JP2019189064A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of utilizing a vehicle with ultracompact mobility and the like depending on situations of surroundings.SOLUTION: A vehicle control device 1 makes a communication part 2 acquire a degree of congestion around a vehicle having a plurality of travel modes for autonomous travel of the vehicle, and makes a control part 3 impose restrictions on travel based on at least some of the plurality of travel modes, on the basis of the degree of congestion. Thus, the travel based on the travel modes of the vehicle can be restricted depending on the degree of congestion around the vehicle.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a vehicle control device that controls traveling of a vehicle having a plurality of traveling modes.

  In recent years, research and development of small mobile bodies called ultra-small mobility have been promoted. This ultra-compact mobility is a single-seat low-speed moving means in an inconvenient area where public transportation does not flourish, and has a moving capacity and loading capacity more than a conventional small moving body such as a bicycle, and moreover than a conventional automobile. Is also a compact moving body (see, for example, Patent Document 1).

JP 2014-159211 A

  Such ultra-compact mobility is assumed to be able to travel not only on a roadway but also on a specific area such as a theme park where a sidewalk and a bicycle path can be navigated.

  Ultra-compact mobility may have various driving modes such as automatic driving, manual driving, single driving, and group driving with multiple vehicles. However, for example, it is not desirable for the ultra-small mobility to travel unlimitedly in a theme park that is crowded with visitors because it causes inconvenience to the surroundings.

  As an example of the problem to be solved by the present invention, it is possible to use a vehicle such as ultra-compact mobility according to the surrounding situation.

  In order to solve the above problem, the invention according to claim 1 is characterized in that an acquisition unit that acquires a degree of congestion around a vehicle having a plurality of driving modes, and at least one of the plurality of driving modes based on the degree of congestion. And a control unit that limits travel in some travel modes.

  The invention according to claim 4 is a vehicle control method that is executed by a vehicle control device that controls the travel of a vehicle having a plurality of travel modes, the obtaining step for obtaining a degree of congestion around the vehicle, And a control step of restricting travel in at least some of the plurality of travel modes based on the degree of congestion.

  The invention described in claim 5 is characterized in that the vehicle control method according to claim 4 is executed by a computer.

1 is a perspective view of a vehicle having a map information storage device and a vehicle control device according to a first embodiment of the present invention as viewed obliquely from the front. FIG. 2 is a perspective view of the vehicle shown in FIG. FIG. 2 is a perspective view of the vehicle shown in FIG. 1 when standing. It is explanatory drawing of the longitudinal travel mode of the vehicle shown by FIG. It is explanatory drawing of the parallel running mode of the vehicle shown by FIG. It is explanatory drawing of the attraction mode of the vehicle shown by FIG. It is a block diagram of the system which has a vehicle shown by FIG. It is a function block diagram of the vehicle control apparatus shown by FIG. It is a function block diagram of the server apparatus shown by FIG. It is the table | surface which showed the relationship between congestion degree and driving modes. It is a flowchart of operation | movement of the vehicle control apparatus shown by FIG. It is a flowchart of operation | movement of the vehicle control apparatus shown by FIG. 10 is a flowchart of the operation of the server apparatus shown in FIG. 9. 10 is a flowchart of the operation of the server apparatus shown in FIG. 9. It is explanatory drawing which showed the example of the map memorize | stored in the map information storage device concerning one Example of this invention. It is explanatory drawing which showed the example different from the map shown in FIG. It is explanatory drawing of the map data structure memorize | stored in the map information storage device concerning one Example of this invention. It is a flowchart of operation | movement of the route search apparatus concerning one Example of this invention. It is explanatory drawing which showed the example of the route search in the flowchart shown by FIG. It is explanatory drawing about prediction of a congestion area. It is a flowchart of operation | movement of the route search apparatus concerning one Example of this invention.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described. In a vehicle control device according to an embodiment of the present invention, an acquisition unit acquires a degree of congestion around a vehicle having a plurality of travel modes, and the control unit acquires at least some of the plurality of travel modes based on the congestion level. Limit travel in travel mode. By doing in this way, the driving | running | working by the driving mode of a vehicle can be restrict | limited according to the surrounding congestion degree. Therefore, it is possible to use a vehicle such as a micro mobility according to the surrounding situation.

  The plurality of travel modes are travel modes in autonomous travel of the vehicle, and the control unit may limit travel in the travel mode in autonomous travel based on the degree of congestion. By doing in this way, at the time of autonomous running, vehicles, such as micro mobility, can be used according to the surrounding situation.

  Further, the control unit may limit the traveling condition in a specific traveling mode according to the degree of congestion. By doing in this way, the number etc. which are included in the group at the time of group running can be restricted according to the degree of congestion, for example.

  The vehicle control method according to an embodiment of the present invention acquires a congestion degree around a vehicle having a plurality of travel modes in the acquisition process, and at least one of the plurality of travel modes based on the congestion degree in the control process. The traveling by the traveling mode of the part is restricted. By doing in this way, the driving | running | working by the driving mode of a vehicle can be restrict | limited according to the surrounding congestion degree. Therefore, it is possible to use a vehicle such as a micro mobility according to the surrounding situation.

  Further, the above-described vehicle control method may be executed by a computer. By doing so, it is possible to limit the travel in the travel mode of the vehicle according to the surrounding congestion level using a computer.

  A vehicle having a vehicle control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. The vehicle 100 is a one-seater ultra-small mobility as shown in FIGS.

  The vehicle 100 includes a frame 101, a seating surface 102, a backrest 103, a footrest 104, wheels 105 (105R, 105L), an armrest 106, an operation unit 107, and a vehicle not shown in FIGS. And a control device 1.

  The frame 101 is a member that forms a skeleton of the vehicle. The frame 101 has a seat surface 102, a backrest 103, a footrest 104, wheels 105, an armrest 106, and the like. In addition, a number for identifying the vehicle is displayed on the upper end of the member 101a that supports the backrest 103 of the frame 101.

  The seat surface 102 is formed in a substantially circular shape, and a user P (see FIG. 2) is seated. When the vehicle 3 is deformed from a chair type (FIGS. 1 and 2) to a vertical type (FIG. 3), the seat surface 102 supports the waist and buttocks from behind.

  The backrest 103 is formed in a substantially hexagonal shape and supports the back of the user P. The footrest 104 supports the user P's foot.

  The wheel 105 includes a right wheel 105R and a left wheel 105L, and is attached to the left end and the right end of the frame 101 so as to be rotatable below the seating surface 102, respectively.

  The armrest 106 is attached to the member 101a of the frame 101, and can support the arm portion of the user P as shown in FIG. The armrest 106 is provided with an operation unit 107 at the tip thereof. The operation unit 107 is provided at the tip of the armrest 106. The operation unit 107 can set the travel mode of the vehicle 100, various settings during automatic driving, driving operation during manual driving, and the like.

  Here, the automatic driving means that the vehicle 100 is autonomously controlled by automatically controlling steering, running speed adjustment, braking and the like by the vehicle control device 1 or the like. Manual driving means that the user P who is a driver performs steering, travel speed adjustment, braking, and the like by the operation unit 107 or the like.

  In addition to the vehicle control device 1 described above, the vehicle 100 also includes a motor that drives the wheels 105, a battery that supplies power to the motor, and the like. In addition, the vehicle 100 has various sensors such as a gyro sensor for balancing the two wheels so as not to fall down. Alternatively, auxiliary wheels other than the wheels 105 may be provided.

  Further, the vehicle 100 can be transformed from a chair type as shown in FIG. 1 or 2 to a vertical type as shown in FIG. When the seat surface 102 is deformed to the vertical shape, the seat surface 102 moves so that the angle of the seat surface 102 approaches perpendicular to the road surface, and the backrest 103 moves upward as the seat surface 102 moves. Then, the user P can hold the operation unit 107 by deforming the operation unit 107 so as to stand from the armrest 106. Note that the chair type and the vertical type can be driven by either automatic operation or manual operation. Furthermore, the chair type and the vertical type can run in any of the running modes described below.

  4 to 7 show main travel modes during automatic driving of the vehicle 100. FIG. That is, the vehicle 100 is a vehicle that can alternatively set a plurality of modes in autonomous traveling. FIG. 4 shows a tandem running mode. This traveling mode is a traveling mode in which a plurality of vehicles 100 travels in series, and the following vehicle 100 follows the leading vehicle 100 serving as a master.

  FIG. 5 shows a parallel running mode. This travel mode is a travel mode in which a plurality of vehicles 100 travel side by side, and other vehicles follow so as to line up with any one of the vehicles 100 serving as a master.

  FIG. 6 shows an attraction mode. This traveling mode is a traveling mode that has entertainment elements such as traveling around the spot (FIG. 7) or meandering traveling, and is not intended to move to a specific position. In addition, in FIG. 6, although it rotates by a vertical type, you may rotate by a chair type.

  In addition to the travel modes shown in FIGS. 4 to 6, the vehicle 100 also has a single travel mode in which the vehicle 100 travels autonomously with only one vehicle. The driving modes other than the attraction mode include a destination setting mode in which a destination is set and the route to the destination is driven, and a stroll where a destination is not set and a fixed route is run like a tour. Mode can be selected.

  Next, a system having the vehicle 100 described above will be described with reference to FIG. As shown in FIG. 7, the system includes a vehicle 100 and a server device 50. In addition, the vehicle 100 includes a vehicle control device 1. As shown in FIG. 7, the server device 50 can communicate with the vehicle control device 1 included in the vehicle 100 via a network N such as the Internet.

  FIG. 8 shows a functional configuration of the vehicle control device 1. The vehicle control device 1 includes a communication unit 2, a control unit 3, a storage unit 4, and a GPS receiver 5.

  The communication unit 2 transmits the map request information output by the control unit 3 to the server device 50. The communication unit 2 receives map data distributed from the server device 50. In addition, the communication unit 2 acquires congestion degree information around itself from the server device 50. Further, the communication unit 2 communicates with another vehicle 100 or the like directly or via the network N in accordance with the travel mode, and transmits / receives information for the following operation described above.

  The control unit 3 is composed of, for example, a microcomputer having a CPU and a memory, and controls the running of the vehicle 100 (steering, speed, braking, etc.). Moreover, the control part 3 requests | requires the map data and congestion degree information of the vehicle 100 periphery to the server apparatus 50 as needed, and memorize | stores the map data which the communication part 2 received as the map data 4a in the memory | storage part 4. FIG. Further, the control unit 3 transmits / receives information for a follow-up operation with another vehicle or the like via the communication unit 2 so as to travel in the travel mode based on the travel mode setting information received from the operation unit 107. To do. The control unit 3 controls the traveling of the vehicle 100 based on the congestion degree information received by the communication unit 2.

  The storage unit 4 stores map data 4a. That is, the storage unit 4 functions as a map storage device that stores map information. The map data 4a is a map that includes detailed information about the road and its surrounding features such as the width of the road, the contents of the sign, the position, the position of the white line, etc. in order for the vehicle 100 to travel autonomously. It is.

  The GPS receiver 5 is a known device that detects the current position of the vehicle 100 based on radio waves from a GPS (Global Positioning System) satellite. As long as the current position of the vehicle 100 can be detected, other methods such as a method using a gyro sensor or Wi-Fi radio wave may be used instead of the GPS receiver 5.

  Next, FIG. 9 shows a functional configuration of the server device 50. The server device 50 includes a communication unit 51, a control unit 52, and a storage unit 53.

  The communication unit 51 receives map request information and the like transmitted from the vehicle control device 1. In addition, the communication unit 51 transmits the map data read from the storage unit 53 to the vehicle control device 1. The communication unit 51 also receives detection information such as point cloud information and captured images from sensors such as lidars and cameras installed in a site where the vehicle 100 is scheduled to travel. Or you may make it acquire positional information from the terminal etc. which the visitor etc. in a site have.

  The lidar is a sensor for recognizing an object that exists in the vicinity of scanning by the lidar, and is also expressed as LiDAR (Light Detection And Ranging). The lidar irradiates an electromagnetic wave such as a laser beam, and discretely measures the direction and distance to the object existing in the scanning range by the reflected wave (reflected light) of the electromagnetic wave, and the position and shape of the object are tertiary. This is a known sensor that is recognized as the original point cloud. Therefore, the point cloud recognized by the lidar is output as point cloud information as information relating to an object existing in the predetermined space.

  The control unit 52 is composed of, for example, a microcomputer having a CPU and a memory. In addition, the control unit 52 reads out map data requested based on the map request information from the storage unit 53 and outputs the map data to the communication unit 51. In addition, the control unit 52 estimates the degree of congestion based on the detection information (point cloud information or captured image) received by the communication unit 51. The degree of congestion is estimated based on the degree of congestion on the ground surface of any moving body that can move within the site, such as other vehicles 100, as well as congestion by people. The degree of congestion may be estimated for each predetermined section, for example, several m × several m. Or the method of receiving the request | requirement of a congestion degree from the vehicle 100 and estimating about the range of the surrounding number m centering | focusing on the present position of the requested vehicle 100 may be sufficient.

  The storage unit 53 stores map data 53a. Similar to the map data 4a, the map data 53a is a map that includes detailed information about roads and surrounding features in order for the vehicle 100 to travel autonomously. Further, the storage unit 53 stores the congestion degree information estimated by the control unit 52 as the congestion degree information 53b.

  Here, the relationship between the degree of congestion and the travel mode will be described with reference to FIG. FIG. 10 is a table that prescribes whether travel is possible (◯) or not (×) corresponding to the degree of congestion in each travel mode. In FIG. 10, there are two attraction modes, but attraction 2 is a mode that requires more range for traveling than attraction 1.

  In FIG. 10, first, when the degree of congestion is “extra large”, automatic operation is not permitted and only manual operation is permitted. Next, when the degree of congestion is “high”, only the manual operation is allowed in the destination setting mode in the independent driving mode of the automatic driving. When the degree of congestion is “medium”, only the attraction 2 mode is disabled and the other modes are allowed. When the degree of congestion is “small”, all modes are allowed.

  Note that specific numerical ranges of “extra large”, “large”, “medium”, and “small” of the congestion degree may be appropriately set according to the size of the vehicle 100, the surrounding environment, and the like. Also, numerical values may be used instead of “extra large”, “large”, “medium”, and “small”.

  Next, the operation (vehicle control method) of the vehicle control device 1 having the above-described configuration will be described with reference to the flowcharts of FIGS. 11 and 12. The flowcharts of FIGS. 11 and 12 are flowcharts during automatic operation. Moreover, it can be set as a vehicle control program by comprising the flowchart shown in FIG.11 and FIG.12 as a program performed with CPU which the control part 3 has.

  First, in step S <b> 101, the control unit 3 acquires the current position from the GPS receiver 5. That is, the current position of the vehicle 100 is acquired.

  Next, in step S <b> 102, the control unit 3 acquires the degree of congestion around the current position from the server device 50. In step S102, the control unit 3 transmits information requesting the degree of congestion (congestion level request information) to the server device 50 via the communication unit 2, and the congestion level around the current position is determined as a response to the congestion level request information. It is transmitted from the server device 50. Note that the congestion degree request information includes the current position information acquired in step S101. That is, the control unit 3 functions as an acquisition unit that acquires the degree of congestion around the vehicle 100 having a plurality of travel modes.

  Next, in step S103, the control unit 3 displays a settable travel mode to the user P based on the degree of congestion acquired in step S102 and the table shown in FIG. For example, when the congestion level is “medium”, a travel mode other than the attraction 2 is presented. That is, the control unit 3 restricts traveling in at least some of the plurality of traveling modes based on the degree of congestion.

  Next, in step S104, the control unit 3 causes the user P to select the travel mode presented in step S103, for example, from the operation unit 107 or the like.

  Next, in step S105, the control unit 3 determines the travel mode selected in step S104. If the destination mode is included, the control unit 3 proceeds to step S106, and if it includes the stroll mode, the process proceeds to step S107. In this case, the process proceeds to step S109.

  Next, in step S106, the control unit 3 prompts the user P to set the destination because the travel mode selected as a result of the determination in step S105 includes the destination setting mode. The user P sets a destination from the operation unit 107 or the like.

  Next, in step S107, the control unit 3 determines whether the route to the destination set in step S106 or a wide range of congestion including the walking route if the driving mode selected as a result of the determination in step S105 includes the walking mode. The degree is acquired from the server device 50. The method for acquiring the degree of congestion is basically the same as in step S102. However, not only the vicinity of the current position but also the degree of congestion of the route from the current position to the destination or the walking route (route) is requested.

  Next, in step S108, the control unit 3 determines whether or not the route to the destination or the walking route can be traveled. If it is possible (in the case of YES), the control unit 3 proceeds to step S109 and is impossible. In the case (NO), the process proceeds to step S110. In this step, based on the route to the destination or the walking route and the table of FIG. 10, if there is a place where traveling is not possible in the middle of the route, it is determined that the route is impossible to travel. That is, this step also restricts traveling in at least some of the plurality of traveling modes based on the degree of congestion.

  Next, in step S109, the control unit 3 determines that traveling is possible in step S108, and thus starts traveling in automatic driving.

  On the other hand, in step S110, the control unit 3 determines whether or not the destination setting mode is included. If the destination setting mode is included, the control unit 3 returns to step S106. If the destination setting mode is not included, the control unit 3 returns to step S104. Return. This step is executed to specify the return destination of the process when it is determined in step S108 that traveling is impossible.

  In step S111 of FIG. 12 proceeding from step S109, the control unit 3 acquires a wide range of congestion including the vicinity of the vehicle 100 after the start of traveling in step S109. The steps after this step are executed to cope with a case where the degree of congestion is updated in the server device 50 during traveling.

  Next, in step S112, the control unit 3 determines whether or not the degree of congestion has changed. If not changed (NO), the process returns to step S111. If changed (YES), the process returns to step S113. move on.

  Next, in step S113, the control unit 3 determines whether or not the travel of the vehicle 100 can be continued. If it can be continued (in the case of YES), the control unit 3 returns to step S111. Proceed to S114. Whether or not traveling can be continued may be determined in the same manner as in step S108. That is, this step also restricts traveling in at least some of the plurality of traveling modes based on the degree of congestion.

  Next, in step S114, since it was determined that the travel cannot be continued in step S113, the control unit 3 performs processing such as switching to manual operation or stopping the travel. When executing this step, it is preferable to perform processing such as switching after notifying the user P in advance.

  As is clear from the above description, step S102 functions as an acquisition process, and steps S103, S108, and S113 function as a control process.

  Next, the operation of the server device 50 will be described with reference to the flowcharts of FIGS. The flowchart of FIG. 13 is an operation for estimating the degree of congestion and storing it in the storage unit 53. First, in step S <b> 201, the control unit 52 acquires detection information from a rider, a camera, or the like via the communication unit 51.

  Next, in step S202, the control unit 52 estimates the degree of congestion based on the detection information acquired in step S201. As described above, the degree of congestion is estimated for each predetermined unit. If there is a section for which detection information cannot be obtained, it may be estimated from the congestion degree of the section adjacent to the section.

  Next, in step S203, the control unit 52 stores the congestion degree estimated in step S202 in the storage unit 53, and returns to step S201. Then, by executing step S201 again, the degree of congestion is sequentially updated.

  Note that the server device 50 may perform control so as to increase the sensing capability of the sensor as the degree of congestion increases. For example, control is performed so that the resolution of the lidar and the camera is increased as the degree of congestion is higher.

  FIG. 14 shows the operation when a request for the degree of congestion is received from the vehicle control device 1. First, in step S301, the control unit 52 determines whether or not the congestion degree request information has been received from the vehicle control device 1. If not received, the control unit 52 waits in this step, and if received, proceeds to step S302.

  Next, in step S302, the congestion level of the area indicated in the congestion level request information is read from the storage unit 53. In this step, the congestion level of the area indicated by the current position information and route information included in the congestion level request information is read.

  Next, in step S303, the congestion degree read in step S302 is transmitted to the vehicle control apparatus 1 via the communication unit 51 as congestion degree information.

  According to the present embodiment, in the vehicle control device 1, the control unit 3 acquires the degree of congestion around the vehicle 100 having a plurality of travel modes in the autonomous traveling of the vehicle 100, and performs a plurality of travels based on the degree of congestion. Limit travel in at least some of the modes. By doing in this way, the driving | running | working by the driving mode of the vehicle 100 can be restrict | limited according to the surrounding congestion degree. Therefore, it is possible to use the vehicle 100 such as micro mobility according to the surrounding situation.

  The control unit 3 determines whether or not the vehicle 100 can travel according to the route to the destination and the degree of congestion on the walking route. This makes it possible to stop traveling when it is found in advance that it is difficult to reach the destination or the like.

  In the above-described embodiment, in steps S107, S108, and S111, the degree of congestion other than the vicinity of the vehicle 100 is acquired and the propriety of traveling is determined based on the degree of congestion on the route to the destination. These steps may be omitted based on only the degree of congestion. In such a case, the vehicle can travel to the middle of the destination and return from there or set another destination.

  In the above-described embodiment, the travel mode is limited according to the degree of congestion. However, the travel condition in a specific travel mode may be limited. For example, when the degree of congestion changes in the parallel travel mode, the travel conditions in the travel mode may be changed, for example, by reducing the number of parallels or by reducing the interval between the vehicles 100.

  In the above-described embodiment, the vehicle control device 1 acquires the degree of congestion and restricts the travel mode. However, the server device 50 may restrict the travel mode. That is, information such as the current position and travel mode setting may be acquired from the vehicle control device 1 and the flowchart of FIG. 11 may be executed by the server device 50 based on the information. A determination result such as whether or not the vehicle can travel is transmitted to the vehicle control device 1 together with a route to the destination. Then, the server device 50 acquires information on the current position from the vehicle control device 1 even while traveling, and executes the flowchart of FIG. 12. If the travel cannot be continued, the server device 50 switches to the vehicle control device 1 for manual operation or travels. You may make it transmit instructions, such as a stop. In this case, the control unit 52 of the server device 50 functions as an acquisition unit and a control unit.

  Next, a vehicle control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. The same parts as those in the first embodiment described above are denoted by the same reference numerals and description thereof is omitted.

  This embodiment has the same configuration as that shown in FIGS. In the present embodiment, for example, a search for a route on which the vehicle 100 travels in a specific area where road network information including links and nodes such as theme parks and parks is not constructed will be described.

  FIG. 15 shows a specific area A that is a site of a theme park, for example. As shown in FIG. 15, the specific area A is divided into a plurality of meshes M (partitions) having a predetermined size. For each mesh M, information indicating the difficulty of travel such as the degree of congestion is set.

  The size of the mesh M is preferably a size that allows the above-described calculation of the degree of congestion and the like and an appropriate size as a travel route of the vehicle 100. Further, as shown in FIG. 15, the mesh M may not be a square, but may be a polygon such as a rectangle, a hexagon, or an octagon. Moreover, each mesh M does not need to be the same size.

  Further, as shown in FIG. 15, not only the entire specific area A is divided into meshes M, but only the road (passage) R portion may be divided into meshes M as shown in FIG. 16.

  In the present embodiment, information such as the degree of congestion is included in the map data 53a. That is, the server device 50 is a map information storage device in which map information divided into a plurality of sections for the specific region A is stored, and each of the plurality of sections includes at least information regarding congestion in each section. Yes.

  A map data structure according to the present embodiment will be described with reference to FIG. As shown in FIG. 17, the map data 53a has a mesh number (No.) 53a1, position information 53a2, a congestion degree 53a3, and a contamination degree 53a4.

  The mesh number 53a1 is a unique number assigned to each mesh M. The position information 53a2 is set as latitude and longitude, for example. The congestion degree 53a3 is the degree of congestion in the mesh M indicated by each mesh number 53a1, and may be estimated in the same manner as in the first embodiment. The degree of dirt 53a4 is information indicating the difficulty of traveling different from the degree of congestion. For example, the degree of dirt 53a4 indicates the level of dirt that should be avoided in the traveling of the vehicle 100, such as the presence or absence of dirt on the road or the presence or absence of water. .

  Similar to the degree of congestion, the degree of contamination 53a4 is estimated based on detection information (point cloud information and captured images) received by the communication unit 51 by the control unit 52 of the server device 50. The estimated degree of dirt is stored in the storage unit 53 so as to be included in the map data 53a together with the degree of congestion.

  Next, the operation (route search method) of the server device 50 according to the present embodiment will be described with reference to the flowchart of FIG. That is, the server device 50 functions as a route search device. Moreover, it can be set as a route search program by comprising the flowchart shown in FIG. 18 as a program performed with CPU which the control part 52 has.

  First, in step S <b> 401, the control unit 52 acquires the current position of the vehicle 100 from the vehicle control device 1.

  Next, in step S <b> 402, the control unit 52 acquires a destination from the vehicle control device 1. In the vehicle control device 1, the user P is prompted to input a destination, and the destination set from the operation unit 107 or the like is transmitted to the server device 50.

  Next, in step S403, the control unit 52 searches for a route from the current position acquired in step S401 to the destination acquired in step S402 based on the map data 53a read from the storage unit 53. That is, the control unit 52 functions as a search unit that searches for a route that moves in the specific area A based on the map information. FIG. 19 shows an example of route search. FIG. 19 is a diagram in which the degree of congestion and the degree of contamination are displayed in the specific area A shown in FIG. In FIG. 19, the code S is the current position and the code G is the destination. In addition, shaded hatching indicates a mesh M having a degree of congestion “extra large” or “large”, and hatching by a grid indicates a mesh M having a degree of contamination “large”. In this case, a route is searched from the current position S to the destination G so as to avoid the hatched and meshed meshes M described above. That is, the route is searched so as to follow the mesh M other than the mesh M in a situation where the vehicle 100 is difficult to travel.

  In step S403, the route may be searched in consideration of the congestion level setting for each travel mode shown in FIG. For example, in the single travel mode, the route is searched so as to avoid only the mesh M having the congestion level “extra large”, but in the parallel travel mode, the mesh M having the congestion levels “extra large” and “large” is selected. Search for a route to avoid. Further, a table as shown in FIG. 10 may be created for the degree of contamination.

  Further, the degree of congestion set for the mesh M is not limited to the multi-level as shown in FIG. 10, but may be simply two levels of “crowded” / “not crowded”. In this case, the threshold value indicating whether or not the vehicle is crowded may be set as appropriate according to the size of the vehicle 100, the surrounding environment, and the like, as in FIG.

  Next, in step S404, the control unit 52 determines whether or not the vehicle can travel to the destination as a result of the route search in step S403. If the vehicle can travel, the control unit 52 determines the route searched in step S405. Send to. On the other hand, if the vehicle cannot travel, the process returns to step S402 and the destination is set again.

  As is clear from the above description, step S403 functions as an acquisition process and a search process.

  Also in this embodiment, the congestion level is updated according to the flowchart shown in FIG. By doing so, the degree of congestion can be updated sequentially, which can be more useful when the vehicle 100 is traveling. The degree of contamination may be updated in the same manner. That is, the control unit 52 functions as a congestion information acquisition unit that acquires the congestion information of the specific region by executing step S201. That is, the detection information (point cloud information) becomes congestion information. Furthermore, the control unit 52 functions as an updating unit that updates information related to the congestion of the sections based on the acquired congestion information by executing steps S202 and S203.

  By updating the congestion level, it is possible to predict a change in the mesh M that is congested due to the movement of a person or the like in the route search in step S403. For example, as shown in FIG. 20, when the mesh M indicated by the diagonal line moves up by one (or when it moves up several times), it is predicted that the mesh M will move up further, and the route is searched. It becomes possible to do.

  According to the present embodiment, the server device 50 is a map information storage device in which map data 53a divided into a plurality of meshes M for a specific area A is stored. It contains at least information about congestion at M. By doing in this way, the congestion condition for every division in a specific area | region can be grasped | ascertained. Therefore, map information can be provided to travel of the vehicle even in an area where there is no road network such as nodes or links such as a theme park.

  In addition, the server device 50 includes a storage unit 53 and a control unit 52 that searches for a route moving in the specific area A based on the map data 53a. By doing in this way, it is possible to search the travel route of the vehicle 100 and travel a route suitable for travel even in an area where there is no road network such as nodes or links such as theme parks.

  In the flowchart shown in FIG. 18, the server device 50 searches for a route, but the vehicle control device 1 may search for a route. FIG. 21 shows a flowchart when the vehicle control device 1 searches for a route. First, in step S <b> 501, the control unit 3 acquires map data from the server device 50 via the communication unit 2. This map data includes the above-described congestion level and dirt level. The acquired map data may be stored in the storage unit 4 as the map data 4a.

  Next, in step S502, the control unit 3 acquires the current position of the vehicle 100 detected by the GPS receiver 5.

  Next, in step S503, the control unit 3 sets a destination. That is, the user P is prompted to input a destination, and the destination set from the operation unit 107 or the like is set.

  Next, in step S504, a route from the current position acquired in step S502 to the destination acquired in step S503 is searched based on the map data acquired in step S501. The route search method is the same as step S403.

  Next, in step S505, it is determined whether or not the vehicle can travel to the destination as a result of the route search in step S504. If the vehicle can travel, the vehicle starts traveling on the route searched in step S506. On the other hand, if the vehicle cannot travel, the process returns to step S503 and the destination is set again.

  In addition, when searching for a route with the vehicle control device 1, even if map data is stored in the vehicle control device 1 in advance without acquiring map data from the server device 50 as in the flowchart shown in FIG. 21. Good.

  Further, the present invention is not limited to the above embodiment. That is, those skilled in the art can implement various modifications in accordance with conventionally known knowledge without departing from the scope of the present invention. Of course, such modifications are included in the scope of the present invention as long as the map storage device and the vehicle control device of the present invention are provided.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Communication part 3 Control part (acquisition part, map information acquisition part)
4 storage unit (map information storage device)
4a Map data (map information)
5 GPS receiver 50 Server device (map information storage device)
51 communication unit 52 control unit (congestion information acquisition unit, update unit)
53 Memory 53a Map data (map information)
53b Congestion degree information 100 Vehicle

Claims (5)

An acquisition unit for acquiring a degree of congestion around a vehicle having a plurality of driving modes;
A control unit that restricts traveling in at least some of the plurality of traveling modes based on the degree of congestion;
A vehicle control device comprising: The plurality of travel modes are travel modes in autonomous travel of the vehicle,
The control unit restricts traveling in a traveling mode in the autonomous traveling based on the degree of congestion.
The vehicle control device according to claim 1.   The vehicle control device according to claim 1, wherein the control unit limits a driving condition in the specific driving mode in accordance with the degree of congestion. A vehicle control method executed by a vehicle control device that controls the travel of a vehicle having a plurality of travel modes,
An acquisition step of acquiring a degree of congestion around the vehicle;
A control step of restricting travel in at least some of the plurality of travel modes based on the degree of congestion;
The vehicle control method characterized by including.   A vehicle control program that causes the vehicle control method according to claim 4 to be executed by a computer.

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