounding vehicle that runs immediately before the own vehicle M, the front reference vehicle mB, and the lane change target position TA is set as the surrounding vehicle that runs immediately before the lane changing target position TA. A surrounding vehicle traveling immediately after is defined as a rear reference vehicle mC. The host vehicle M needs to perform acceleration / deceleration in order to move to the side of the lane change target position TA. However, it is necessary to avoid catching up with the preceding vehicle mA at this time. For this reason, the trajectory candidate generation unit 146B predicts the future state of the three neighboring vehicles and determines the target speed so as not to interfere with each neighboring vehicle.

  FIG. 11 is a diagram showing a speed generation model when it is assumed that the speeds of the three surrounding vehicles are constant. In the figure, straight lines extending from mA, mB, and mC indicate displacements in the traveling direction when it is assumed that the respective surrounding vehicles have traveled at a constant speed. The own vehicle M must be between the front reference vehicle mB and the rear reference vehicle mC at the point CP at which the lane change is completed, and must be behind the preceding vehicle mA before that. Under such restrictions, the track candidate generation unit 146B derives a plurality of time-series patterns of the target speed until the lane change is completed. Then, a plurality of trajectory candidates as shown in FIG. 9 are derived by applying the target speed time-series pattern to a model such as a spline curve. Note that the motion patterns of the three peripheral vehicles are not limited to the constant speed as shown in FIG. 11 but may be predicted on the assumption of a constant acceleration and a constant jerk (jumping degree).

  The evaluation / selection unit 146C evaluates the track candidates generated by the track candidate generation unit 146B from, for example, two viewpoints of planability and safety, and selects a track to be output to the travel control unit 160. . From the viewpoint of planability, for example, the track is highly evaluated when the followability with respect to an already generated plan (for example, an action plan) is high and the total length of the track is short. For example, when it is desired to change the lane in the right direction, a trajectory in which the lane is once changed in the left direction and returned is evaluated as low. From the viewpoint of safety, for example, at each track point, the distance between the host vehicle M and the object (peripheral vehicle or the like) is longer, and the higher the acceleration / deceleration or the change amount of the steering angle, the higher the evaluation.

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

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

  When the automatic operation mode information is notified by the automatic operation control unit 120, the HMI control unit 170 refers to the mode-specific operation availability information 188 and controls the HMI 70 according to the type of the automatic operation mode.

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

  The HMI control unit 170 refers to the mode-specific operation availability information 188 based on the mode information acquired from the automatic driving control unit 120, and the devices permitted to be used (part of or all of the navigation device 50 and the HMI 70), It is determined that the device is not allowed to be used. Further, the HMI control unit 170 controls whether or not to accept an operation from the vehicle occupant for the non-driving operation type HMI 70 or the navigation device 50 based on the determined result.

  For example, when the driving mode executed by the vehicle control system 100 is the manual driving mode, the vehicle occupant configures the driving operation system of the HMI 70 (for example, the accelerator pedal 71, the brake pedal 74, the shift lever 76, the steering wheel 78, etc.). To operate. Further, when the operation mode executed by the vehicle control system 100 is the mode B, the mode C, or the like of the automatic operation mode, the vehicle occupant is obliged to monitor the periphery of the own vehicle M. In such a case, in order to prevent distraction (driver distraction) due to actions other than driving of the vehicle occupant (for example, operation of the HMI 70), the HMI control unit 170 is configured as a non-driving operation system of the HMI 70. Control is performed so as not to accept operations for some or all of the above. At this time, the HMI control unit 170 displays the presence of the surrounding vehicle of the own vehicle M recognized by the external recognition unit 142 and the state of the surrounding vehicle in order to cause the vehicle occupant to monitor the surroundings of the own vehicle M. It is possible to cause the HMI 70 to accept a confirmation operation in accordance with a scene when the host vehicle M is traveling while being displayed on the image 82 or the like.

  In addition, when the automatic driving mode is mode A, the HMI control unit 170 may relax the restriction of driver distraction and perform control for receiving the operation of the vehicle occupant for the non-driving operation system that has not received the operation. For example, the HMI control unit 170 causes the display device 82 to display video, causes the speaker 83 to output sound, and causes the content reproduction device 85 to reproduce content from a DVD or the like. Note that the content played back by the content playback device 85 may include, for example, various contents related to entertainment and entertainment such as a TV program in addition to the content stored on the DVD or the like. Further, the above-described “content reproduction operation” shown in FIG. 12 may mean such a content operation related to entertainment and entertainment.

  Further, when the mode A is changed to the mode B or the mode C, that is, when the automatic driving mode is changed in which the vehicle occupant's surrounding monitoring duty is increased, the HMI control unit 170 may be the navigation device 50 or the non-driving operation system. The HMI 70 is made to output predetermined information. The predetermined information is information indicating that the periphery monitoring duty increases, or information indicating that the operation tolerance for the navigation device 50 or the non-driving operation system HMI 70 is reduced (operation is limited). The predetermined information is not limited to these, and may be information that prompts preparation for handover control, for example.

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

  Further, when the HMI control unit 170 refers to the information related to the travel mode notified by the travel mode determination unit 146A and finds that the travel mode is determined to be a platooning, the HMI control unit 170 uses the navigation device 50 or the HMI 70, The vehicle occupant is informed that vehicle control based on platooning starts.

  FIG. 13 is a diagram illustrating an example of a screen displayed by the display device 82 when the convoy travel is started. On the screen of the display device 82, for example, a button B1 for permitting the start of platooning and a button B2 for prohibiting the start of the platooning are displayed. For example, when the button B1 is selected by the vehicle occupant being touched, the trajectory generation unit 146 outputs information on the trajectory for platooning to the travel control unit 160, and the travel control unit 160 drives the travel. By controlling the force output device 200, the steering device 210, and the brake device 220, the host vehicle M performs a platooning. On the other hand, when button B2 is selected by a touch operation by the vehicle occupant, traveling mode determination unit 146A re-determines the traveling mode as a traveling mode other than the platooning.

  The platooning may be automatically started without the operation of the vehicle occupant. In this case, the HMI control unit 170 starts the platooning before the platooning starts, instead of causing the display device 82 to display a screen asking for permission to start the platooning as shown in FIG. A message may be displayed. Further, for example, before any automatic operation mode is started, it may be confirmed with the vehicle occupant whether or not to select if the platooning is possible during the automatic operation mode.

  FIG. 14 is a diagram illustrating an example of an input screen for designating a speed condition during the platooning after the start of the platooning is permitted. The screen shown in the drawing is displayed, for example, when there are a plurality of accompanying vehicles and there are several options such as low speed platooning, medium speed platooning, and high speed platooning as possible platooning candidates. As shown in the figure, on the screen, for example, a button B3 for selecting “low speed row running”, a button B4 for selecting “medium speed row running”, and a button B5 for selecting “high speed row running” are displayed. The When any one of these buttons is selected by touch operation or the like, the traveling mode determination unit 146A determines the speed condition during the platooning based on the selection operation of the vehicle occupant. For example, when low-speed platooning is selected by the vehicle occupant, the traveling mode determination unit 146A travels at a speed of about 40 km / h or less with a traveling vehicle that satisfies the speed condition for traveling in the low-speed platooning among a plurality of traveling vehicles. To be followed) is selected as the vehicle to be followed. The track candidate generation unit 146B generates a plurality of track candidates that cause the host vehicle M to follow the accompanying vehicle selected by the travel mode determination unit 146A. Thus, the automatic driving control unit 120 can cause the host vehicle M to follow the accompanying vehicle that satisfies the speed condition desired by the vehicle occupant.

  Further, when the low-speed platooning is selected, the host vehicle M travels below the speed limit of mode A, so the periphery monitoring duty is not generated. Accordingly, the vehicle occupant can view a television program or the like during low-speed platooning.

  Note that the HMI control unit 170 may display a screen on the display device 82 or the like for inputting the platooning speed condition as a numerical value (speed value). In this case, the traveling mode determination unit 146A may select the accompanying vehicle based on the input speed condition value. When there is a traveling vehicle that satisfies the input speed condition value among the identified traveling vehicles, the traveling mode determination unit 146A determines the traveling mode in the automatic operation mode as a low-speed platooning, a medium-speed platooning, Of the several platoon runs such as the platoon run, it is determined that the platoon run satisfies the speed condition. On the other hand, when there is no accompanying vehicle that satisfies the input speed condition value among the specified accompanying vehicles, the HMI control unit 170 notifies the vehicle occupant that the platooning cannot be performed according to the specified speed condition. In both cases, the screen for inputting the speed condition may be displayed again.

  In addition, when the screen for selecting permission or prohibition of platooning is displayed at a timing such as before the start of automatic driving, the input screen for specifying the speed limit at the time of platooning is also the timing before starting automatic driving. May be displayed.

  FIG. 15 is a flowchart illustrating an example of a flow of processing performed by the vehicle control system 100. The process of this flowchart is performed in a state where the automatic operation mode executed by the automatic operation mode control unit 130 is determined as one of the automatic operation modes, for example.

  First, the HMI control unit 170 waits until the accompanying vehicle can be selected from the surrounding vehicles (step S100), and when the accompanying vehicle can be selected, the display device 82 is used to select whether or not platooning is possible. A screen is displayed (step S102). The travel mode determination unit 146A determines whether or not the start of the row running is permitted on the screen of the HMI 70 (step S104). If the start of the row running is not permitted, the travel mode determination unit 146A sets the travel mode to the row The travel mode other than the travel mode is determined again, and the process of this flowchart ends.

  On the other hand, when the start of platooning is permitted, traveling mode determination unit 146A determines whether there are a plurality of selectable accompanying vehicles (step S106), and there is one selectable accompanying vehicle. In this case, the running mode in the automatic driving mode is determined to be a row running according to the speed of the accompanying vehicle (step S108).

  On the other hand, when there are a plurality of selectable accompanying vehicles, the HMI control unit 170 uses the display device 82, for example, as a candidate for a convoy traveling according to the speed of each accompanying vehicle, the low speed convoy traveling, the medium speed A screen for selecting either row running or high speed row running is displayed (step S110).

  Next, the traveling mode determination unit 146A determines whether or not low-speed platooning is selected on the screen of the display device 82 (step S112). If low-speed platooning is selected, the traveling mode determination unit 146A follows the accompanying vehicle traveling at low speed. The target vehicle is determined (step S114). On the other hand, when the low-speed platooning is not selected, it is determined whether or not the medium-speed platooning is selected on the screen of the display device 82 (step S116). When the medium speed platooning is selected, the traveling mode determination unit 146A determines that the accompanying vehicle traveling at the medium speed is the vehicle to be followed (step S118).

  On the other hand, when medium speed platooning is not selected, traveling mode determination unit 146A determines the accompanying vehicle that travels at a high speed as the vehicle to be followed (step S120). Thereby, the process of this flowchart is complete | finished.

  According to the first embodiment described above, based on the operation for specifying the speed condition of the host vehicle M, a tracking target vehicle that matches the speed condition is selected from the surrounding vehicles, and the selected vehicle is tracked. Since the platooning running is executed as one aspect of the automatic driving, the burden on the vehicle occupant can be reduced during the automatic driving.

  In addition, according to the first embodiment described above, when performing a platooning as an aspect of automatic driving, for example, a television program can be viewed for the purpose of reducing the duty of surrounding monitoring, which is convenient for vehicle occupants. Can be improved.

  Further, according to the above-described first embodiment, when the platooning is executed as one aspect of the automatic driving, the restriction of the automatic driving mode is relaxed, for example, even when the performance of the detection device DD is insufficient. It is possible to execute the mode A that does not require the peripheral monitoring duty. As a result, the convenience of the vehicle occupant can be improved.

<First Modification in First Embodiment>
Hereinafter, a first modification of the first embodiment will be described. In the first modified example, the following vehicle (following vehicle) and the following vehicle (followed vehicle) alternate alternately during the platooning.

  FIG. 16 is a diagram illustrating an example of a scene in which the relationship between the following vehicle and the following vehicle is reversed during platooning. In the figure, m1 is a tracked vehicle, and m2 is a tracked vehicle. These vehicles are assumed to be equipped with various devices such as the detection device DD and the communication device 55 shown in FIG. 2 and the vehicle control system 100 described above.

  For example, when the vehicle occupant of the tracked vehicle m1 wants to watch a television program or the like behind the platoon, the HMI 70 in the passenger compartment is operated to transmit the tracking request information to the tracking vehicle m2. In response to this, when the follow-up permission information is transmitted from the follower vehicle m2, the follower vehicle m1 changes the lane and gives way to the follower vehicle m2, until the follower vehicle m2 advances ahead of the own vehicle. Drive in the lane to which you are changing lanes. When the following vehicle m2 is positioned forward and a sufficient inter-vehicle distance can be secured, the following vehicle m1 sets the lane change target position TA behind the following vehicle m2 and changes the lane to the original lane. As a result, the relationship between the tracked vehicle m1 and the tracked vehicle m2 is reversed. By repeating the above processing until either the tracked vehicle m1 or the tracked vehicle m2 arrives at the destination, it is possible to alternately execute the mode A that does not require surrounding monitoring in both vehicles. As a result, the convenience of both vehicle occupants can be improved.

<Second Modification of First Embodiment>
Hereinafter, a second modification of the first embodiment will be described. In the second modification, the communication device 55 communicates with the information providing server device 300 that collects destination information and position information from each vehicle traveling on the road, and acquires the destination information and position information of each vehicle. To do.

  FIG. 17 is a diagram schematically showing the overall configuration of the communication system 1 including the vehicle control system 100 in the second modification. The communication system 1 includes, for example, vehicle control systems 100-1 to 100-n mounted on each vehicle, and an information providing server device 300. Hereinafter, when the vehicle control systems 100-1 to 100-n are not particularly distinguished from each other, they are simply abbreviated as the vehicle control system 100.

  For example, the vehicle control system 100 communicates with the information providing server device 300 via the radio base station BS. For example, wireless communication using a mobile phone network or the like is performed between the vehicle control system 100 and the wireless base station BS, and between the wireless base station BS and the information providing server device 300, a WAN (Wide Area Network). Wired communication using the network NW such as is performed. Note that communication between the vehicle control system 100 and the information providing server device 300 may be performed using a roadside device or the like installed at the end of the road. The communication device 55 communicates with the information providing server device 300 via the network NW including the radio base station BS, and acquires destination information and position information for each vehicle from the information providing server device 300. Further, the communication device 55 may further acquire driving skill information from the information providing server device 300. As a result, similar to the above-described embodiment, the burden on the vehicle occupant can be reduced during automatic driving.

<Second Embodiment>
Hereinafter, the second embodiment will be described. In the vehicle control system 100A according to the second embodiment, there is a companion vehicle in which the same destination as the destination of the host vehicle M is set, and a companion vehicle that is entirely in common with the route to the destination of the host vehicle M. If not, it is different from the first embodiment in that the accompanying vehicles having a common route are sequentially transferred to the middle and the platooning is continued to the destination. Hereinafter, the difference will be mainly described.

  In a situation where there are a plurality of accompanying vehicles, the traveling mode determination unit 146A in the second embodiment is configured to accompany the vehicle that causes the non-driving operation system of the HMI 70 to follow the host vehicle M during the platooning. When the condition specified for the vehicle is input as the travel condition, the accompanying vehicle having a common route is specified from a plurality of accompanying vehicles to the middle. For example, the travel mode determination unit 146A refers to the high-accuracy map information 182 to derive a route from the current position of the surrounding vehicle to the destination of the surrounding vehicle, the route to the destination of the surrounding vehicle, and the own vehicle Compared with the route to the destination of M, a vehicle having a common route to the middle is specified. Further, when the route information is acquired by the communication device 55, the traveling mode determination unit 146A refers to the route information, compares the route indicated by the route information with the route to the destination of the host vehicle M, You may identify the vehicle in which a route is common to the middle.

  FIG. 18 is a diagram illustrating an example of a scene in which a companion vehicle having a common route exists halfway. As shown in the figure, for example, the destination of the host vehicle M is set at the point C, the destination of the surrounding vehicle m1 is set at the point D, and the route to the point D is the end of the common route to the middle. A point (hereinafter referred to as a relay point) is set as a B point. Further, the destination of the surrounding vehicle m2 is set at the point C, and the relay point is set at the point B on the route to the point C. In addition, the host vehicle M and the surrounding vehicle m1 are traveling in the same lane, and the surrounding vehicle m2 is traveling on a branch line joining the lane in which the host vehicle M is traveling.

  In such a case, the traveling mode determination unit 146A identifies the surrounding vehicle m1 traveling in the same lane as the accompanying vehicle, and determines the traveling mode to be a platooning so as to follow the surrounding vehicle m1 that is the accompanying vehicle. . As a result, the host vehicle M follows the surrounding vehicle m1 and travels in a row.

  When the own vehicle M approaches the vicinity of the B point which is a relay point, the traveling mode determination unit 146A changes the accompanying vehicle from the surrounding vehicle m1 to the surrounding vehicle m2. For example, the travel mode determination unit 146A determines the period from when the surrounding vehicle m2 completes merging to the main line (the lane on which the host vehicle M travels) until the surrounding vehicle m2 passes through the vicinity of the B point as a relay point. The accompanying vehicle is changed from the surrounding vehicle m1 to the surrounding vehicle m2. Then, the traveling mode determination unit 146A determines the traveling mode to be a row running so as to follow the surrounding vehicle m2 that is the accompanying vehicle. As a result, the host vehicle M can travel to the destination while transferring the surrounding vehicle and continuing the formation.

  FIG. 19 is a flowchart illustrating an example of a flow of processing performed by the vehicle control system 100A in the second embodiment. The processing of this flowchart will be described as an example when the destination information or position information is acquired by inter-vehicle communication, but external processing is performed via the network NW as in the first embodiment described above. This may be performed when various types of information are acquired from the information providing server device 300.

  First, the communication device 55 performs inter-vehicle communication with surrounding vehicles within a predetermined distance range, and acquires destination information and position information from each surrounding vehicle (step S200).

  Next, the travel mode determination unit 146A refers to the destination information acquired by the communication device 55, and the same destination as the destination of the host vehicle M is set in the communication target vehicle of the communication device 55. It is determined whether or not there is an accompanying vehicle or an accompanying vehicle having the same route to the destination of the host vehicle M (step S202). When any one of the accompanying vehicles exists, the traveling mode determination unit 146A determines the traveling mode to be a platooning so as to follow the accompanying vehicle (step S204).

  On the other hand, when there is no accompanying vehicle in which the same destination as the destination of the host vehicle M is set, and there is no accompanying vehicle having the same route to the destination of the host vehicle M, the traveling mode determination unit 146A It is determined whether there is a companion vehicle having a common route in the middle of the communication target vehicle of the communication device 55 (step S206). If there is no accompanying vehicle with a common route, the traveling mode determination unit 146A determines the traveling mode as a traveling mode other than the platooning (Step S208).

  On the other hand, when there is a companion vehicle having a common route to the middle, the traveling mode determination unit 146A determines the traveling mode to be a convoy traveling so as to follow the accompanying vehicle having a common route to the middle (step S210). Next, the track generation unit 146 determines whether or not the own vehicle M has arrived around the relay point (step S212). If the own vehicle M has not reached around the relay point, the process proceeds to S210 described above. Return and continue the procession. On the other hand, when the host vehicle M reaches the vicinity of the relay point, the track generation unit 146 returns the process to S202 described above. As a result, it is possible to switch the vehicle to be tracked during platooning from the accompanying vehicle currently referenced to another accompanying vehicle. Note that the automatic driving control unit 120 may switch the vehicle to be tracked during platooning to another accompanying vehicle at a point before the relay point. Further, the automatic driving control unit 120 may switch from the accompanying vehicle currently referenced to another accompanying vehicle at a timing when the estimated arrival time required to reach the relay point elapses or at a timing earlier than the elapsed timing. Thereby, the process of this flowchart is complete | finished.

  According to the second embodiment described above, there is a companion vehicle in which the same destination as the destination of the host vehicle M is set, and a companion vehicle in which all the routes to the destination of the host vehicle M are common. If not, a companion vehicle having a common route to the middle is specified, and the route to the destination of the own vehicle M and the route to the destination of the specified companion vehicle are not the same, or at this time By switching the vehicle to be tracked at the time of platooning from the accompanying vehicle that is currently referenced to another accompanying vehicle, the accompanying vehicles that share the same route are sequentially transferred to the middle, and the platooning continues. You can drive automatically to your destination. As a result, for example, the mode A that does not require the periphery monitoring duty is easily continued until the destination is reached, and the burden on the vehicle occupant can be further reduced.

<Third Embodiment>
Hereinafter, a third embodiment will be described. In 3rd Embodiment, when the own vehicle M permits the following request | requirement of the other vehicle which is going to run in a row, the 1st and 2nd are various points (incentive) to the own vehicle M being brought about. This is different from the embodiment. Hereinafter, the difference will be mainly described.

  FIG. 20 is a diagram schematically illustrating the overall configuration of the communication system 2 including the vehicle control system 100B according to the third embodiment. The communication system 2 includes, for example, vehicle control systems 100B-1 to 100B-n mounted on each vehicle, an information providing server device 300, and an incentive granting server device 400. The incentive assignment server device 400 assigns a predetermined incentive to a vehicle that has traveled as a leading vehicle in the platoon or a vehicle that has traveled as the leading vehicle in the platoon. The incentive grant server device 400 is, for example, an ETC (Electronic Toll Collection System) payment server device. For example, this device collects charges for each vehicle that passes through a toll gate.

  FIG. 21 is a functional configuration diagram centering on the vehicle control system 100B according to the third embodiment. In the third embodiment, the host vehicle M is further provided with an ETC vehicle-mounted device 95. In addition, the vehicle control system 100B in the third embodiment further includes a counting unit 115. The ETC on-board unit 95 obtains information necessary for fee settlement such as vehicle information, ETC card number, entrance toll gate, exit toll gate, toll from the inserted or placed ETC card, and uses this information as the entrance fee. Exchange at a toll booth or exit toll gate. And the ETC onboard equipment 95 rewrites the information in an ETC card based on the information exchanged at the toll booth. The ETC in-vehicle device 95 outputs identification information such as vehicle information and an ETC card number among the information acquired from the ETC card to the vehicle control system 100B.

  The counting unit 115 counts the number of times the tracking request information is received by the communication device 55 and the tracking permission information is transmitted as a response thereto. Then, the counting unit 115 uses the communication device 55 to obtain information indicating the number of transmissions of the follow-up permission information counted (hereinafter referred to as permission number information) and the identification information output by the ETC onboard unit 95 as information. This is transmitted to the providing server device 300. The information providing server device 300 relays the information and transmits it to the incentive provision server device 400. Further, the counting unit 115 may directly transmit the permitted number of times information and the identification information to the incentive granting server device 400 without going through the information providing server device 300 or other devices. In addition, the information providing server device 300 and the incentive provision server device 400 may be an integrated device.

  The incentive grant server device 400 refers to the received permission count information and determines a settlement amount for each vehicle based on the number of times the follow permission information is transmitted. For example, the incentive provision server device 400 reduces the toll amount of the toll by increasing the discount amount as the vehicle has a larger number of transmissions of the follow permission information. As a result, the vehicle on which the vehicle control system 100 is mounted can enjoy various benefits as the number of times of traveling at the head of the convoy increases, and as a result, the convoy traveling is easily performed.

  Further, the incentive grant server device 400 may be a communication server device managed by a communication carrier or the like. In this case, when receiving the number of transmissions of the follow permission information, the incentive grant server device 400 may control the communication band of the radio wave received by the vehicle communication device 55 or the HMI 70 indicated by the identification information based on the information. . For example, the incentive grant server device 400 may increase the communication amount by increasing the communication band as the vehicle has a larger number of transmissions of the follow permission information. This makes it easier to stabilize various communications as the vehicle travels at the head of the formation. As a result, for example, in a vehicle that accepts many follow-up requests, a television program or the like is easily reproduced without interruption, and the convenience of the vehicle occupant is improved.

  Further, the incentive grant server device 400 may be a point grant server device that grants points that can be used for various services. In this case, the incentive grant server device 400 may give points to an electronic card or the like held by a vehicle occupant indicated by the identification information based on the number of times the follow permission information is transmitted. This point is used, for example, for discounts on the purchase price of merchandise, discounts on the purchase price of gasoline, etc., or exchanged for electronic money. Thus, the vehicle occupant can enjoy various merits when traveling at the head of the formation, and as a result, the formation traveling is facilitated.

  In the third embodiment described above, when the own vehicle M permits the follow-up of the other vehicle and the other vehicle travels in a row as a succeeding vehicle of the own vehicle M, the time during which the other vehicle is being followed. Accordingly, various benefits may be provided to the host vehicle M. For example, the counting unit 115 counts the time when the platooning is performed by the following vehicle after the tracking permission information is transmitted by the communication device 55. More specifically, the counting unit 115 cancels the tracking from the other vehicle that has transmitted the tracking request information toward the host vehicle M after the tracking permission information is transmitted by the communication device 55 as a response to the tracking request information. It counts the time until receiving the information to the effect (hereinafter referred to as follow-up cancellation information). Hereinafter, the time counted by the counting unit 115 will be referred to as a platoon running duration.

  The counting unit 115 transmits the platoon running duration and the identification information output by the ETC in-vehicle device 95 to the incentive provision server device 400 via the information providing server device 300. The incentive provision server device 400 determines the settlement amount for each vehicle based on the length of the continuation running time received together with the identification information of the ETC in-vehicle device 95. For example, the incentive grant server device 400 reduces the toll amount of the toll by increasing the discount amount for a vehicle with a long continuation running time. As a result, the vehicle on which the vehicle control system 100 is mounted can enjoy the benefit of traveling at the head of the platoon, and as a result, the platooning is easily performed.

  Further, when the incentive grant server device 400 is a communication server device, the communication band may be increased by increasing the communication band for a vehicle having a long continuation running time. Moreover, when the incentive provision server apparatus 400 is a point provision server apparatus, you may increase the amount of points to be given, so that vehicles with long convoy travel time. As a result, the vehicle on which the vehicle control system 100 is mounted can enjoy various benefits as the time it takes to travel at the head of the platoon, and as a result, the platooning is easily performed.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

  DESCRIPTION OF SYMBOLS 20 ... Finder, 30 ... Radar, 40 ... Camera, DD ... Detection device, 50 ... Navigation apparatus, 55 ... Communication apparatus, 60 ... Vehicle sensor, 70 ... HMI, 100 ... Vehicle control system, 110 ... Target lane determination part, 120 ... automatic driving control unit, 130 ... automatic driving mode control unit, 140 ... own vehicle position recognition unit, 142 ... external environment recognition unit, 144 ... action plan generation unit, 146 ... track generation unit, 146A ... running mode determination unit, 146B ... Track candidate generation unit, 146C ... evaluation / selection unit, 150 ... switch control unit, 160 ... running control unit, 170 ... HMI control unit, 180 ... storage unit, 200 ... running driving force output device, 210 ... steering device, 220 ... Brake device, M ... own vehicle

Claims (11)

An input unit for receiving an operation by a passenger of the own vehicle;
A recognizing unit for recognizing the position and state of a surrounding vehicle traveling around the host vehicle;
An automatic driving control unit that executes automatic driving that automatically performs at least one of speed control and steering control of the host vehicle based on the position and state of the surrounding vehicle recognized by the recognition unit. ,
The automatic driving control unit matches the specified driving condition among the surrounding vehicles recognized by the recognition unit based on an operation for specifying the driving condition of the host vehicle performed on the input unit. Selecting a vehicle to be tracked and performing a platooning traveling following the selected vehicle as one aspect of the automatic driving,
Vehicle control system. The travel condition includes a condition for designating a speed of the host vehicle.
The vehicle control system according to claim 1. The travel condition includes a condition for causing the host vehicle to follow a vehicle having a common part of the route to the destination of the host vehicle.
The vehicle control system according to claim 1 or 2. The automatic driving control unit executes the automatic driving in a plurality of modes having different degrees of the duty of monitoring the surroundings of the own vehicle imposed on passengers of the own vehicle,
When the host vehicle performs the platooning as one aspect of the automatic driving, it reduces the periphery monitoring duty.
The vehicle control system according to any one of claims 1 to 3. The plurality of modes include a mode in which execution is restricted according to the state of the recognition unit,
The automatic operation control unit relaxes the restriction of the mode according to the state of the recognition unit when executing the row running as one aspect of the automatic operation.
The vehicle control system according to claim 4. The automatic operation control unit is
Among the surrounding vehicles recognized by the recognition unit, the same destination as the set destination of the own vehicle is set, or a part or all of the route to the destination of the own vehicle is common Identify multiple accompanying vehicles that have a route to be
When an operation for specifying the traveling condition of the host vehicle is performed on the input unit, a traveling vehicle that satisfies the traveling condition among the identified traveling vehicles is selected as the vehicle to be followed.
The vehicle control system according to any one of claims 1 to 5. When the automatic driving control unit selects, as the following target vehicle, a companion vehicle in which a route that is partially in common with the route to the destination of the host vehicle is selected, the route is not the same Switching the following vehicle to another accompanying vehicle at or before the time point,
The vehicle control system according to claim 6. The automatic driving control unit identifies, as the accompanying vehicle, a vehicle carrying an occupant with excellent driving skills among the surrounding vehicles recognized by the recognition unit.
The vehicle control system according to claim 6 or 7. A vehicle equipped with the vehicle control system according to any one of claims 1 to 8,
Information relating to the number of times or time that the vehicle has traveled as the first vehicle in the convoy is acquired from the vehicle, and the vehicle that has traveled as the first vehicle in the convoy or the vehicle that has traveled as the first vehicle in the convoy based on the acquired information An incentive granting server device for granting a predetermined incentive to a passenger of the vehicle,
A communication system comprising: In-vehicle computer
Accepts operations by passengers in the vehicle,
Recognizing the position and state of surrounding vehicles traveling around the vehicle,
Based on the recognized position and state of the surrounding vehicle, automatic driving is performed to automatically perform at least one of speed control and steering control of the host vehicle,
Based on the operation for specifying the traveling condition of the host vehicle, a vehicle to be followed that matches the designated traveling condition is selected from the recognized surrounding vehicles,
The platooning running following the selected vehicle is executed as one aspect of the automatic driving.
Vehicle control method. On-board computer
Receive operations from the crew of the vehicle,
Recognizing the position and state of surrounding vehicles traveling around the vehicle,
Based on the recognized position and state of the surrounding vehicle, automatic driving is performed to automatically perform at least one of speed control and steering control of the host vehicle,
Based on the operation of specifying the driving condition of the host vehicle, the vehicle to be followed that matches the specified driving condition is selected from the recognized surrounding vehicles,
The platooning traveling following the selected vehicle is executed as one aspect of the automatic driving.
Vehicle control program.

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