WO2018181811A1

WO2018181811A1 - Vehicle control device

Info

Publication number: WO2018181811A1
Application number: PCT/JP2018/013446
Authority: WO
Inventors: 潤野村; 雪生森
Original assignee: 株式会社アドヴィックス
Priority date: 2017-03-31
Filing date: 2018-03-29
Publication date: 2018-10-04
Also published as: JP2018173724A

Abstract

A vehicle control device according to an embodiment of the present invention is provided with, for example: a failure information obtaining unit that obtains failure information related to the failure of a vehicle; an environmental information obtaining unit that obtains environmental information related to the external environment of the vehicle; a risk calculation unit that calculates, on the basis of the failure information and the environmental information obtained while the vehicle is traveling, a possible risk in the case where the vehicle continues traveling; and a restriction processing unit that implements restrictions on at least some of the functions related to the traveling of the vehicle with different degrees of restriction in accordance with the level of the risk.

Description

Vehicle control device

Embodiments of the present invention relate to a vehicle control device.

2. Description of the Related Art Conventionally, as shown in Patent Document 1, a technique for determining a risk that may occur in a vehicle during automatic driving by detecting a vehicle failure or information around the vehicle is known. Further, in Patent Document 2, when it is determined that there is a risk in the state of the driver, safety is ensured by controlling the vehicle to stop (in an emergency) regardless of the level of the risk. Patent Document 3 discloses that the vehicle is stopped and the automatic driving operation is terminated when a failure occurs.

Japanese Unexamined Patent Publication No. 2011-210095 Japanese Patent Laying-Open No. 2015-228090 Japanese Unexamined Patent Publication No. 2016-200906

However, when it is determined that there is a risk due to a failure or the like, if the vehicle is uniformly stopped, the vehicle can be stopped enough to continue running, and convenience may be impaired.

Therefore, one of the problems of the embodiment is to provide a vehicle control device capable of reducing risk while achieving both safety and convenience.

The vehicle control device according to the embodiment is acquired, for example, while a vehicle is running, a failure information acquisition unit that acquires failure information related to a vehicle failure, an environment information acquisition unit that acquires environment information related to an environment outside the vehicle, and the like. The risk calculation unit that calculates the risk that may occur when the vehicle continues to travel based on failure information and environmental information, and at least some of the restrictions on the functions related to vehicle driving differ depending on the level of risk. A restriction processing unit implemented at a degree. As a result, even if it is determined that there is a risk, the vehicle can continue to run according to the level of the risk without stopping the vehicle uniformly, thus reducing the risk while achieving both safety and convenience can do.

FIG. 1 is an exemplary block diagram illustrating a schematic configuration of a vehicle including a vehicle control device according to an embodiment. FIG. 2 is an exemplary block diagram illustrating a functional configuration of the vehicle control device according to the embodiment. FIG. 3 is an exemplary diagram showing an example of an exposure rate map in which the exposure rate in a situation where the preceding vehicle decelerates is classified according to the deceleration of the preceding vehicle, which can be used in the embodiment. FIG. 4 is an exemplary diagram showing an example of an exposure rate map in which the exposure rate in a situation where a parallel running vehicle can be used is classified according to the relative speed of the parallel running vehicle. FIG. 5 is an exemplary diagram showing an example of a severity map used in the embodiment. FIG. 6 is an exemplary diagram showing an example of a risk level map used in the embodiment. FIG. 7 is an exemplary flowchart showing a series of processes executed by the vehicle control apparatus according to the embodiment. FIG. 8 is an exemplary diagram for describing a specific example of a situation in which travel restriction that is not an emergency stop is performed in the embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The configuration of the embodiment described below, and the operation and result (effect) brought about by the configuration are merely examples, and are not limited to the following description.

First, the configuration of the embodiment will be described.

FIG. 1 is an exemplary block diagram showing a schematic configuration of a vehicle including a vehicle control device 10 according to an embodiment. The vehicle control apparatus 10 according to the embodiment realizes automatic driving of the vehicle by comprehensively controlling mechanisms related to traveling of the vehicle such as a brake mechanism, a transmission, and a steering mechanism. The vehicle control device 10 is realized as an ECU (Electronic Control Unit) including hardware similar to a normal computer such as a processor or a memory.

As shown in FIG. 1, the vehicle control device 10 is connected to an actuator 20, a running state sensor 51, and an external sensor 52. Thereby, the vehicle control apparatus 10 controls the behavior of the vehicle by controlling the actuator 20 based on the output value of the sensor group such as the traveling state sensor 51 and the external sensor 52. The actuator 20 is a drive unit that drives a mechanism related to traveling of the vehicle such as the brake mechanism described above. The running state sensor 51 is a sensor that detects the running state of the vehicle, and the external sensor 52 is a sensor that detects environmental information regarding the environment outside the vehicle.

In the following, it is assumed that the traveling state detected by the traveling state sensor 51 includes the current speed and acceleration of the vehicle. That is, the traveling state sensor 51 includes a wheel speed sensor, an acceleration sensor, and the like. The environmental information detected by the external sensor 52 includes surrounding conditions such as preceding vehicles, parallel vehicles, and the presence of obstacles, traffic information such as the presence or absence of traffic, weather, and the like. In other words, the external sensor 52 is a sensor corresponding to so-called sensor fusion that integrally processes data obtained by a camera, millimeter wave radar, or the like, cloud, VICS (Vehicle Information and Communication System), or V2X (Vehicle to Everything). It shall include compatible communication systems.

By the way, conventionally, there is known a technique for determining a risk that may occur in a vehicle during automatic driving by detecting a vehicle failure or information around the vehicle. In such conventional technology, when it is determined that there is a risk, it is common to ensure safety by controlling the vehicle to stop (emergency) regardless of the level of the risk. there were.

However, if the vehicle is uniformly stopped when it is determined that there is a risk, the vehicle may be stopped enough to continue running, and convenience may be impaired.

Therefore, in the embodiment, the vehicle control device 10 is configured as follows, and at least a part of the functions related to the traveling of the vehicle is limited at different limits depending on the level of risk calculated during automatic driving. Therefore, both safety and convenience are achieved. In the following, at least a part of restrictions on functions related to vehicle travel will be described using the expression travel restriction. The travel restriction includes deceleration or stop by control of the brake mechanism, speed restriction by control of the transmission, retreat travel by control of the steering mechanism, and the like.

FIG. 2 is an exemplary block diagram illustrating a functional configuration of the vehicle control device 10 according to the embodiment. The functional configuration shown in FIG. 2 is realized, for example, as a result of the processor of the vehicle control device 10 executing software (program) stored in the memory. In the embodiment, part or all of the functional configuration illustrated in FIG. 2 may be realized by dedicated hardware (circuit).

As shown in FIG. 2, the vehicle control device 10 includes, as functional configurations, a failure information acquisition unit 101, an environment information acquisition unit 102, a traveling state acquisition unit 103, a performance limit calculation unit 104, and a performance limit map. 105, an exposure rate calculation unit 106, an exposure rate map 107, a risk calculation unit 108, a severity map 109, a risk determination unit 110, a risk level map 111, and a restriction processing unit 112.

The failure information acquisition unit 101 acquires failure information related to vehicle failure by detecting malfunctions in transmission and reception of signals with the actuator 20. The environment information acquisition unit 102 acquires environment information related to the environment outside the vehicle based on the output value of the external sensor 52. Further, the traveling state acquisition unit 103 acquires the traveling state of the vehicle based on the output value of the traveling state sensor 51.

Based on the failure information acquired by the failure information acquisition unit 101 and the performance limit map 105, the performance limit calculation unit 104 calculates a performance limit that is a limit of running performance that the vehicle can exhibit while having a failure. (Identify. The performance limit map 105 is a map in which failure information and performance limits are registered in association with each other. In general, since vehicle failure modes (parts and types) are diverse, in the embodiment, performance limits corresponding to various failure modes are calculated in advance, and the performance limit map 105 in a state in which these pieces of information are associated with each other. Are registered in advance. In the embodiment, the performance limit calculation unit 104 may be configured to calculate the performance limit corresponding to the failure information in real time without using the performance limit map 105.

Based on the environmental information acquired by the environmental information acquisition unit 102 and the exposure rate map 107, the exposure rate calculation unit 106 has a probability that a specific situation that leads to vehicle danger occurs due to the external environment ( Frequency) is calculated (specified). Examples of specific situations that lead to vehicle danger include, for example, situations in which the preceding vehicle decelerates and situations in which a parallel running vehicle interrupts. The former situation leads to a danger of a collision with a preceding vehicle, and the latter situation leads to a danger of a collision with a parallel running vehicle. In addition to the two types of situations exemplified here, it goes without saying that there may be specific situations that lead to the danger of the vehicle. For example, in a situation where a traffic jam is approaching, a collision with the last vehicle in the traffic jam is assumed, so this situation can also be included as a specific situation that leads to the danger of the vehicle.

The exposure rate map 107 is a map in which occurrence frequencies (exposure rates) of a plurality of situations in which specific situations that lead to vehicle danger are further classified according to a predetermined standard are registered. Below, as an example of the exposure rate map 107, the exposure rate map 107a in which the exposure rate of the situation in which the preceding vehicle decelerates is classified according to the deceleration of the preceding vehicle, and the exposure rate in the situation in which the parallel running vehicle interrupts are shown as the parallel running vehicle. The exposure rate map 107b classified according to the relative speed will be described. Note that, as described above, there are various specific situations that lead to the danger of the vehicle in addition to the two types of situations exemplified here, so that the

exposure rate maps

107a and 107b described below are also used. It goes without saying that 107 can exist.

FIG. 3 is an exemplary diagram showing an example of an exposure rate map 107a that can be used in the embodiment and classifies the exposure rate in a situation where the preceding vehicle decelerates according to the deceleration of the preceding vehicle. In the exposure rate map 107a shown in FIG. 3, the exposure rate of the situation where the preceding vehicle decelerates at a deceleration of less than g1 is E4, and the exposure rate of the situation where the preceding vehicle decelerates at a deceleration of more than g1 and less than g2 is E3, It is registered that the exposure rate of the situation where the preceding vehicle decelerates at a deceleration of g2 or more and less than g3 is E2, and the exposure rate of the situation where the preceding vehicle decelerates at a deceleration of g3 or more is E1 (provided that g1 < g2 <g3). When it is determined that there is a preceding vehicle based on the environmental information, the exposure rate calculation unit 106 calculates (specifies) the probability that the preceding vehicle decelerates by referring to the exposure rate map 107a.

The above-described exposure rate classifications E1 to E4 are in accordance with an index called ASIL (Automatic Safety Integrity Level) defined in the functional safety standard ISO26262 for automobiles. In ASIL, E1 is defined as “very unlikely”, E2 is “not likely”, E3 is “medium”, and E4 is “highly likely”. In ASIL, there is a classification of E0 corresponding to “no possibility”, but in the example of FIG. 3, illustration of E0 is omitted for simplification.

FIG. 4 is an exemplary diagram showing an example of an exposure rate map 107b that can be used in the embodiment and classifies the exposure rate in a situation where a parallel running vehicle is interrupted by the relative speed of the parallel running vehicle. In the exposure rate map 107b shown in FIG. 4, the exposure rate of the situation where the parallel running vehicle is interrupted at a relative speed of less than v1 is E4, and the situation of the situation where the parallel running vehicle is interrupted at a relative speed of v1 or more and less than v2 is shown. The exposure rate is E3, the exposure rate of the situation where the parallel vehicle is interrupted at a relative speed of v2 or more and less than v3 is E2, and the exposure rate of the situation where the parallel vehicle is interrupted at a relative speed of v3 or more is E1. Registered (where v1 <v2 <v3). When it is determined that there is a parallel running vehicle based on the environmental information, the exposure rate calculation unit 106 refers to the exposure rate map 107b to calculate (specify) the probability that the parallel running vehicle will interrupt.

In addition, in the above, the technique which specifies the exposure rate of the specific situation which leads to the danger of a vehicle using the exposure rate map 107 as shown in FIG. 3 and FIG. 4 was illustrated. However, in the embodiment, a technique for calculating the exposure rate corresponding to the environmental information in real time without using the exposure rate map 107 may be used, or a technique for acquiring the exposure rate corresponding to the environmental information from outside by communication. May be used.

Returning to FIG. 2, the risk calculation unit 108 travels based on the performance limit calculated by the performance limit calculation unit 104, the exposure rate calculated by the exposure rate calculation unit 106, and the severity map 109. Calculate the risk that may occur if you continue. The severity map 109 is a map in which the severity of danger that may occur in the vehicle due to the specific situation described above is registered. Similar to the performance limit and the exposure rate described above, in the embodiment, a technique for calculating the severity in real time without using the severity map 109 may be used. Hereinafter, as an example of the severity map 109, a severity map 109a in which the severity of a danger of collision with a preceding vehicle or a parallel running vehicle is classified by collision speed will be described.

FIG. 5 is an exemplary diagram showing an example of the severity map 109a used in the embodiment. In the severity map 109a shown in FIG. 5, the severity of collision at a collision speed of less than v11 is S0, the severity of collision at a collision speed of v11 or more and less than v12 is S1, the collision speed of v12 or more and less than v13. It is registered that the severity of collision at the collision speed of S2 and v13 or higher is S3 (where v11 <v12 <v13). The severity classification of S0 to S3 is in accordance with the above-mentioned ASIL standard. Severity in ASIL represents an estimate of the severity of injury experienced by a driver or other traffic participant. In ASIL, S0 is “no injury”, S1 is “minor and moderate injury”, S2 is “severe and life-threatening injury (potential for survival)”, S3 is “life-threatening injury (survival is Is not clear) ”.

The risk calculation unit 108 calculates the distance between the vehicle and the vehicle with a possibility of collision based on the environmental information while taking into consideration the performance limit calculated by the performance limit calculation unit 104, so that a collision actually occurs. If this happens, the expected collision speed is calculated. For example, when it is calculated that the maximum deceleration achievable as a performance limit is ga in a situation where a preceding vehicle stopped at a position ahead by the distance lb is confirmed, the risk calculating unit 108 Is calculated from the relative speed, the distance lb, and the deceleration ga. The risk calculation unit 108 calculates (identifies) the severity of the collision by referring to the severity map 109a based on the calculated collision speed, and is calculated by the calculated severity and the exposure rate calculation unit 106. The combination of the exposure rate and the exposure rate is calculated (specified) as a risk that may occur when the vehicle continues to run.

Returning to FIG. 2, the risk determination unit 110 is calculated by the risk calculation unit 108 based on the risk (combination of exposure rate and severity) calculated by the risk calculation unit 108 and the risk level map 111. Calculate (specify) the level of risk. In the embodiment, it goes without saying that a technique for calculating the risk level in real time without using the risk level map 111 may be used. As will be described below, the risk level map 111 is a map in which relationships between all risks that can occur when the vehicle continues to travel and the levels of all the risks are registered.

FIG. 6 is an exemplary diagram showing an example of the risk level map 111 used in the embodiment. In FIG. 6, the classifications QM and A to C registered in each cell are classifications generally used in the above-described ASIL, and represent risk levels. QM corresponds to a level that does not require any travel restrictions. A to C correspond to levels at which travel restriction needs to be implemented, and the required restriction degree increases in the order of A, B, and C.

In FIG. 6, the classification of C1 to C3 in the uppermost row is a classification generally used in the ASIL described above, and represents an estimate of the probability that the driver can avoid danger. In ASIL, C1 is defined as “easy to avoid”, C2 is defined as “normally avoidable”, and C3 is defined as “difficult to avoid or not avoidable”. In ASIL, there is a classification of C0 corresponding to “generally avoidable”, but if it is “generally avoidable”, there is no need to determine (evaluate) the risk level in the first place. In the example of 6, there is no illustration regarding C0.

Here, in the embodiment, a risk occurring in a vehicle during automatic driving is assumed. That is, in the embodiment, basically, a situation is assumed in which the driver is not preparing for an operation to avoid danger. Therefore, the risk determination unit 110 according to the embodiment basically specifies the risk level by referring to the information of the column corresponding to C3 in the risk level map 111 of FIG. And the risk determination part 110 determines whether the specified level is below a predetermined level. The predetermined level is, for example, QM that does not require execution of travel restrictions.

By the way, as described above, safety can be ensured by stopping the vehicle uniformly (in an emergency) regardless of the level of risk. The emergency stop of the vehicle corresponds to the travel restriction with the largest degree of restriction, and is effective when the risk level is relatively high, for example, when the risk level is C in the ASIL classification described above. However, if the risk level is relatively low, for example, if the ASIL classification is A as described above, depending on the failure situation (performance limit), even if the vehicle is not limited to the emergency stop, By only implementing partial travel restrictions such as speed restrictions, it is possible to sufficiently suppress risks while continuing to travel and ensuring convenience.

Therefore, returning to FIG. 2, the restriction processing unit 112 according to the embodiment performs the travel restriction with different restriction degrees according to the risk level. More specifically, the restriction processing unit 112 performs the travel restriction with a degree of restriction that is smaller as the risk level is lower, so that the risk level is equal to or lower than the predetermined level described above. At this time, the restriction processing unit 112 considers the determination result of the risk determination unit 110 and the traveling state acquired by the traveling state acquisition unit 103. In other words, the restriction processing unit 112 performs the minimum travel required to achieve both safety and convenience based on the determination result of the risk determination unit 110 and the travel state acquired by the travel state acquisition unit 103. Enforce restrictions.

In the above, ASIL is exemplified as an index for determining the risk level. However, in the embodiment, the risk level can also be determined by an index other than ASIL. In this case, a standard that is looser than the ASIL QM may be used as a predetermined level that does not require the travel restriction. However, it is desirable that the standard that is looser than the QM referred to here is a standard that can surely avoid the injury that the driver or other traffic persons suffer.

Next, processing executed in the embodiment will be described in detail.
FIG. 7 is an exemplary flowchart showing a series of processes executed by the vehicle control apparatus 10 according to the embodiment. The series of processing shown in FIG. 7 is repeatedly executed during automatic driving of the vehicle.

As shown in FIG. 7, in the embodiment, first, in step S1, the failure information acquisition unit 101 acquires failure information. In step S <b> 2, the performance limit calculation unit 104 calculates a performance limit based on the failure information acquired in step S <b> 1 and the performance limit map 105.

In step S3, the environment information acquisition unit 102 acquires environment information. In step S4, the exposure rate calculation unit 106 calculates the exposure rate based on the environmental information acquired in step S3 and the exposure rate map 107.

FIG. 7 shows an example in which the processes in steps S3 and S4 are executed after the processes in steps S1 and S2. However, the processes in steps S1 and S2 and the processes in steps S3 and S4 are performed simultaneously. The processes in steps S1 and S2 may be executed after the processes in steps S3 and S4.

In step S5, the risk calculation unit 108 calculates a risk based on the performance limit calculated in S2, the exposure rate calculated in step S4, and the severity map 109. In step S6, the risk determination unit 110 determines the risk level based on the risk calculated in step S5 and the risk level map 111. More specifically, the risk determination unit 110 determines whether or not the risk level is equal to or lower than a predetermined level that does not require execution of travel restriction.

In step S7, the traveling state acquisition unit 103 acquires the (current) traveling state of the vehicle. FIG. 7 shows an example in which the process of step S7 is executed after the process of step S6. However, the process of step S7 may be executed concurrently with the process of step S6. It may be executed before the process of step S6.

In step S8, the restriction processing unit 112 executes travel restriction according to the risk level based on the determination result in step S6 and the travel state acquired in step S7. For example, if the risk does not fall below the predetermined level described above unless the vehicle is stopped, the restriction processing unit 112 performs an emergency stop that is a travel restriction with the largest degree of restriction, and a partial travel restriction such as a speed restriction. If the risk falls below a predetermined level if only the above is implemented, the vehicle will continue to run automatically while implementing the partial travel restriction, and the risk will be below the predetermined level even if the travel restriction is not implemented. If so, the current automatic operation is maintained. Then, the process ends.

Hereinafter, the process executed in a situation where the travel restriction other than the emergency stop is performed will be described in more detail with a specific example.

FIG. 8 is an exemplary diagram for explaining a specific example of a situation where a travel restriction that is not an emergency stop is performed in the embodiment. FIG. 8 illustrates a situation where the vehicle X and the vehicle Y are traveling in two lanes adjacent to each other in the same direction, and the vehicle Y is positioned ahead of the vehicle X by a distance lp. In the following, it is assumed that the vehicle X is traveling straight at a low speed by automatic driving, and when a failure occurs in the brake pressure application function of the rear wheels of the brake mechanism of the vehicle X in this situation, the vehicle control device for the vehicle X A specific example of the processing executed by 10 will be described with reference to the flowchart of FIG.

In this case, first, along with the occurrence of a failure, the failure information acquisition unit 101 acquires failure information indicating that the brake pressure application function of both rear wheels has failed (step S1). Then, based on the performance limit map 105, the performance limit calculation unit 104 calculates the maximum deceleration (for example, 0.6G) that can be generated only by the front wheel brake pressure pressurization function as the performance limit (step S2). ).

Then, the environment information acquisition unit 102 has a vehicle Y traveling at a relative speed vp of v1 or more and less than v2 and v11 or more and less than v12 at the position of the adjacent lane ahead of the vehicle (vehicle X) by a distance lp. This is acquired as environment information (step S3).

Then, based on the environmental information acquired by the environmental information acquisition unit 102 and the exposure rate map 107b, the exposure rate calculation unit 106 sets the vehicle Y traveling at the relative speed vp to the travel lane of itself (vehicle X). It is calculated that the exposure rate that is the probability of interruption is E3 (step S4).

Furthermore, the risk calculation unit 108 continues the traveling as it is, and the collision speed (= relative speed vp) and the severity when the vehicle Y is interrupted in front of itself (the vehicle X) and collides. Based on the map 109a, it is calculated that the severity of the collision with the vehicle Y is S2 (step S5).

Further, the risk determination unit 110 determines that the estimate of the probability that the driver of the vehicle X can avoid the danger when interrupted during the automatic driving is C3, and the exposure calculated by the estimate C3 and the above processing. Based on the rate E3, the severity S2, and the risk level map 111, the current risk level is specified as A (step S6).

Subsequently, the traveling state acquisition unit 103 acquires a traveling state as a basis for determining whether or not the vehicle (vehicle X) is in a straight traveling state where the vehicle (X) can be stably decelerated and is in a constant speed traveling state (step S1). S7).

The restriction processing unit 112 estimates the probability that the driver of the vehicle (vehicle X) can avoid the danger based on the traveling state acquired in the above process and the risk level map 111 as C3. Under the circumstances, in order to set the risk level A specified in the above processing to QM, it is determined that it is appropriate to reduce the relative speed with respect to the vehicle Y to v11 or less by deceleration and change the severity from S2 to S1. To do. Further, the restriction processing unit 112 is based on the distance lp with the vehicle Y, and the deceleration (for example, 0) required to make the relative speed v11 or less before the distance between the vehicle Y and itself (vehicle X) becomes zero. .2G) is calculated. The deceleration 0.2G calculated here is 0.6G or less which is the performance limit calculated by the above processing. Therefore, in this case, the restriction processing unit 112 selects the travel restriction instead of the emergency stop, and executes the deceleration control that decelerates itself (the vehicle X) so that the relative speed with the vehicle Y is equal to or less than v11 (step S8). ).

As described above, the vehicle control apparatus 10 according to the embodiment includes the failure information acquisition unit 101 that acquires failure information related to vehicle failure, the environment information acquisition unit 102 that acquires environment information related to the environment outside the vehicle, and the vehicle Based on the failure information and environmental information acquired during the driving of the vehicle, a risk calculation unit 108 that calculates a risk that may occur when the vehicle continues to travel, and at least some of the restrictions on the functions related to the traveling of the vehicle, And a restriction processing unit 112 that implements with a different degree of restriction depending on the risk level. As a result, even if it is determined that there is a risk, the vehicle can continue to run according to the level of the risk without stopping the vehicle uniformly, thus reducing the risk while achieving both safety and convenience can do.

Further, in the vehicle control device 10 according to the embodiment, the restriction processing unit 12 performs the travel restriction with a smaller degree of restriction as the risk level is lower. As a result, the restriction can be executed with a minimum degree of restriction according to the level of risk.

Further, in the vehicle control device 10 according to the embodiment, the risk calculation unit 108 determines the risk based on the performance limit that is specified based on the failure information and is the limit of the running performance that can be exhibited while the vehicle has a failure. calculate. Thereby, the risk can be calculated more accurately in consideration of the performance limit.

Further, in the vehicle control apparatus 10 according to the embodiment, the risk calculation unit 108 determines the exposure rate that is specified based on the environmental information and is a probability that a specific situation that leads to the danger of the vehicle occurs due to the external environment. Based on this, the risk is calculated. Thereby, the risk can be calculated more accurately in consideration of the exposure rate.

In addition, the vehicle control device 10 according to the embodiment includes a risk level map 111 in which the relationship between all risks that may occur when the vehicle continues to travel and all the risk levels is registered, and the risk level. A risk determination unit 110 that determines whether or not the risk level calculated by the risk calculation unit 108 is equal to or lower than a predetermined level using the map 111; And the restriction | limiting process part 112 implements driving | running | working restrictions based on the determination result of the risk determination part 110 so that the level of a risk may become below a predetermined level. Thereby, it is possible to easily determine the necessity of the travel restriction using the risk level map 111 and easily carry out the necessary travel restriction.

As mentioned above, although embodiment of this invention was described, embodiment mentioned above is an example to the last, Comprising: It is not intending limiting the range of invention. The above-described novel embodiments can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. Further, the above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and an equivalent scope thereof.

Claims

A failure information acquisition unit for acquiring failure information relating to a vehicle failure;
An environmental information acquisition unit for acquiring environmental information related to the environment outside the vehicle;
A risk calculating unit that calculates a risk that may occur when the vehicle continues to travel based on the failure information and the environmental information acquired during the traveling of the vehicle;
A restriction processing unit that implements restriction on at least a part of the functions related to traveling of the vehicle at different restriction degrees according to the level of the risk;
A vehicle control device comprising:
The restriction processing unit implements the restriction with a degree of restriction that is smaller as the risk level is lower.
The vehicle control device according to claim 1.
The risk calculation unit calculates the risk based on a limit of running performance that is specified based on the failure information and that the vehicle can exhibit with the failure.
The vehicle control device according to claim 1 or 2.
The risk calculation unit calculates the risk based on a probability that a specific situation that is identified based on the environmental information and that leads to a danger of the vehicle occurs due to the external environment;
The vehicle control device according to any one of claims 1 to 3.
A risk level map in which the relationship between all risks that can occur when the vehicle continues to travel and the levels of all the risks is registered;
A risk determination unit that determines whether or not the level of the risk calculated by the risk calculation unit is equal to or lower than a predetermined level using the risk level map;
Further comprising
The restriction processing unit implements the restriction based on the determination result of the risk determination unit so that the level of the risk is equal to or lower than the predetermined level.
The vehicle control device according to any one of claims 1 to 4.