JP6250184B2 - Vehicle information control device - Google Patents

Description

  The present invention relates to a vehicle information control device that enables automatic traveling of a vehicle.

  Conventionally, before a vehicle is put on the market, it is necessary to perform a comprehensive durability test by traveling in an actual vehicle environment, and it is usually desirable to perform a durability test by continuous traveling for 20 hours to 30 hours or more. However, since it is impossible to do this with a single driver, it is currently carried out for several days by a plurality of drivers.

In this case, it is desirable to run in the same state every lap, for example on a circuit, etc., but if it is performed by multiple drivers, individual differences will occur, and it will be possible to accurately grasp whether or not the driver can drive as expected There is a problem that you can not.
For this reason, it is expected that continuous durability testing by fully automated driving in an actual vehicle environment will be possible.

On the other hand, for driving a vehicle, a technique is known in which driving operation information actually performed by a driver is stored and the driving is reproduced based on the stored driving operation information.
For example, in Patent Document 1, when complicated operations such as garage parking and parallel parking are required, driving operation information (driving control information) that is a model by a skilled worker is stored in advance, Thereafter, an automatic driving operation method that enables the reproduction is disclosed.

  Further, for example, in Patent Document 2, for the purpose of automatic steering in a certain section such as between a parking space and a road, steering operation information (driving control information) during forward traveling acquired from wheel sensors is stored in a memory inside the vehicle. Thus, there is disclosed an automatic steering system that automatically performs steering so that the vehicle can travel on the same route as when traveling forward when traveling backward.

JP-A-3-20000479 JP 2000-85611 A

  However, in conventional techniques such as Patent Documents 1 and 2, for example, garage entry, parallel parking, automatic steering in a certain section such as between a parking space and a road have limited purposes and usage methods and only the own vehicle is used. The target vehicle is not capable of automatic driving in vehicles that have not acquired driving control information, and in order to perform automatic driving control, an expert's operation is required for each vehicle in advance. There was a problem that it could not be applied to continuous endurance testing by fully automated driving in the environment.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle information control apparatus capable of performing a continuous durability test by fully automatic driving in an actual vehicle environment.

In order to achieve the above object, the present invention provides a driving device for driving a vehicle according to the input driving control information and a vehicle information control device connected to an external storage device, the driving information of the vehicle being In accordance with an internal information acquisition unit that acquires certain first control information, an external information acquisition unit that acquires second control information that is operation information stored in the external storage device, and the second control information The difference between the automatic travel start request receiving unit that receives an automatic travel start request by the driving device that performs the driving operation of the vehicle, and a difference between the first control information and the second control information is determined based on a predetermined threshold value. Is also greater than or equal to, the first control information is determined as the driving control information of the vehicle, is output to the driving device, and the difference between the first control information and the second control information is determined. If smaller than the predetermined set threshold value, the second control information as an operation control information of the vehicle, and a control unit for outputting to said driving device, wherein said first control information When the difference between the second control information and the second control information is greater than or equal to a predetermined threshold value, the automatic driving is performed after the driving device performs the driving operation of the vehicle according to the first control information. After the start request accepting unit accepts the start request for the automatic travel, the control unit determines that the difference between the first control information and the second control information is smaller than a predetermined setting threshold. The second control information is output to the driving device .

  According to the vehicle information control device of the present invention, when the driving control information (second control information) from the outside is an appropriate value, the vehicle driver does not perform an operation continuously for a long time. Therefore, it is possible to perform a continuous durability test by fully automatic driving in an actual vehicle environment.

1 is a block diagram illustrating an example of a vehicle information control device according to Embodiment 1. FIG. 3 is a flowchart showing the operation of the vehicle information control apparatus in the first embodiment. It is a block diagram which shows an example of the vehicle information control apparatus by Embodiment 2. 10 is a flowchart showing the operation of the vehicle information control apparatus in the third embodiment. 12 is a flowchart showing a correction process in the vehicle information control apparatus of the third embodiment. In Embodiment 3, it is typical explanatory drawing which shows the present location A vicinity when the difference of 1st control information and 2nd control information becomes more than the predetermined setting threshold value.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The vehicle information control device of the present invention is applied to a vehicle that travels in a place where the course is determined in advance, such as an expressway or a circuit, and the possibility of a sudden event such as a person jumping out is relatively low. is there. In the following embodiments, a case where a vehicle durability test is performed by going around a circuit will be described as an example.

Embodiment 1 FIG.
1 is a block diagram showing an example of a vehicle information control apparatus according to Embodiment 1 of the present invention. The vehicle information control device 10 includes a vehicle device 1 such as a vehicle handle and an accelerator, an external device 2 such as an external device such as a USB memory or a network, and an external storage device 2 that stores external operation control information such as a network, an engine ECU, a brake, An internal information acquisition unit 11, an external information acquisition unit 12, and a control unit 13 are connected to the driving device 3 that performs driving operation of the vehicle according to the input driving control information such as an actuator that drives a throttle or the like.

The internal information acquisition unit 11 receives vehicle driving information from the vehicle device 1 such as a handle or an accelerator in the host vehicle, that is, current driving control information (internal driving control information based on actual driving operation by the driver). ) Is acquired.
Regardless of whether the vehicle is an own vehicle or another vehicle, the external information acquisition unit 12 stores the past driving information (external) from the external storage device 2 in which driving control information based on the driving operation performed by the driver in the past is stored. Second control information) is acquired.

  The control unit 13 receives internal (current) driving control information (first control information) from the internal information acquisition unit 11 and receives external (past) driving control information (second control) from the external information acquisition unit 12. Information) and determining final vehicle driving control information based on the first control information and the second control information, such as actuators for driving the vehicle engine ECU, brakes, throttles, etc. The determined operation control information is output to the operation device 3.

  Specifically, when the difference between the first control information and the second control information is smaller than a predetermined threshold value, the control unit 13 uses the second control information as a final vehicle driving control. When the difference between the first control information and the second control information is equal to or greater than a predetermined threshold value, the first control information is determined as final vehicle driving control information. Then, the determined operation control information is output to the operation device 3. Details will be described later.

Next, the operation of the vehicle information control apparatus 10 in the first embodiment will be specifically described with reference to the flowchart shown in FIG.
FIG. 2 is a flowchart showing the operation in the vehicle information control apparatus 10 of the first embodiment.

First, when the external storage device 2 is connected to the vehicle information control device 10, that is, for example, when the external storage device 2 is an external device such as a USB memory, the vehicle information control device 10 The operation starts when an external storage device 2 such as USB is connected to an external device port such as USB.
On the other hand, the driver determines whether or not the automatic driving is performed by a predetermined input means such as a button.

  Then, the control unit 13 determines whether or not the driver inputs the automatic driving (step ST1) and determines that the input of the automatic driving is performed (step ST1). In the case of YES of ST1, how is the course taken when driving according to the information based on the driving control information (second control information) acquired by the external information acquisition unit 12 from the external storage device 2 ( The expected course of what kind of coordinate movement is to be calculated) (step ST2).

  At this time, since the route (course) scheduled to run is known in advance, whether the calculated expected course is not significantly different from the course planned to run, or whether the course can be run according to the course (Step ST3).

  Then, by referring to map information such as a navigation system, it is determined that the calculated expected course is not a course that can travel according to the course, for example, greatly deviates from the course, or rushes into the cage (step ST3 In the case of NO), it is determined that the vehicle cannot travel safely, and the process returns to step ST1.

  On the other hand, when it is determined that the calculated predicted course can be traveled according to the course (in the case of YES in step ST3), it is further determined whether or not the vehicle itself is capable of traveling, that is, the engine is started. It is determined whether or not a state necessary for driving the vehicle is at a minimum, such as whether the vehicle is in a driving state or the side brake is not pulled (step ST4).

Also in this case, when it is determined that the state necessary for driving the vehicle is not prepared at the minimum (in the case of NO in step ST4), it is determined that the vehicle is not in the travelable state, and the process returns to step ST1.
On the other hand, if it is determined that the state necessary for driving the vehicle is ready (YES in step ST4), it is determined that the vehicle is ready to travel, and automatic travel is permitted (step ST5).

  In the conventional method of realizing autopilot, the distance between the host vehicle and the vehicle ahead is recognized by a sensor such as a camera, and the brake is applied by detecting an obstacle ahead by detecting an accelerator or brake operation. There was something to be operated. However, driving assistance by these sensors is premised on manual operation by the driver, and does not realize complete automatic driving.

  In contrast, in vehicle information control apparatus 10 according to the first embodiment of the present invention, as described above, execution determination of automatic driving (step ST1), determination of whether or not to travel on the route (steps ST2 to ST3), and driving of the host vehicle are performed. Based on the determination result (step ST4), the vehicle is allowed to run automatically (step ST5), and the automatic running can be started, and complete automatic running can be realized. It is.

  If automatic traveling is permitted, it is determined whether or not there is an automatic traveling start request (step ST6). Also in this case, the driver can determine whether or not to request the start of automatic driving by a predetermined input means such as a button, and the driver requests the start of automatic driving. It is determined whether or not there is an automatic travel start request depending on whether or not it has been received.

  Here, when it is determined that there is no automatic travel start request (NO in step ST6), the process is repeated from the calculation of the expected course in step ST2. On the other hand, if it is determined that there is an automatic travel start request (YES in step ST6), automatic travel is started (step ST7).

  And the control part 13 is an internal information acquisition part from the external driving control information (2nd control information) which the external information acquisition part 12 acquired from the external storage device 2, and the vehicle apparatuses 1, such as a steering wheel and an accelerator in the own vehicle. 11, the difference from the internal driving control information (first control information) obtained by the actual driving operation by the driver, that is, the difference between the internal and external driving control information is a predetermined threshold value. It is determined whether or not this is the case (step ST8).

If the difference between the internal and external driving control information is smaller than a predetermined threshold value (NO in step ST8), automatic traveling is continued as it is.
On the other hand, if the difference between the internal and external driving control information is greater than or equal to a predetermined threshold value (YES in step ST8), the automatic travel is terminated and manual travel is started (step ST9). That is, in this case, the internal driving control information (first control information) obtained by actually performing the driving operation by the driver is preferentially adopted, and manual driving by the driver is performed.

  This is because the difference between the internal driving control information (first control information) and the external driving control information (second control information) is due to the driver performing a driving operation necessary for safe driving. This is because the driving operation by the actual driver should be given priority in order to carry out safe driving in this case.

  For example, it is assumed that the predetermined threshold value for the steering operation is 1 degree. Then, the handle angle as the second control information at a certain time is “5 degrees to the right”, and the handle angle at which the driver actually operated the handle is “5 to the right” as the first control information at that time. .5 degrees ", the difference between the internal and external operation control information is 0.5 degrees. In this case, since the difference between the internal and external driving control information is smaller than a predetermined threshold value (1 degree), the automatic traveling is continued while the second control information is employed.

  On the other hand, regarding the steering wheel operation, the steering wheel angle as the second control information at a certain time is “5 degrees to the right”, and the steering wheel angle at which the driver actually operated the steering wheel as the first control information at that time. Is “7 degrees to the right”, the difference between the internal and external operation control information is 2 degrees. Further, it is assumed that the predetermined setting threshold is 1 degree as in the above example. In this case, since the difference between the driving control information inside and outside is equal to or larger than a predetermined threshold value (1 degree), the automatic driving is stopped and the steering operation “7 to the right” is actually performed by the driver. "Degree" (first control information) is preferentially adopted and manual driving by the driver is started.

  In order to prevent the driving control information from fluctuating momentarily when switching from the automatic driving information to the manual driving state, it is set with a section where the difference between the driving control information inside and outside is equal to or greater than a predetermined setting threshold. Data inconsistency that may occur at the boundary with a section smaller than the threshold may be finely adjusted.

  For example, when a sudden change that is likely to become a steep handle is expected, the first control information is not adopted as it is, but for example, first to the right 6 degrees within the time when it does not become a steep handle. The vehicle shifts to manual travel while making fine adjustments such as 7 degrees to the right. As a result, switching between automatic driving and manual driving can be performed smoothly, and traveling with less discomfort can be achieved.

  After switching to manual travel, it is determined again whether there is an automatic travel start request (step ST10). If it is determined that there is an automatic travel start request (YES in step ST10), that point The future predicted route from is calculated (step ST11). Then, it is determined whether or not the route can travel, that is, whether or not automatic travel can be resumed (step ST12). If the course can be resumed (in the case of YES in step ST12), according to the driver's request. Manual travel is terminated at an arbitrary timing, and automatic travel is started (step ST13). Then, after the start of automatic travel, the processes after step ST8 are repeated.

  Thus, according to this vehicle information control device 10, when the external driving control information (second control information) is an appropriate value, the vehicle driver does not perform an operation for a long time. Therefore, it is very effective for the durability test of the vehicle, and the continuous durability test by the complete automatic driving in the actual vehicle environment can be performed.

  Normally, a test for each part of the vehicle, such as a bench test (a test performed by rotating the tire while the vehicle is lifted), can be performed mechanically, but it is possible to apply G (gravity). Some of them cannot be tested unless they are run on a real vehicle. Further, it is desirable to perform a comprehensive test for the entire vehicle, that is, a continuous durability test for at least 20 to 30 hours or more in an actual vehicle environment.

  However, it is impossible for one driver to continue running in the same state for a long time of 20 to 30 hours or more, and a long time driving increases the load on the driver. In addition, it can be considered that several drivers perform the durability test for several days. However, when driving by a plurality of people, there are individual differences, which is not preferable.

  On the other hand, by using the vehicle information control device 10 of the present invention, by traveling in a place such as a circuit where the course is determined in advance and the possibility of a sudden event such as a person jumping out is relatively low It is possible to conduct a comprehensive continuous durability test with an actual vehicle for 20 to 30 hours or more in exactly the same driving state.

  Further, since the driving control information differs for each vehicle type such as a passenger car, a light passenger car, a truck, and a light truck, even if the value is the same, the behavior of the vehicle is not constant. Therefore, if a value conversion table is prepared for each driving control information data and each vehicle type, it can be used for various vehicle types using basic driving control information. In place of the value conversion table, correction may be performed using a weight function or the like.

  Thus, once the vehicle runs once on the circuit and collects the driving control information (second control information) of the vehicle and stores it in the external storage device 2, the stored driving control information is stored. By converting or the like, it becomes possible to carry out equivalent endurance tests on vehicles of various vehicle types by fully automatic running. For example, when carrying out an endurance test that puts a load on the brakes on a specific road, long-distance and long-time manual driving is carried out repeatedly for each vehicle (for each vehicle type). It is not necessary to acquire the operation control information (second control information).

  In the first embodiment, when the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value, the automatic travel is switched to the manual travel, and the first control information Is determined as the final vehicle driving control information, and the determined driving control information is output to the driving device 3, so that the driver manually operates at an arbitrary point during automatic driving. Desirable operation control information can be adopted.

  Furthermore, even when the second control information does not exist, such as during the first run when nothing is stored in the external storage device 2 yet, the first control information is determined as the final operation control information, The determined operation control information is output to the operation device 3.

  In the first embodiment, as an example of the vehicle driving control information, an angle by a steering wheel operation has been described as an example. However, in addition to the steering wheel operation, other driving control information such as a brake operation and an accelerator operation is similarly applied. It goes without saying that it can be applied. The same applies to other embodiments.

  In the first embodiment, each operation control information is described as being acquired in association with time, such as first control information at a certain time and second control information at a certain time. It may be acquired in association with the position coordinates. The same applies to other embodiments.

  As described above, according to the first embodiment, when the external driving control information (second control information) is an appropriate value, the vehicle driver does not perform an operation for a long time. Therefore, it is possible to perform a continuous durability test by fully automatic driving in an actual vehicle environment.

  According to the vehicle information control device 10 of the present invention, the driving control information when the F1 driver travels on the circuit is stored in the external storage device 2 such as a USB as external driving control information (second control information). In addition, it is possible to use such that an ordinary person can experience traveling by the F1 driver by automatically traveling using this. Of course, in this case, since it is dangerous if the general person who is the driver does not prevent the manual operation, such a restriction is necessary.

Embodiment 2. FIG.
3 is a block diagram showing an example of a vehicle information control apparatus according to Embodiment 2 of the present invention. In addition, the same code | symbol is attached | subjected to the structure similar to what was demonstrated in Embodiment 1, and the overlapping description is abbreviate | omitted.
In Embodiment 2 shown below, the operation control information determined by the control unit 13 is output not only to the operation device 3 but also to the external storage device 2.

  That is, the control unit 13 according to the second embodiment receives internal (current) driving control information (first control information) from the internal information acquisition unit 11 as in the first embodiment, and receives the external information acquisition unit. 12 receives external (past) driving control information (second control information) from 12 and determines final vehicle driving control information based on the first control information and the second control information. In addition to outputting the determined driving control information to the driving device 3 such as an actuator for driving the engine ECU, brake, throttle, etc. of the vehicle, the determined driving control information is also output to the external storage device 2. Remember me.

  At this time, if the difference between the first control information and the second control information is smaller than a predetermined setting threshold, the second control information is determined as final vehicle driving control information. The operation control information is the same as the operation control information already stored in the external storage device 2, but when the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value. Determines the first control information as the final vehicle driving control information, and outputs the determined driving control information to the driving device 3 and also to the external storage device 2 for storage in the external storage device 2. Let

  In this way, if the driver confirms that the driver is driving as expected and performs a steering wheel operation or the like during traveling, the reflected information is reflected in the second control information, thereby enabling automatic traveling with higher accuracy. Data can be created and used for subsequent automatic driving.

  As a result, more desirable driving control information, which is manually operated at an arbitrary point by the driver during automatic traveling, is stored in the external storage device 2 as driving control information when traveling first during the next round of traveling. Since it is in the stored state, it is possible to carry out automatic driving for subsequent laps using more desirable driving control information.

  In addition, when there is no second control information, such as during the first run (first round) where nothing has been saved in the external storage device 2 yet, that is, the operation control information is stored in the external storage device 2. Even when there is not, the control unit 13 determines the first control information as final operation control information, and outputs the determined operation control information to the operation device 3 and also to the external storage device 2. . As a result, during the next round of traveling, since the operation control information when traveling first is stored in the external storage device 2, it is possible to perform automatic traveling using that information.

  In addition, by saving the operation control information (first control information) when actually traveling in this manner in the external storage device 2, another vehicle performs automatic travel using the external storage device 2. It is also possible to do.

  As described above, according to the second embodiment, when the external driving control information (second control information) is an appropriate value, the vehicle driver does not perform an operation for a long time. Can continuously perform fully automatic driving, so that it is possible not only to perform a continuous durability test by fully automatic driving in an actual vehicle environment, but also the difference between the first control information and the second control information. Even when the predetermined threshold value is exceeded or the second control information does not exist, the internal driving control information when the driver actually travels is saved in the external storage device 2 and the next time Can be used for automatic driving.

Embodiment 3 FIG.
A block diagram showing an example of a vehicle information control device according to Embodiment 3 of the present invention is the same as FIG. 1 in Embodiment 1 or FIG. 3 in Embodiment 2, and therefore illustration and description thereof are omitted.

  In the third embodiment described below, when the difference between the first control information and the second control information is equal to or greater than a predetermined threshold value, the control unit 13 performs the first control information and the second control information. The second control information is corrected based on the difference from the information, the corrected value is determined as the final vehicle driving control information, and is output to the driving device 3.

Next, the operation of the vehicle information control apparatus 10 in the third embodiment will be specifically described with reference to the flowcharts shown in FIGS.
FIG. 4 is a flowchart showing the operation in the vehicle information control apparatus 10 of the third embodiment.

  The processing in steps ST1 to ST13 in FIG. 4 is the same as the processing in steps ST1 to ST13 in the flowchart shown in FIG.

  In Embodiment 3, when the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value (YES in step ST8) in the determination in step ST8, the automatic running is started. In parallel with the process of switching to manual travel, a correction process (step ST20) is performed.

Here, the correction process in step ST20 will be specifically described with reference to FIG.
FIG. 5 is a flowchart showing the correction process (the process of step ST20 shown in FIG. 4) in the vehicle information control apparatus 10 of the third embodiment.

  This correction process is performed when the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value (YES in step ST8) in the determination in step ST8 of the flowchart shown in FIG. The control unit 13 first detects the current location (step ST21).

  Next, the correction amount and the correction period of the second control information are calculated based on the difference between the first control information and the second control information at that point (step ST22). Then, the second control information is corrected from the current position detected in step ST21 by a predetermined period based on the correction period calculated in step ST22, that is, calculated in step ST22 for the second control information. The corrected amount is corrected (step ST23).

Then, the correction point and the correction amount are stored internally (step ST24), and the second control information is updated (overwritten) using the stored correction point and correction amount (step ST25).
Thereby, the value updated by correction | amendment is used for the 2nd control information utilized when it enters into automatic driving next.

  Regarding this correction processing, for example, as in the specific example shown in the first embodiment, the handle angle as the second control information at a certain time is “5 degrees to the right”, and the first control information at that time is As an example, the case where the handle angle at which the driver actually operated the handle was “7 degrees to the right” will be described. Further, it is assumed that the predetermined setting threshold is 1 degree as in the above example.

  In this case, the difference between the internal and external driving control information is 2 degrees, which is equal to or greater than a predetermined threshold value (1 degree). Therefore, the automatic operation is stopped, and the steering operation “ “7 degrees to the right” (first control information) is preferentially adopted, and manual driving by the driver is started (after step ST9).

  On the other hand, when the vehicle is switched to automatic driving again, the same steering wheel angle as the second control information is “5 degrees to the right” when driving the same point on the next lap. It will be forced to switch to manual driving by the person. At this time, if the steering angle (first control information) of “7 degrees to the right” that the driver actually operated the steering wheel is used as it is during the subsequent automatic driving, the driving control information changes rapidly. Therefore, there is a risk that smooth driving cannot be performed.

  Therefore, the present location is detected when the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value, and the second location is gradually increased from a point before a predetermined period from the current location. The second control information is corrected so that the control information changes.

  Here, the “predetermined period” is appropriately determined based on the correction period and correction amount calculated in step ST22, the degree of course change, the vehicle speed, and the like, and will be described in detail later. And, for example, the second control information gradually changes in a section from a point before a certain period from the current position to the present position, or a section from a point going back a certain period from the current position to a point ahead of the predetermined period. So that the second control information is corrected.

Here, calculation of the correction amount and the correction period will be described using a specific example.
FIG. 6 is a schematic explanatory diagram showing the vicinity of the current location A when the difference between the first control information and the second control information is equal to or greater than a predetermined threshold value.

  The vehicle is traveling from the left direction to the right direction in FIG. 6, and the steering operation (second control information), which is driving control information from the outside at the point A, is “5 to the right” with respect to the traveling direction. Degrees "(the direction of the broken line in FIG. 6). At this time, the first control information that the driver actually operated the steering wheel was“ 7 degrees to the right ”with respect to the traveling direction (the solid line direction in FIG. 6). To do.

  At this time, the difference between the first control information and the second control information is 2 degrees, which is greater than or equal to a predetermined threshold value (1 degree). Coordinates are detected. Each control information is detected and stored every 10 ms.

  In this case, if it is determined that the change in the steering wheel angle that allows safe and smooth running in 10 ms is 0.1 degree, it is calculated that 200 ms is required to correct 2 degrees. That is, the correction amount calculated in step ST22 is 0.1 degree / 10 ms, and the correction period is 200 ms. Here, the time is obtained as the correction period, but the vehicle speed should be known as the driving control information, so the distance may be obtained as the correction period.

L in FIG. 6 indicates a correction period, and a point B indicates a point before the current location A by the correction period L.
Here, the second control information is corrected by 0.1 degree / 10 ms from the point B before the current position A by the correction period of 200 ms, and the second control information is naturally twice at the current position A after 200 ms. The result is corrected.

Also, for example, when the correction period is calculated to be 200 ms, the predetermined period going back from the current location A is set to 200 ms / 2 = 100 ms, the predetermined period from the current location A is also set to 100 ms, and the current location is determined from a point 100 ms before the current location A. The second control information may be naturally corrected twice during 200 ms up to a point 100 ms ahead of A.
That is, the predetermined period in step ST23 of FIG. 6 is determined as appropriate based on not only the difference between the first control information and the second control information but also the degree of course change and the vehicle speed.

  Then, for example, the second control information is corrected by 0.1 degrees / 10 ms from the point B before the current position A by the correction period of 200 ms, and is naturally twice at the current position A after 200 ms. Are corrected at the correction points at that time (after 10 ms from B, after 20 ms from B, after 30 ms from B,..., From A to 10 ms before, A). The quantity is stored internally and the second control information is updated.

  More specifically, numerical values will be described. The second control information stored in the external storage device 2 is, for example, every 10 ms from the point B that is 200 ms before the current location A for the correction period (21 points). )) It is assumed that it is “5 degrees to the right”. That is, the second control information stored in the external storage device 2 is “5 degrees to the right” at point B, “5 degrees to the right” after 10 ms from B, “5 degrees to the right” after 20 ms from B, 30 ms after B “5 degrees to the right” ... 10 ms before “5 degrees to the right”, and even at point A, “5 degrees to the right”. 5 degrees ".

  At this time, as a result of the driver actually operating the steering wheel at the point A, information “7 degrees to the right” is input as the first control information as the driving control information at the point A, thereby starting manual driving. Is done.

  In this case, as described above, the correction amount is calculated to be 0.1 degree / 10 ms, and the correction period is calculated to be 200 ms. The second point from the point B before the current location A is a predetermined period (here, the same period as the correction period). As a result of correcting the control information of “5 degrees to the right” at point B, “5.1 degrees to the right” after 10 ms from B, “5.2 degrees to the right” after 20 ms from B, and 30 ms after B Handle gently at 0.1 degree every 10 ms, such as "5.3 degrees to the right", ..., 10ms before "6.9 degrees to the right" and "7 degrees to the right" at point A The second control information is corrected so that the operation is performed, and the corrected value is updated as the second control information.

  As a result, the next time the vehicle enters automatic driving, automatic driving is performed with the corrected and updated second control information, so there is no sudden change in the driving control information, and smooth and smooth automatic driving. Can be realized.

  As described above, when the driver confirms that the vehicle can be operated as expected and performs a steering wheel operation or the like during traveling, the difference between the first control information and the second control information is greater than or equal to a predetermined threshold value. In this case, it is reflected and the value corrected based on the difference between the first control information and the second control information is reflected in the second control information, so that it can be used for subsequent automatic traveling. As a result, it is possible to realize automatic driving with higher accuracy and smoothness.

In the case of the configuration of the block diagram shown in FIG. 3 in the second embodiment, the corrected operation control information is output to the operation device 3 and also to the external storage device 2 to be output to the external storage device. 2 is memorized.
Thereby, when the external driving control information originally stored in the external storage device 2 is wrong or not highly accurate, the driving control information reflecting the driving operation by the driver is rewritten. Since it can be stored, the external storage device 2 can be taken home and used for in-house evaluation.

  Further, since the corrected operation control information may change over time due to a long-time test, all the operation control information every predetermined time (for example, every 6 hours) is stored in the external storage device. A storage area may be provided so as to be stored separately in 2. In this way, not only the latest corrected operation control information but also the operation control information (correction history) corrected for each time is stored in the external storage device 2 even when the operation is corrected several times in the middle. Since it can be taken home, changes over time can be analyzed later.

  Note that the operation control information stored in the external storage device 2 and taken outside may be editable by a PC or the like. By performing static editing, it becomes possible to realize more precise control that is difficult to realize by manual driving operation, and further, it is possible to perform automatic traveling that meets the user's request.

  As described above, according to the third embodiment, when the external driving control information (second control information) is an appropriate value, the vehicle driver does not perform an operation for a long time. Can continuously perform fully automatic driving, so that it is possible not only to perform a continuous durability test by fully automatic driving in an actual vehicle environment, but also the difference between the first control information and the second control information. When the threshold value is equal to or greater than a predetermined threshold value, the value of the driving operation performed by the driver is reflected and the value corrected based on the difference between the first control information and the second control information is used as the second control information. By reflecting it, it becomes possible to use it for the subsequent automatic traveling, so that it is possible to realize automatic traveling with higher accuracy and smoothness.

  In the present invention, within the scope of the invention, any combination of the embodiments, or any modification of any component in each embodiment, or omission of any component in each embodiment is possible. .

  The vehicle information control device according to the present invention is applied to a vehicle that travels in a place where a course is determined in advance, such as an expressway or a circuit, and where a possibility of a sudden event such as a person jumping out is relatively low. Yes, it is very effective for vehicle durability tests.

  DESCRIPTION OF SYMBOLS 1 Vehicle apparatus, 2 External storage device, 3 Driving device, 10 Vehicle information control apparatus, 11 Internal information acquisition part, 12 External information acquisition part, 13 Control part.

Claims (9)

A vehicle information control device connected to a driving device and an external storage device for performing a driving operation of the vehicle according to the input driving control information,
An internal information acquisition unit that acquires first control information that is driving information of the vehicle;
An external information acquisition unit that acquires second control information that is operation information stored in the external storage device;
An automatic travel start request reception unit that receives an automatic travel start request by the driving device that performs the driving operation of the vehicle according to the second control information;
If the difference between the first control information and the second control information is greater than or equal to a preset threshold value, the first control information is determined as driving control information for the vehicle; When the difference between the first control information and the second control information is smaller than a preset threshold value, the second control information is output to the driving device. And a controller that outputs to the driving device,
When the difference between the first control information and the second control information is greater than or equal to a predetermined setting threshold, the driving device performs the driving operation of the vehicle according to the first control information. After performing, after the said automatic driving | running | working start request | requirement reception part receives the start request | requirement of the said automatic driving | running | working, the said control part has predetermined the difference of the said 1st control information and the said 2nd control information A vehicle information control device that outputs the second control information to the driving device when it is smaller than a set threshold . A predicted route calculation unit that calculates a predicted route of the vehicle when the driving device performs a driving operation of the vehicle according to the second control information;
A travelable route determination unit that determines whether or not the predicted route is a travelable route;
When the automatic travel start request receiving unit receives the automatic travel start request and the travelable route determination unit determines that the vehicle can travel, the driving device operates the vehicle according to the second control information. The vehicle information control device according to claim 1, wherein the vehicle information control device performs an operation. The travelable route determination unit
  A map information acquisition unit for acquiring map information;
A map information comparison unit for comparing the map information acquired by the map information acquisition unit and the predicted route;
3. The vehicle information control device according to claim 2, wherein it is determined whether or not the vehicle is capable of traveling according to a comparison result of the map information comparison unit. When the control unit determines the first control information as the driving control information of the vehicle, the first control information is also output to the external storage device and stored in the external storage device
The vehicle information control device according to claim 1. Wherein, if the previous SL second control information does not exist, according to claim 1, determining the first control information as operation control information for the vehicle, and outputs to the driving device The vehicle information control device described. The vehicle information control device according to claim 5 , wherein the control unit outputs the determined driving control information also to the external storage device and stores the same in the external storage device. A vehicle position acquisition unit that acquires a current location of the vehicle;
The control unit acquires the current location of the vehicle when the difference between the first control information and the second control information is greater than or equal to a predetermined setting threshold from the vehicle position acquisition unit, A correction point and a correction value are calculated based on the difference between the first control information and the second control information at the current location and the current location, and the second control information at the correction location is overwritten on the correction value. The vehicle information control device according to claim 1. When calculating the correction point and the correction value, the control unit determines a degree of change of the second control information due to correction, calculates a plurality of correction points based on the degree of change, Calculate the correction value for each correction point so that it gradually changes at the correction point.
  The vehicle information control device according to claim 7. Wherein the control unit, the corrected vehicle information control device according to claim 7, wherein the output to be stored in the external storage device also include a value for pre Kigaibu storage device.

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