JP2019217924A - Vehicle and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control technology relating to a door lock/unlock, which is capable of ensuring the safety of a driver and getting off the vehicle. SOLUTION: A door lock control means for controlling locking and unlocking of a door of a vehicle, and a stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle. And a door lock control unit that locks the door based on a stop mode of the vehicle in the stop control when the stop control is executed. Unlock and control. [Selection diagram] Fig. 13

Description

  The present invention relates to self-driving vehicles.

  Stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle has been proposed. As an example, Patent Document 1 discloses that after performing such control, a driver's door opening operation or the like is invalidated to prevent the driver from unintentionally leaving the vehicle, and from outside the vehicle for rescue activities. A technology that enables door opening and the like is disclosed.

JP 2014-24368 A

  If the vehicle is in the door lock state when stopped, it is advantageous in that the driver is kept inside the vehicle to protect it. On the other hand, when the door of the vehicle is in the unlocked state at the time of stop, it is advantageous in that the driver escapes smoothly from the vehicle and rescue the driver from outside the vehicle. Which of the door lock and the unlock is more advantageous in terms of the driver's safety depends on the situation of the vehicle.

  An object of the present invention is to provide a control technique for door lock / unlock that achieves both driver safety and getting off from a vehicle.

According to the present invention, for example,
Door lock control means for controlling locking and unlocking of a vehicle door;
An operation control unit that executes stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A vehicle with
When the stop control is executed, the door lock control unit controls locking and unlocking of the door based on a stop mode of the vehicle in the stop control.
A vehicle is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the control technique regarding the door lock / unlock which can ensure the safety | security of a driver and getting off from a vehicle can be provided.

FIG. 1 is a block diagram of a vehicle and a control system according to an embodiment. FIG. 1 is a block diagram of a vehicle and a control system according to an embodiment. FIG. 2 is a block diagram of a control system. (A) and (B) are explanatory views showing an example of traveling control. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. (A)-(D) is an explanatory view showing an example of a stop position in stop control. 5 is a flowchart illustrating a processing example executed by the control system of the embodiment. FIG. 3A is a flowchart illustrating an example of processing executed by the control system according to the embodiment, and FIG. 3B is an explanatory diagram illustrating an example of door lock / unlock. (A)-(C) is explanatory drawing which shows the example of a door lock / unlock. (A) And (B) is explanatory drawing which shows the notification example regarding the state of a door lock. FIG. 3A is a flowchart illustrating an example of processing executed by the control system according to the embodiment, and FIG. 3B is an explanatory diagram illustrating an example of door lock / unlock. 4A is a flowchart illustrating an example of processing executed by the control system according to the embodiment, and FIGS. 4B and 4C are explanatory diagrams illustrating examples of door lock / unlock. FIG. 3A is a flowchart illustrating an example of processing executed by the control system according to the embodiment, and FIG. 3B is an explanatory diagram illustrating an example of door lock / unlock. FIGS. 4A and 4B are flowcharts showing an example of processing executed by the control system of the embodiment, and FIG. 4C is an explanatory diagram showing an example of door lock / unlock. FIG. 3A is a flowchart illustrating an example of processing executed by the control system according to the embodiment, and FIG. 3B is an explanatory diagram illustrating an example of door lock / unlock. (A) And (B) is explanatory drawing which shows the example of suppression of unlocking. 4A and 4B are flowcharts illustrating an example of processing executed by the control system according to the embodiment.

<First embodiment>
1 to 3 are block diagrams of a vehicle V and a control system 1 thereof according to an embodiment of the present invention. 1 and 2, a vehicle V is schematically shown in a plan view and a side view. The vehicle V is, for example, a four-wheel passenger car of a sedan type, and has four doors D1 to D4. The vehicle V in the present embodiment has two seats in the front row and two seats in the rear row. The right seat in the front row is the driver's seat, and the left seat is the passenger seat. The doors D1 and D3 are doors on the right side of the vehicle V, and the doors D2 and D4 are doors on the left side of the vehicle V.

  When the doors D1 and D2 are distinguished between the driver's seat side and the passenger seat side, the door D1 is a door on the right side of the driver's seat, and the door D2 is a door on the passenger's seat side. If the left seat in the front row is the driver's seat and the right seat is the passenger's seat, the door D2 is the right door of the driver's seat and the door D1 is the door on the passenger's seat side.

  The control system 1 includes a control device 1A and a control device 1B. FIG. 1 is a block diagram showing a control device 1A, and FIG. 2 is a block diagram showing a control device 1B. FIG. 3 mainly shows a configuration of a communication line and a power supply between the control device 1A and the control device 1B.

  The control device 1A and the control device 1B are obtained by multiplexing or making some functions realized by the vehicle V multiplexed or redundant. Thereby, the reliability of the system can be improved. The control device 1A performs, for example, automatic driving control and normal operation control in manual driving, as well as driving support control related to danger avoidance and the like. The control device 1B mainly manages driving support control relating to danger avoidance and the like. Driving support is sometimes referred to as driving support. By performing different control processes while making the functions redundant between the control device 1A and the control device 1B, the reliability can be improved while the control processes are distributed.

  The vehicle V according to the present embodiment is a parallel-type hybrid vehicle, and FIG. 2 schematically illustrates a configuration of a power plant 50 that outputs a driving force for rotating driving wheels of the vehicle V. The power plant 50 has an internal combustion engine EG, a motor M, and an automatic transmission TM. The motor M can be used as a drive source for accelerating the vehicle V and also as a generator during deceleration (regenerative braking).

<Control device 1A>
The configuration of the control device 1A will be described with reference to FIG. Control device 1A includes an ECU group (control unit group) 2A. The ECU group 2A includes a plurality of ECUs 20A to 29A. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. 1 and 3, the names of representative functions of the ECUs 20A to 29A are given. For example, the "automatic driving ECU" is described in the ECU 20A.

  The ECU 20A executes control relating to automatic driving as traveling control of the vehicle V. In the automatic driving, at least one of driving (e.g., acceleration of the vehicle V by the power plant 50), steering, and braking of the vehicle V is automatically performed without depending on the driving operation of the driver. In the present embodiment, driving, steering and braking are automatically performed.

  The ECU 21A is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31A and 32A that detect the surroundings of the vehicle V. Targets detected by the detection units 31A and 32A include other vehicles traveling around the vehicle V. The ECU 21A generates target data as surrounding environment information.

  In the case of the present embodiment, the detection unit 31A is an imaging device (hereinafter, sometimes referred to as a camera 31A) that detects an object around the vehicle V by imaging. The camera 31 </ b> A is attached to the front of the roof of the vehicle V on the vehicle interior side of the front window so that the front of the vehicle V can be photographed. By analyzing the image captured by the camera 31A, it is possible to extract the outline of the target and the lane markings (white lines, etc.) on the road.

  In the case of the present embodiment, the detection unit 32A is a Light Detection and Ranging (LIDAR: lidar) that detects an object around the vehicle V by light (hereinafter, sometimes referred to as a lidar 32A). Detects the target and measures the distance to the target. In the case of the present embodiment, five riders 32A are provided, one at each corner at the front of the vehicle V, one at the center of the rear, and one at each side of the rear. The number and arrangement of the riders 32A can be appropriately selected.

  The ECU 29A is a driving support unit that executes control relating to driving support (in other words, driving support) as driving control of the vehicle V based on the detection result of the detection unit 31A.

  The ECU 22A is a steering control unit that controls the electric power steering device 41A. The electric power steering device 41A includes a mechanism for steering the front wheels in accordance with a driver's driving operation (steering operation) on the steering wheel ST. The electric power steering device 41A assists a steering operation, or a motor that exerts a driving force for automatically steering the front wheels, a sensor that detects a rotation amount of the motor, and a steering torque that the driver bears. Includes torque sensor and the like.

  The ECU 23A is a braking control unit that controls the hydraulic device 42A. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42A. The hydraulic device 42A is an actuator capable of controlling the hydraulic pressure of hydraulic oil supplied to a brake device (for example, a disk brake device) 51 provided on each of the four wheels based on the hydraulic pressure transmitted from the brake master cylinder BM. The ECU 23A controls the drive of an electromagnetic valve and the like included in the hydraulic device 42A. In the case of the present embodiment, the ECU 23A and the hydraulic device 23A constitute an electric servo brake, and the ECU 23A controls, for example, the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M.

  The ECU 24A is a stop maintaining control unit that controls the electric parking lock device 50a provided in the automatic transmission TM. The electric parking lock device 50a includes a mechanism that locks an internal mechanism of the automatic transmission TM mainly when a P range (parking range) is selected. When the internal mechanism of the automatic transmission TM is locked, the stop of the vehicle V can be mechanically maintained. An operation in which the driver selects the P range (for example, a selection operation on the shift lever) is one of the stop maintaining operations. The ECU 24A can control locking and unlocking by the electric parking lock device 50a.

  The ECU 25A is an in-vehicle notification control unit that controls an information output device 43A that notifies information in the vehicle. The information output device 43A includes, for example, a display device such as a head-up display and an audio output device. Further, a vibration device may be included. The ECU 25A causes the information output device 43A to output various information such as a vehicle speed and an outside air temperature and information such as route guidance.

  The ECU 26A is an outside notification control unit that controls an information output device 44A that notifies information outside the vehicle. In the case of the present embodiment, the information output device 44A is a direction indicator (hazard lamp), and the ECU 26A notifies the outside of the vehicle of the traveling direction of the vehicle V by controlling the blinking of the information output device 44A as a direction indicator. In addition, by performing blinking control of the information output device 44A as a hazard lamp, it is possible to increase the attention to the vehicle V outside the vehicle.

  The ECU 27A is a drive control unit that controls the power plant 50. In the present embodiment, one ECU 27A is assigned to the power plant 50, but one ECU may be assigned to each of the internal combustion engine EG, the motor M, and the automatic transmission TM. The ECU 27A outputs the output of the internal combustion engine EG or the motor M in accordance with, for example, the driver's driving operation or vehicle speed detected by the operation detection sensor 34a provided on the accelerator pedal AP or the operation detection sensor 34b provided on the brake pedal BP. Or to change the gear position of the automatic transmission TM. Note that the automatic transmission TM is provided with a rotation speed sensor 39 for detecting the rotation speed of the output shaft of the automatic transmission TM as a sensor for detecting the running state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

  The ECU 28A is a position recognition unit that recognizes the current position and the course of the vehicle V. The ECU 28A controls the gyro sensor 33A, the GPS sensor 28b, and the communication device 28c, and performs information processing of a detection result or a communication result. The gyro sensor 33A detects the rotational movement of the vehicle V. The course of the vehicle V can be determined based on the detection result of the gyro sensor 33A and the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires such information. The database 28a can store highly accurate map information, and the ECU 28A can specify the position of the vehicle V on the lane with higher accuracy based on the map information and the like.

  The input device 45A is disposed in the vehicle so that the driver can operate the input device 45A, and receives instructions and information input from the driver.

<Control device 1B>
The configuration of the control device 1B will be described with reference to FIG. Control device 1B includes an ECU group (control unit group) 2B. The ECU group 2B includes a plurality of ECUs 21B to 28B. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. In addition, similarly to the ECU group 2A, the names of the representative functions of the ECUs 21B to 28B are given in FIGS.

  The ECU 21B is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31B and 32B that detect the surroundings of the vehicle V, and also provides traveling support (in other words, driving) as traveling control of the vehicle V. It is a driving support unit that executes control related to (support). The targets detected by the detection units 31B and 32B include other vehicles traveling around the vehicle V. The ECU 21B generates target data as surrounding environment information.

  In the present embodiment, the ECU 21B is configured to have the environment recognition function and the driving support function. However, an ECU may be provided for each function, such as the ECU 21A and the ECU 29A of the control device 1A. Conversely, the control device 1A may be configured such that the functions of the ECU 21A and the ECU 29A are realized by one ECU, like the ECU 21B.

  In the case of the present embodiment, the detection unit 31B is an imaging device (hereinafter, sometimes referred to as a camera 31B) that detects an object around the vehicle V by imaging. The camera 31B is mounted on the front side of the roof of the vehicle V on the vehicle interior side of the front window so as to be able to photograph the front of the vehicle V. By analyzing the image captured by the camera 31B, it is possible to extract the outline of the target and to extract the lane markings (white lines, etc.) on the road. In the case of the present embodiment, the detection unit 32B is a millimeter-wave radar that detects an object around the vehicle V by radio waves (hereinafter, sometimes referred to as a radar 32B), and detects a target around the vehicle V. Or measure the distance to a target. In the case of the present embodiment, five radars 32B are provided, one at the front center of the vehicle V, one at each front corner, and one at each rear corner. The number and arrangement of the radars 32B can be appropriately selected.

  The ECU 22B is a steering control unit that controls the electric power steering device 41B. The electric power steering device 41B includes a mechanism that steers the front wheels according to a driver's driving operation (steering operation) on the steering wheel ST. The electric power steering device 41B assists a steering operation, or a motor that exerts a driving force for automatically steering the front wheels, a sensor that detects a rotation amount of the motor, and detects a steering torque that the driver bears. Includes torque sensor and the like. Further, a steering angle sensor 37 is electrically connected to the ECU 22B via a communication line L2 described later, and the electric power steering device 41B can be controlled based on a detection result of the steering angle sensor 37. The ECU 22B can acquire the detection result of the sensor 36 that detects whether or not the driver is gripping the steering wheel ST, and can monitor the gripping state of the driver. That is, the sensor 36 is one of the detection units that detect the state of the occupant.

  The ECU 23B is a braking control unit that controls the hydraulic device 42B. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42B. The hydraulic device 42B is an actuator that can control the hydraulic pressure of hydraulic oil supplied to the brake device 51 of each wheel based on the hydraulic pressure transmitted from the brake master cylinder BM. The ECU 23B is an electromagnetic valve provided in the hydraulic device 42B. And the like.

  In the case of the present embodiment, a wheel speed sensor 38, a yaw rate sensor 33B, and a pressure sensor 35 that detects the pressure in the brake master cylinder BM are electrically connected to the ECU 23B and the hydraulic device 23B, respectively. Based on these detection results, an ABS function, traction control, and a posture control function of the vehicle V are realized. For example, the ECU 23B adjusts the braking force of each wheel based on the detection result of the wheel speed sensor 38 provided for each of the four wheels, and suppresses the sliding of each wheel. In addition, the braking force of each wheel is adjusted based on the rotational angular velocity of the vehicle V about the vertical axis detected by the yaw rate sensor 33B, thereby suppressing a sudden change in the attitude of the vehicle V.

  Further, the ECU 23B also functions as an outside notification control unit that controls the information output device 43B that notifies information outside the vehicle. In the case of the present embodiment, the information output device 43B is a brake lamp, and the ECU 23B can turn on the brake lamp during braking or the like. Thereby, the attention to the vehicle V can be enhanced with respect to the following vehicle.

  The ECU 24B is a stop maintaining control unit that controls an electric parking brake device (for example, a drum brake) 52 provided on the rear wheel. The electric parking brake device 52 includes a mechanism for locking the rear wheels, and can stop the vehicle V mechanically. The operation of the driver selecting the operation of the electric parking brake device 52 (for example, the selection operation for the parking lever) is one of the stop maintaining operations. The ECU 24B can control locking and unlocking of the rear wheels by the electric parking brake device 52.

  The ECU 25B is an in-vehicle information control unit that controls an information output device 44B that notifies information inside the vehicle and door indicators 25a that are provided inside the doors D1 to D4. In the case of the present embodiment, the information output device 44B includes a display device arranged on the instrument panel. The ECU 25B can cause the information output device 44B to output various types of information such as vehicle speed and fuel efficiency. The door indicator 25a is a strip-shaped light-emitting body extending in the front-rear direction of the vehicle V. In the case of the present embodiment, the door indicator 25a notifies the driver of at least one of the locked and unlocked states of the doors D1 to D4. For example, when the door D1 is unlocked, the door indicator 25a of the door D1 emits green light. When the door D2 is locked, the door indicator 25a of the door D2 emits red light. Thus, the driver can immediately recognize which door can be opened and closed and which door cannot be opened and closed. Such notification of the locking and unlocking of the doors D1 to D4 can also be performed by the information output device 44B. For example, when the door D1 is in the unlocked state, the information output device 44B informs the user by displaying a message such as "the right door can be opened and closed". When the door D2 is in the locked state, the information output device 44B notifies the user by displaying a message such as "cannot open / close the left door". Such a message may be announced by voice.

  The ECU 26B is a door lock control unit that controls the electric door lock device 26a. The electric door lock devices 26a are provided for the doors D1 to D4, respectively, and can operate individually. The ECU 26B sets the operation state of the electric door lock device 26a to a door lock state in which the closed door is fixed to the vehicle body so that the door cannot be opened and closed, and an unlocked state in which the closed door can be opened and closed without fixing to the vehicle body. And can be controlled. The ECU 26B is also electrically connected to the operation detection unit 26b. The operation detection unit 26b detects, for example, a centralized door lock / unlock switch provided near the driver's seat so that the driver can operate the door, and an operation (door opening operation) of a door handle on the indoor side of each of the doors D1 to D4. Sensors. While the vehicle V is stopped, when the driver performs an unlocking instruction operation on an operation member to be detected by the operation detection unit 26b, and the operation detection unit 26b detects the operation, the ECU 26B controls the electric door lock device 26a. Is controlled to the unlocked state. Note that the device that receives the driver's unlock instruction by voice may be used.

  The ECU 27B is a state recognition unit that recognizes the state of the occupant based on the detection result of the detection unit 27a that detects the state of the occupant. The recognition target may be all the occupants, but may be only the driver. In the case of the present embodiment, the detection unit 27a is a camera that captures an image of a vehicle interior (hereinafter, may be referred to as a camera 27a). It is possible to determine whether or not the driver is healthy from the image captured by the camera 27a. For example, by recognizing the movement of the driver's line of sight, it can be determined whether or not the periphery of the vehicle V is monitored. If it is recognized that the periphery is monitored, the driver can be determined to be healthy. Alternatively, by recognizing the driver's pupil, it can be determined whether the driver is awake or unconscious. If it is recognized that the driver is awake, the driver can be determined to be healthy. Alternatively, by recognizing the movement of the limb of the driver, it can be determined whether or not the driver is performing the driving operation. If it is recognized that the driver is performing the driving operation, the driver can be determined to be healthy.

  The detection unit 27a may be a biometric sensor instead of or in combination with the camera 27a. Examples of the biological sensor include a heart rate sensor, a blood pressure sensor, and a body temperature sensor. Such detection results of the biological sensor can be used as information for determining whether the driver is healthy.

  The ECU 28B is a communication control unit including the communication device 28a. The ECU 28B can detect another vehicle traveling around the vehicle V by vehicle-to-vehicle communication or road-to-vehicle communication. That is, the communication device 28a can be used as a unit that detects another vehicle.

  The input device 45B is arranged inside the vehicle so that the driver can operate the input device 45B, and receives instructions and information input from the driver.

<Communication line>
An example of a communication line of the control system 1 that communicably connects the ECUs will be described with reference to FIG. The control system 1 includes wired communication lines L1 to L7. The ECUs 20A to 27A and 29A of the control device 1A are connected to the communication line L1. Note that the ECU 28A may also be connected to the communication line L1.

  The ECUs 21B to 28B of the control device 1B are connected to the communication line L2. The ECU 20A of the control device 1A is also connected to the communication line L2. Communication line L3 connects ECU 20A and ECU 21B, and communication line L4 connects ECU 20A and ECU 21A. The communication line L5 connects the ECU 20A, the ECU 21A, and the ECU 28A. The communication line L6 connects the ECU 29A and the ECU 21A. The communication line L7 connects the ECU 29A and the ECU 20A.

  The protocols of the communication lines L1 to L7 may be the same or different, but may be different depending on the communication environment such as the communication speed, the communication amount, and the durability. For example, the communication lines L3 and L4 may be Ethernet (registered trademark) in terms of communication speed. For example, the communication lines L1, L2, L5 to L7 may be CAN.

  The control device 1A includes a gateway GW. The gateway GW relays the communication line L1 and the communication line L2. Thus, for example, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1.

<Power supply>
The power supply of the control system 1 will be described with reference to FIG. The control system 1 includes a large capacity battery 6, a power supply 7A, and a power supply 7B. The large-capacity battery 6 is a battery for driving the motor M and a battery charged by the motor M.

  The power supply 7A is a power supply for supplying power to the control device 1A, and includes a power supply circuit 71A and a battery 72A. The power supply circuit 71A is a circuit that supplies the power of the large capacity battery 6 to the control device 1A, and for example, reduces the output voltage (for example, 190V) of the large capacity battery 6 to a reference voltage (for example, 12V). The battery 72A is, for example, a 12V lead battery. By providing the battery 72A, power can be supplied to the control device 1A even when the power supply to the large-capacity battery 6 or the power supply circuit 71A is interrupted or reduced.

  The power supply 7B is a power supply for supplying power to the control device 1B, and includes a power supply circuit 71B and a battery 72B. The power supply circuit 71B is a circuit similar to the power supply circuit 71A, and is a circuit for supplying electric power of the large capacity battery 6 to the control device 1B. The battery 72B is a battery similar to the battery 72A, and is, for example, a 12V lead battery. By providing the battery 72B, power can be supplied to the control device 1B even when the power supply to the large-capacity battery 6 or the power supply circuit 71B is interrupted or reduced.

<Redundancy>
The commonality of the functions of the control device 1A and the control device 1B will be described. By making the same function redundant, the reliability of the control system 1 can be improved. Also, some of the redundant functions do not duplicate exactly the same functions but exhibit different functions. This suppresses an increase in cost due to redundant functions.

[Actuator]
〇Steering control device 1A includes an electric power steering device 41A and an ECU 22A that controls the electric power steering device 41A. The control device 1B also has an electric power steering device 41B and an ECU 22B that controls the electric power steering device 41B.

The braking control device 1A has a hydraulic device 42A and an ECU 23A that controls the hydraulic device 42A. The control device 1B has a hydraulic device 42B and an ECU 23B that controls the hydraulic device 42B. All of these can be used for braking the vehicle V. On the other hand, the braking mechanism of the control device 1A has a main function of distributing the braking force by the braking device 51 and the braking force by the regenerative braking of the motor M, whereas the braking mechanism of the control device 1B has a posture control. Are the main functions. Both have common functions in terms of braking, but exhibit different functions.

〇Stop maintenance control device 1A has an electric parking lock device 50a and an ECU 24A that controls the electric parking lock device 50a. The control device 1B includes an electric parking brake device 52 and an ECU 24B that controls the electric parking brake device 52. All of these can be used to keep the vehicle V stopped. On the other hand, the electric parking lock device 50a functions when the P range of the automatic transmission TM is selected, while the electric parking brake device 52 locks the rear wheels. Although both are common in terms of maintaining the stop of the vehicle V, they exhibit different functions.

内 In-vehicle notification The control device 1A includes an information output device 43A and an ECU 25A that controls the information output device 43A. The control device 1B includes an information output device 44B, an indicator 25a, and an ECU 25B that controls these. Any of these can be used to notify the driver of information. On the other hand, the information output device 43A is, for example, a head-up display, and the information output device 44B is a display device such as instruments. Although both are common in the in-vehicle notification, different display devices can be adopted.

外 Out-of-vehicle notification control device 1A includes an information output device 44A and an ECU 26A that controls the information output device 44A. The control device 1B includes an information output device 43B and an ECU 23B that controls the information output device 43B. Any of these can be used to notify information outside the vehicle. On the other hand, the information output device 44A is a direction indicator (hazard lamp), and the information output device 43B is a brake lamp. Although both are common in the point of in-vehicle notification, they exhibit different functions.

〇Differences The control device 1A has an ECU 27A for controlling the power plant 50, whereas the control device 1B does not have its own ECU for controlling the power plant 50. In the case of the present embodiment, each of the control devices 1A and 1B can independently perform steering, braking, and stop maintenance, and one of the control device 1A and the control device 1B is degraded in performance, cut off power, or cut off communication. In this case, it is possible to decelerate and maintain the stop state while suppressing lane departure. As described above, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1, and the ECU 21B can also control the power plant 50. Since the control device 1B does not include a unique ECU for controlling the power plant 50, cost increase can be suppressed, but the control device 1B may include the ECU.

  The control device 1B has an ECU 26B for controlling the door lock device 26a, but does not have the control device 1A. However, this may be provided in control device 1A, or a control unit having a similar function may be provided in control device 1A. Note that the ECU 20A and the ECU 29A of the control device 1A can communicate with the ECU 26B via the communication lines L1 and L2 to output a control command or, conversely, acquire information.

[Sensor system]
検 知 Detection of surrounding state The control device 1A has detection units 31A and 32A. The control device 1B has detection units 31B and 32B and a communication device 28a. Any of these can be used for recognition of the traveling environment of the vehicle V, such as detection of another vehicle. On the other hand, the detection unit 32A is a rider, and the detection unit 32B is a radar. Lidars are generally advantageous for shape detection. Also, radar is generally more cost effective than lidar. By using these sensors having different characteristics in combination, it is possible to improve the target object recognition performance and reduce the cost. The detection units 31A and 31B are both cameras, but cameras having different characteristics may be used. For example, one may be a higher resolution camera than the other. Further, the angles of view may be different from each other.

  In comparison between the control device 1A and the control device 1B, the detection units 31A and 32A may have different detection characteristics from the detection units 31B and 32B. In the case of the present embodiment, the detection unit 32A is a rider, and generally has higher target edge detection performance than a radar (detection unit 32B). Further, the radar is generally excellent in relative speed detection accuracy and weatherability with respect to the rider.

  If the camera 31A has a higher resolution than the camera 31B, the detection performance of the detection units 31A and 32A is higher than that of the detection units 31B and 32B. By combining a plurality of sensors having different detection characteristics and different costs, a cost merit may be obtained when considering the entire system. Further, by combining sensors having different detection characteristics, detection omission and erroneous detection can be reduced as compared with a case where the same sensor is made redundant.

〇 The vehicle speed control device 1A has a rotation speed sensor 39. The control device 1B has a wheel speed sensor 38. All of these can be used to detect the vehicle speed. On the other hand, the rotation speed sensor 39 detects the rotation speed of the output shaft of the automatic transmission TM, and the wheel speed sensor 38 detects the rotation speed of the wheels. These two sensors are common in that the vehicle speed can be detected, but are different from each other in the detection target.

〇Yaw rate control device 1A has gyro 33A. The control device 1B has a yaw rate sensor 33B. Any of these can be used to detect the angular velocity of the vehicle V around the vertical axis. On the other hand, the gyro 33A is used for determining the course of the vehicle V, and the yaw rate sensor 33B is used for controlling the attitude of the vehicle V and the like. The two sensors are common in that the angular velocity of the vehicle V can be detected, but have different purposes of use.

〇Steering angle and steering torque The control device 1A has a sensor for detecting the rotation amount of the motor of the electric power steering device 41A. The control device 1B has a steering angle sensor 37. Any of these can be used to detect the steering angle of the front wheels. In the control device 1A, the increase in cost can be suppressed by using a sensor that detects the rotation amount of the motor of the electric power steering device 41A without increasing the steering angle sensor 37. However, the steering angle sensor 37 may be additionally provided in the control device 1A.

  Further, since each of the electric power steering devices 41A and 41B includes a torque sensor, any of the control devices 1A and 1B can recognize the steering torque.

〇Brake operation amount The control device 1A has an operation detection sensor 34b. The control device 1B has a pressure sensor 35. Any of these can be used to detect the amount of braking operation of the driver. On the other hand, the operation detection sensor 34b is used to control the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M, and the pressure sensor 35 is used for posture control and the like. Both are sensors that are common in detecting the amount of braking operation, but have different purposes of use.

○ Differences (detection of occupant status)
The control device 1B can acquire the detection result of the sensor 36 that detects whether the driver is holding the steering wheel ST by the ECU 22B with respect to the detection of the state of the occupant. It has an ECU 27B for recognizing the state of the occupant based on it, while the control device 1A does not. However, the detection result of the sensor 36 can be obtained in the control device 1A, the detection unit 27a and the ECU 27B may be provided in the control device 1A, or a configuration having the same function may be provided in the control device 1A. . Note that the ECU 20A and the ECU 29A of the control device 1A can communicate with the ECU 22B and the ECU 27B via the communication lines L1 and L2 to output control commands and, conversely, acquire information.

[Power supply]
Control device 1A receives power supply from power supply 7A, and control device 1B receives power supply from power supply 7B. Even when the power supply of either the power supply 7A or the power supply 7B is cut off or reduced, the power is supplied to either the control device 1A or the control device 1B. Reliability can be improved. If the power supply of the power supply 7A is interrupted or reduced, communication between the ECUs via the gateway GW provided in the control device 1A becomes difficult. However, in the control device 1B, the ECU 21B can communicate with the ECUs 22B to 28B via the communication line L2.

[Redundancy in control device 1A]
The control device 1A includes an ECU 20A that performs automatic driving control and an ECU 29A that performs driving support control, and includes two control units that perform driving control.

<Example of control function>
Control functions that can be executed by the control device 1A or 1B include a driving-related function related to control of driving, braking, and steering of the vehicle V, and a reporting function related to reporting information to the driver.

  The traveling-related functions include, for example, lane keeping control, lane departure suppression control (out-of-road departure suppression control), lane change control, preceding vehicle following control, collision reduction brake control, and false start suppression control. The notification function includes an adjacent vehicle notification control and a preceding vehicle start notification control.

  The lane keeping control is one of the controls of the position of the vehicle with respect to the lane. As shown schematically in FIG. 4A, the vehicle is automatically (drived) on the traveling trajectory TJ set in the lane. This is control for driving the vehicle (independent of the driving operation of the vehicle). The lane departure suppression control is one of the controls of the position of the vehicle with respect to the lane. As schematically shown in FIG. 4B, a white line or a median strip WL is detected, and the vehicle does not exceed the line WL. The steering is performed automatically as described above. The functions of the lane departure suppression control and the lane keeping control are thus different.

  The lane change control is control for automatically moving the vehicle from the lane in which the vehicle is traveling to the adjacent lane. The preceding vehicle following control is control for automatically following another vehicle traveling ahead of the own vehicle. Collision mitigation brake control is control that assists collision avoidance by automatically braking when the possibility of collision with an obstacle in front of the vehicle increases. The false start suppression control is a control for limiting the acceleration of the vehicle when the driver performs an acceleration operation at a predetermined amount or more while the vehicle is stopped, and suppresses a sudden start.

  The adjacent vehicle notification control is a control for notifying the driver of the presence of another vehicle traveling in the adjacent lane adjacent to the traveling lane of the own vehicle to the driver, for example, the presence of another vehicle traveling laterally or behind the own vehicle. Notify. The preceding vehicle start notification control is a control for notifying that the host vehicle and other vehicles in front of it are in a stopped state, and that the other vehicle ahead has started. These notifications can be made by the above-mentioned in-vehicle notification device (information output device 43A, information output device 44B, etc.).

  The ECU 20A, the ECU 29A, and the ECU 21B can share and execute these control functions. Which control function is assigned to which ECU can be appropriately selected.

<Control example>
<Mode switching>
A control example of the control system 1 will be described. FIG. 5 is a flowchart showing the operation mode switching processing executed by the ECU 20A.

  In S1, it is determined whether or not the driver has performed a driving mode switching operation. The driver can issue an instruction to switch between the automatic operation mode and the manual operation mode by operating the input device 45A, for example. If a switching operation has been performed, the process proceeds to S2; otherwise, the process ends.

  In S2, it is determined whether or not the switching operation is for instructing automatic operation. If it is for instructing automatic operation, the process proceeds to S3, and if it is for instructing manual operation, the process proceeds to S4. In S3, the automatic operation mode is set, and the function restriction is set. The setting of the function restriction will be described later. Automatic operation control is started in S4. In S5, the manual operation mode is set, and the return of the function restricted in S3 is set. In S6, the manual operation control is started.

  In the manual driving control, driving, steering, and braking of the vehicle V are performed according to the driving operation of the driver. At that time, the ECU 29A can appropriately execute the driving support control according to the detection result of the detection unit 31A. Further, the ECU 21B can appropriately execute the driving support control according to the detection results of the detection units 31B and 32B.

  In the automatic driving control, the ECU 20A outputs a control command to the ECUs 22A, 23A, and 27A to control the steering, braking, and driving of the vehicle V, and causes the vehicle V to travel automatically without depending on the driver's driving operation. The ECU 20A sets the traveling route of the vehicle V, and refers to the position recognition result of the ECU 28A and the surrounding environment information (the detection result of the target) to cause the vehicle V to travel along the set traveling route.

  An example in which the ECU 20A, the ECU 29A, and the ECU 21B share the control functions in the manual operation mode and the automatic operation mode will be described.

  For example, in the manual operation mode, the ECU 29A performs the collision mitigation brake control and the false start suppression control based on the detection result of the detection unit 31A. Further, the ECU 21B performs the lane departure suppression control, the adjacent vehicle notification control, and the preceding vehicle start notification control based on the detection results of the detection units 31B and 32B.

  In the automatic driving mode, the ECU 20A executes lane keeping control, lane changing control, preceding vehicle following control, and collision mitigation brake control. Further, the ECU 29A executes the collision mitigation brake control and the erroneous start suppression control. The safety can be improved by performing the collision mitigation brake control by the ECU 20A and the ECU 29A, respectively.

  If each control function performed in the manual operation mode is also performed in the automatic operation mode, similar functions may interfere or a meaningless function may be executed. The above-described restriction of the function in S3 and the return of the function in S5 are processes related to the restriction and return of the functions of the ECU 29A and the ECU 21B. In this process, the ECU 20A can transmit a function restriction instruction and a return instruction for the ECU 29A and the ECU 21B, and the ECU 29A and the ECU 21B follow these instructions.

  For example, when the lane keeping control is executed during the automatic driving mode, and the lane departure suppression control intervenes while steering in a predetermined direction, a reverse steering instruction is issued, the control interferes. Therefore, when the lane keeping control is being executed, it is preferable to limit the lane departure suppression control. Further, since the start is automated during the automatic driving mode, the necessity of performing the preceding vehicle start notification control is low. Therefore, such a control function sets the function restriction together with the setting of the automatic operation mode. Thereby, the stability of vehicle control can be improved.

  On the other hand, the collision mitigation brake control and the false start suppression control also function in the automatic driving mode, thereby contributing to an improvement in safety. Therefore, such a control function can be operated without restriction even after the automatic operation mode is set.

  In the function restriction, the control function may be invalidated, or the control function may be effective but less effective. Further, the restriction of the control function may not be switched depending on whether the operation mode is the automatic operation mode, but may be switched according to the content of individual control in the automatic operation mode. For example, when the vehicle is changing lanes due to lane change control, the system side analyzes the positional relationship with another vehicle in the adjacent lane and executes the lane change, so the driver is notified of the other vehicle in the adjacent lane. The meaning of doing is low. Therefore, the adjacent vehicle notification control may be restricted during the lane change control.

<Target recognition>
When the vehicle V travels on the traveling trajectory TJ by the automatic driving control, recognition of the target is important. As the target detection result, target data is generated by integrating the detection results of the detection units 31A and 32A, the detection results of the detection units 31B and 32B, and the information (vehicle-to-vehicle communication or road-to-vehicle communication) acquired by the communication device 28a. And can be used. The target data can be generated and updated by the ECU 20A integrating the target data generated and updated by the ECU 21A and the target data generated and updated by the ECU 21B. The target data includes, for example, an ID assigned to each target, target position information, target moving speed information, target shape information, and target classification. By executing the automatic driving control based on the generated target data, it is possible to execute a control with higher reliability in recognition of the traveling environment.

<Avoiding control command conflict>
When the above-described sharing example and the function limitation example are adopted for the sharing of the control function, for example, in the automatic driving mode, the ECU 29A and the ECU 20A respectively execute the collision mitigation brake control. As a result, control commands may conflict. For example, the ECU 29A transmits a control command to the ECU 23A based on the detection result of the detection unit 31A and executes braking by the operation of the hydraulic device 42A, while the ECU 20A transmits a control command to the ECU 23A based on the target data D3, When the braking is performed by the operation of the hydraulic device 42A, the two may compete with each other. In order to avoid the conflict, for example, the ECU 20A may arbitrate the conflicting control command. Examples of the method of arbitration include a method in which each ECU outputs a control command via the ECU 20A, and the ECU 20A selects a competing control command. The same applies to the ECUs 20A and 21B. Regarding the control command that may cause a conflict, the ECU 21A does not directly transmit the control command to the corresponding ECU, but transmits the control command via the ECU 20A. can do.

<Stop control>
The control system 1 executes stop control for automatically decelerating and stopping the vehicle V when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle V. The traveling continuation condition is, for example, that the vehicle does not fall into a situation where it is difficult to continue driving, or that it is unlikely that the vehicle will fall into the situation. Specifically, for example, the performance of the control system 1 falls. And the driver's condition has not deteriorated. The performance deterioration of the control system 1 includes, for example, a case where the performance of the ECU 20A, the ECU 29A, and the ECU 21B related to the running control or the running support of the vehicle V is deteriorated, a case where the power is cut off, a case where the communication is cut off, and the like. . As the driver's state decrease, for example, the driver's poor physical condition, a decrease in consciousness, and the like can be cited. It is needless to say that stopping the vehicle V according to traffic regulations, such as stopping at an intersection during driving to a target point, is a part of driving and does not satisfy the condition for continuation of driving.

<Specific example 1 of stop control>
An example of stop control that is started on condition that the performance of the control system 1 is reduced will be described. FIG. 6 is a flowchart showing a processing example of the ECU 20A and the ECU 29A showing one example. The stop control that is started on condition that the performance of the control system 1 is reduced can be periodically performed while the automatic operation mode is set.

  The ECU 20A and the ECU 29A perform processing for confirming the communication state of each other (S11, S21). For example, one outputs a response request to the other and determines whether there is a response. Alternatively, one transmits information to the other, and the other determines whether the received information is predetermined information.

  In S12, the ECU 29A determines whether or not the processing result in S11 is in a prescribed state. The specified state is, for example, a case where the reception of a signal from the ECU 20A has been confirmed, and the non-defined state is, for example, a case where the reception of a signal from the ECU 20A cannot be confirmed. The case where the reception of the signal has been confirmed is, for example, the case where the signal according to the predetermined information has been successfully received. The case where the reception of the signal cannot be confirmed includes the case where the signal is not received and the case where the signal is received but is not an accurate signal (predetermined information in the above example). .

  If it is in the prescribed state, the ECU 20A determines that there is no performance degradation and ends the processing. If not, the process proceeds to S13, and the stop control is started. The ECU 29A instructs the ECU 25A to make a notification, and causes the information output device 43A to output a message indicating that the vehicle V is decelerating and stopping, thereby informing the driver. In addition, the ECU 26A is instructed to notify, and the information output device 44A blinks (hazard lamp) to call attention to the following vehicle. Then, braking is instructed to the ECU 23A, and the vehicle V is decelerated. When the purpose is to stop the vehicle V on the same lane, the ECU 22A may be instructed to steer based on the detection result of the detection unit 31A so that the vehicle V does not deviate from the lane (lane deviation suppression control). In this case, the ECU 29A executes the lane departure suppression control even if the lane departure suppression control is restricted due to the automatic driving mode.

  After starting the stop control, the ECU 20A requests the driver to switch from automatic driving to manual driving (takeover) in S14. This switching request is made by displaying the switching request on the information output device 43A, for example. In S15, it is determined whether or not the driver has agreed to the switching request. The driver can, for example, indicate the consent by using the input device 45A. Alternatively, a consent intention can be displayed based on the detection result of the driver's steering by the steering torque sensor.

  When the driver's consent is obtained, the process proceeds to S16, and the manual operation mode is set while terminating the stop control. By switching to the manual driving mode, the ECUs of the control devices 1A and 1B control the traveling of the vehicle V according to the driving operation of the driver. The ECU 29A may also instruct the ECUs 21A to 26A of the control device 1A and the ECUs 22B to 25B of the control device 1B to ignore the control command from the ECU 20A. Since there is a possibility that the performance of the ECU 20A may be reduced, the ECU 29A may output a message or the like to the information output device 43A to prompt the user to bring the vehicle V to the maintenance shop.

  If the driver's consent cannot be confirmed, the vehicle V eventually stops due to the progress of the stop control. In S17, the ECU 29A determines the stop of the vehicle V based on the detection result of the rotation speed sensor 39, and when it determines that the vehicle V has stopped, instructs the ECU 24A to operate the electric parking lock device 50a to maintain the stop of the vehicle V.

  Next, the processing of the ECU 20A will be described. In S22, the ECU 20A determines whether or not the processing result in S21 is in a prescribed state. The prescribed state here is also a case where the reception of a signal from the ECU 29A has been confirmed, for example, and the case where the signal is not the prescribed state is a case where the reception of a signal from the ECU 29A cannot be confirmed. The case where the reception of the signal has been confirmed is, for example, the case where the signal according to the predetermined information has been successfully received. The case where the reception of the signal cannot be confirmed includes the case where the signal is not received and the case where the signal is received but the signal is not accurate (in the above example, the predetermined information). It is.

  If it is in the prescribed state, the ECU 29A determines that there is no performance degradation and ends the processing. If not, the process proceeds to S23, and the stop control is started. Even if the performance of the ECU 29A is reduced, the ECU 20A can continue the automatic operation control. However, thereafter, assuming a case where the performance of the ECU 20A is reduced, if there is a possibility that the performance of the ECU 29A is reduced, stop control is performed. In the present embodiment, the stop control is the same as the stop control executed by the ECU 29A. Note that the stop control executed by the ECU 29A and the ECU 20A may be different stop control. For example, the stop control executed by the ECU 20A may be one in which the degree of deceleration is slower than that of the ECU 29A, or may include slowing down.

  The stop control of the ECU 20A in the present embodiment will be described. The ECU 20A instructs the ECU 25A to notify, and causes the information output device 43A to output a message indicating that the vehicle V is decelerating and stopping, thereby informing the driver. In addition, the ECU 26A is instructed to notify, and the information output device 44A blinks (hazard lamp) to call attention to the following vehicle. Then, braking is instructed to the ECU 23A, and the vehicle V is decelerated. When the purpose is to stop the vehicle V on the same lane, the steering may be instructed to the ECU 22A based on the detection results of the detection units 31A and 32A so that the vehicle V does not deviate from the lane (the lane departure suppression control). ).

  After starting the stop control, the ECU 20A requests the driver to switch from automatic operation to manual operation (takeover) in S24. This switching request is made by displaying the switching request on the information output device 43A, for example. In S25, it is determined whether or not the driver has agreed to the switching request. The driver can, for example, indicate the consent by using the input device 45A. Alternatively, a consent intention can be displayed based on the detection result of the driver's steering by the steering torque sensor.

  When the driver's consent is obtained, the process proceeds to S26, and the manual operation mode is set while terminating the stop control. By switching to the manual driving mode, the ECUs of the control devices 1A and 1B control the traveling of the vehicle V according to the driving operation of the driver. The ECU 20A may also instruct the ECUs 21A to 26A of the control device 1A and the ECUs 22B to 25B of the control device 1B to ignore the control command from the ECU 29A. Since the performance of the ECU 29A may be reduced, the ECU 20A may output a message or the like prompting the user to bring the vehicle V to the maintenance shop to the information output device 43A.

  If the driver's consent cannot be confirmed, the vehicle V eventually stops due to the progress of the stop control. In S27, the ECU 20A determines the stop of the vehicle V based on the detection result of the rotation speed sensor 39, and when it determines that the vehicle V has stopped, instructs the ECU 24A to operate the electric parking lock device 50a to maintain the stop of the vehicle V.

  In the present embodiment, the communication state confirmation processing is performed in S11 and S21, but this processing may be performed in the communication processing performed by the ECU 20A and the ECU 29A for vehicle control. As a method of determining whether the state is the specified state, the checksum may be checked to determine that the state is not the specified state when normal control signals cannot be continuously received a predetermined number of times. Further, a determination method using an alive counter may be used.

<Specific example 2 of stop control>
Another example of the stop control started on condition that the performance of the control system 1 is reduced will be described. The ECU 20A may periodically determine whether or not the automatic driving control can be continued during the automatic driving mode, and may transmit an instruction to shift the control to the ECU 29A if the ECU 20A determines that the continuous driving is difficult. FIG. 7 is a flowchart showing an example.

  In S31, the ECU 20A performs a state confirmation process of the control device 1A. Here, for example, the ECU 20A performs a self-check. In S32, based on the processing result in S31, it is determined whether it is difficult to continue the automatic operation control. If it is determined that the continuation is difficult, the process proceeds to S33; otherwise, the process ends. In S33, a control shift instruction is output to the ECU 29A. At this time, if the control function is restricted, return is set.

  The ECU 29A that has received the control transition instruction from the ECU 20A starts the stop control in S34. The processing from S34 to S38 is the same as the processing from S13 to S17 in FIG. 6, and performs processing relating to stop control and a request for switching from automatic operation to manual operation. Thus, the process ends. In the present embodiment, the ECU 29A that has received the control transition instruction from the ECU 20A starts the stop control. However, the automatic operation control including the acceleration control may be taken over for a certain period.

<Specific example 3 of stop control>
Another example of the stop control started on condition that the performance of the control system 1 is reduced will be described. FIG. 8 shows a processing example of the ECUs 20A and 21B related to the stop control of FIG. The process in FIG. 7 has basically the same flow as the process in FIG. 6, and can be performed periodically while the automatic operation mode is set.

  The ECU 20A and the ECU 21B perform processing for confirming the communication state of each other (S41, S51). For example, one outputs a response request to the other and determines whether there is a response.

  In S42, the ECU 21B determines whether or not the processing result in S41 is in a prescribed state. The specified state is, for example, a case where the reception of a signal from the ECU 20A has been confirmed, and the non-defined state is, for example, a case where the reception of a signal from the ECU 20A cannot be confirmed. The case where the reception of the signal has been confirmed is, for example, the case where the signal according to the predetermined information has been successfully received. The case where the reception of the signal cannot be confirmed is, for example, a case where the signal has not been received, or a case where the signal has been received but the signal is not an accurate signal (in the above example, the predetermined information). It is.

  If it is in the prescribed state, it is determined that the performance of the ECU 20A is not degraded, and the process ends. If the state is not the prescribed state, the process proceeds to S43 and the stop control is started. The ECU 21B instructs the ECU 24B to notify, and causes the display device 44B to display a message indicating that the vehicle V is decelerating and stopping to notify the driver. In addition, the ECU 23B is instructed to notify, and the brake lamp 43B is turned on or blinked to call attention to the following vehicle. Note that the information may be instructed to the light ECU 26A to operate the information output device 44A (hazard lamp blinking). Then, ECU 23B is instructed to brake, and vehicle V is decelerated. When the purpose is to stop the vehicle V on the same lane, even if the ECU 22B instructs the ECU 22B to perform the steering based on the detection results of the detection units 31B and 32B, the vehicle V does not depart from the lane (or the road lane marking). Good (lane departure suppression control).

  After starting the stop control, the ECU 21B requests the driver to switch from automatic driving to manual driving (takeover) in S44. This switching request is made, for example, by displaying the switching request on the display device 44B. In S45, it is determined whether or not the driver has agreed to the switching request. The driver can indicate intention of consent by using the input device 45B, for example. Alternatively, a consent intention can be displayed based on the detection result of the driver's steering by the steering torque sensor.

  When the driver's consent is obtained, the process proceeds to S46, and the manual operation mode is set while terminating the stop control. The setting here is, for example, a process in which the ECU 21B instructs each of the ECUs 21A to 26A of the control device 1A and each of the ECUs 22B to 28B of the control device 1B to end the automatic operation mode and ignore the control command from the ECU 20A. There may be. Each ECU of the control devices 1A and 1B controls the traveling of the vehicle V according to the driving operation of the driver. However, since there is a possibility that the performance of the ECU 20A may be reduced, the ECU 21B may display a message or the like prompting the user to bring the vehicle V to the maintenance shop on the display device 44B.

  If the driver's consent cannot be confirmed, the vehicle V eventually stops due to the progress of the stop control. In S47, the ECU 21B determines the stop of the vehicle V based on the detection result of the wheel speed sensor 38, and when it determines that the vehicle V has stopped, instructs the ECU 24B to operate the electric parking brake device 52 to maintain the stop of the vehicle V.

  Next, the processing of the ECU 20A will be described. In S52, the ECU 20A determines whether or not the processing result in S51 is in a prescribed state. The prescribed state here is also a case where the reception of a signal from the ECU 21B has been confirmed, for example, and the case where it is not the prescribed state is a case where the reception of a signal from the ECU 21B cannot be confirmed. The case where the reception of the signal has been confirmed is, for example, the case where the signal according to the predetermined information has been successfully received. The case where the reception of the signal cannot be confirmed is, for example, a case where the signal has not been received, or a case where the signal has been received but the signal is not an accurate signal (in the above example, the predetermined information). It is.

  If it is in the prescribed state, the ECU 21B determines that there is no performance degradation and ends the processing. If not, the process proceeds to S53, and the stop control is started. Even if the performance of the ECU 21B is degraded, the ECU 20A can continue the automatic operation control. However, thereafter, assuming a case where the performance of the ECU 20A is reduced, if there is a possibility that the performance of the ECU 21B is reduced, stop control is performed. In this embodiment, the stop control is the same as the stop control executed by the ECU 21B, and the vehicle V is decelerated and stopped. However, the device used is different. Note that the stop control performed by the ECU 21B and the stop control performed by the ECU 20A may be different traveling control. For example, the stop control performed by the ECU 20A may be one in which the degree of deceleration is slower than that of the ECU 21B or that includes slowing down.

  The stop control of the ECU 20A in the present embodiment will be described. The ECU 20A instructs the ECU 25A to notify, and causes the information output device 43A to output a message indicating that the vehicle V is decelerating and stopping, thereby informing the driver. In addition, the ECU 26A is instructed to notify, and the information output device 44A blinks (hazard lamp) to call attention to the following vehicle. Then, braking is instructed to the ECU 23A, and the vehicle V is decelerated. When the purpose is to stop the vehicle V on the same lane, the steering may be instructed to the ECU 22A based on the detection results of the detection units 31A and 32A so that the vehicle V does not deviate from the lane (the lane departure suppression control). ).

  After starting the stop control, the ECU 20A requests the driver to switch from automatic driving to manual driving (takeover) in S54. This switching request is made by displaying the switching request on the information output device 43A, for example. In S55, it is determined whether or not the driver has agreed to the switching request. The driver can, for example, indicate the consent by using the input device 45A. Alternatively, a consent intention can be displayed based on the detection result of the driver's steering by the steering torque sensor.

  When the driver's consent is obtained, the process proceeds to S57, and the manual operation mode is set while terminating the stop control. By switching to the manual driving mode, the ECUs of the control devices 1A and 1B control the traveling of the vehicle V according to the driving operation of the driver. The ECU 20A may also instruct each of the ECUs 21A to 26A and 29A of the control device 1A and each of the ECUs 22B to 25B of the control device 1B to ignore the control command from the ECU 21B. Since there is a possibility that the performance of the ECU 21B may be reduced, the ECU 20A may output a message or the like to the information output device 43A to prompt the user to bring the vehicle V to the maintenance shop.

  If the driver's consent cannot be confirmed, the vehicle V eventually stops due to the progress of the stop control. In S56, the ECU 20A determines the stop of the vehicle V based on the detection result of the rotation speed sensor 39, and when it determines that the vehicle V has stopped, instructs the ECU 24A to operate the electric parking lock device 50a to maintain the stop of the vehicle V. As described above, any of the control devices 1A and 1B can execute the stop control.

  In the present embodiment, the communication state confirmation processing is performed in S41 and S51, but this processing may be performed in the communication processing performed by the ECU 20A and the ECU 21B for vehicle control. As a method of determining whether the state is the specified state, the checksum may be checked to determine that the state is not the specified state when normal control signals cannot be continuously received a predetermined number of times. Further, a determination method using an alive counter may be used.

  In the example of FIG. 8, in the stop control started in S43, the ECU 21B controls each device of the control device 1B. Here, even if it is determined in S42 that the state is the specified state, there are cases where devices other than the ECU 20A of the control device 1A can operate without performance degradation and can be used. Therefore, in the stop control in S43, the ECU 21B may execute the stop control using at least one of the detection units 31A and 32A of the control device 1A and the ECUs 21A to 26A. Similarly, in the stop control started in S53, the ECU 20A may execute the stop control using at least one of the detection units 31B and 32B of the control device 1B and the ECUs 22B to 25B.

<Example 4 of stop control>
Another example of the stop control started on condition that the performance of the control system 1 is reduced will be described. The ECU 20A may periodically determine whether or not the automatic driving control can be continued during the automatic driving mode, and may transmit an instruction to shift the control to the ECU 21B when it is determined that the continuous operation is difficult. FIG. 9 is a flowchart showing an example.

  In S61, the ECU 20A performs a state confirmation process of the control device 1A. Here, for example, a process of confirming the state of each of the ECUs 21A to 29A of the control device 1A by communication is performed. In S62, it is determined whether the automatic driving control is difficult to continue based on the processing result in S61. If it is determined that the continuation is difficult, the process proceeds to S63; otherwise, the process ends. For example, it is determined that continuation is difficult if a state that hinders automatic driving control is confirmed, such as when there is no response from any ECU. In S63, a control shift instruction is output to the ECU 21B. At this time, if the control function is restricted, return is set.

The ECU 21B that has received the control transfer instruction from the ECU 20A starts the stop control in S64. The processing from S64 to S68 is the same as the processing from S43 to S47 in FIG. 8, and performs processing related to stop control and a request for switching from automatic operation to manual operation. Thus, the process ends. In the present embodiment, the ECU 21B that has received the control transition instruction from the ECU 20A starts the stop control. However, the automatic operation control including the acceleration control may be taken over for a certain period. <Specific example 5 of stop control>
An example of the stop control that is started on condition that the driver's state is reduced will be described. FIG. 10 is a flowchart showing an example. The process of FIG. 6 may be executed in the automatic operation mode or may be executed in the manual operation mode.

  In S71, the ECU 27B performs an occupant state confirmation process. Here, the detection result of the detection unit 27a is acquired, and the state of the driver is analyzed. In S72, it is determined whether or not the driver is healthy based on the processing result in S71. If the driver is healthy, the process ends, and if not, the process proceeds to S73. In S73, the ECU 20A is notified that the driver may not be healthy.

  The ECU 20A that has received the notification makes a response request to the driver in S74. The response request is, for example, a display or sound from the information output device 44A, and requests the driver to perform a specific operation or utterance. In S75, it is determined whether or not the driver has responded to the response request in S74. If there is a response, the process ends. If there is no response, stop control is started in S76. The vehicle V eventually stops due to the progress of the stop control. In S77, the ECU 29A determines the stop of the vehicle V based on the detection result of the rotation speed sensor 39, and when it determines that the vehicle V has stopped, instructs the ECU 24A to operate the electric parking lock device 50a to maintain the stop of the vehicle V.

<Stop position in stop control>
The stop position of the vehicle V in the stop control may be the same as the currently traveling lane, or may be another position. FIGS. 11A to 11C are diagrams illustrating examples of the stop position. In each of the figures, L1 and L2 each indicate a travel continuable area (lane), and L0 indicates a travel continuation impossible area (road shoulder or the like).

  The example in FIG. 11A is an example in which the stop control is started in the currently running lane L2 and the stop of the vehicle V is completed on the lane L2. That is, the stop completion position is a position on the lane L2. The example of FIG. 11B is an example in which the stop control is started in the currently running lane L2, the lane is changed to the adjacent lane L1, and the stop of the vehicle V is completed. That is, the stop completion position is a position on the lane L1. The example in FIG. 11C is an example in which the stop control is started in the currently traveling lane L1, the lane is changed to the traveling continuation impossible region L0, and the stop of the vehicle V is completed in the traveling continuation impossible region L0. That is, the stop completion position is the traveling continuation impossible region L0.

  In the stop control, the position at which the vehicle V is stopped can be determined by deriving a candidate from map data or the like and selecting the position with the highest safety. FIG. 11D is a conceptual diagram thereof. When the stop control is started in the vehicle V traveling in the lane L1, the stop position candidates R0 to R2 are derived from map data and the like. The stop position R0 is a position on the travel continuation impossible area L0. The stop positions R1 and R2 are positions on the lanes L1 and L2, respectively. In selecting a stop position from the stop position candidates R0 to R2, scoring of each stop position is performed from the viewpoints of surrounding traffic conditions, presence or absence of lane change, safety level of the stop position, and the like. You can choose one of them. In the stop control, the vehicle V is caused to travel to the target stop position with the selected stop position as the target stop position for control.

<Door lock control>
A control example of the electric door lock device 26a by the ECU 26B will be described. In the present embodiment, different control is performed when the stop control is started and when the stop control is started (in a normal case). FIG. 12 shows an example of door lock control executed by the ECU 26B in a normal case, and shows an example of control after an occupant has boarded the vehicle V.

<Normal control>
In S81, it is determined whether or not the electric door lock devices 26a of the doors D1 to D4 are unlocked. The ECU 26B can recognize the current state by, for example, storing and updating information indicating the state of the electric door lock device 26a of each of the doors D1 to D4 in the storage device. If the electric door lock device 26a of each of the doors D1 to D4 is unlocked, the process proceeds to S82, and if it is locked, the process proceeds to S85.

  In S82, the detection result of the operation detection unit 26b is acquired, and it is determined whether or not a door lock instruction (such as an operation on the centralized door lock switch) has been issued. If there is a door lock instruction, the process proceeds to S84; In S83, it is determined whether or not the vehicle V is running. If the vehicle V is running, the process proceeds to S84, and if the vehicle is stopped, the process ends. Whether or not the vehicle is running can be determined, for example, based on the detection result of the rotation speed sensor 39 or the wheel speed sensor 38. In S84, the electric door lock device 26a is driven to lock the doors D1 to D4. Through such processing, the doors D1 to D4 are locked while the vehicle V is running.

  In S85, it is determined whether or not the vehicle V is stopped. If it is stopped, the process proceeds to S86, and if it is running, the process ends. Whether the vehicle is stopped or not can be determined, for example, based on the detection result of the rotation speed sensor 39 or the wheel speed sensor 38. In S86, the detection result of the operation detection unit 26b is acquired, and it is determined whether or not there is an unlock instruction. If there is an unlock instruction, the process proceeds to S88, and if not, the process proceeds to S87. In S87, it is determined whether or not the stop maintaining operation corresponding to the stop maintaining operation is performed. If the stop maintaining operation is performed, the process proceeds to S88, and if not, the process ends. In S88, all the doors D1 to D4 or the door corresponding to the unlock instruction is unlocked.

<Control during stop control>
Next, the door lock control when the stop control is started will be described. If the vehicle V is in the door lock state when the vehicle is stopped, it is advantageous in that the driver is kept inside the vehicle V to protect it. When the door of the vehicle V is in the unlocked state when the vehicle is stopped, it is advantageous in that the driver escapes smoothly from the vehicle and that the driver performs rescue activities from outside the vehicle. The place where the vehicle V is stopped by the stop control may be on a lane, or may be a relatively safe place such as a road shoulder. That is, which of the door lock and the unlock is more advantageous in terms of the driver's safety depends on the situation of the vehicle V. Therefore, in the present embodiment, the door lock control is performed according to the state of the vehicle V at the time of the stop control.

  Note that when the vehicle stop control is started and the vehicle V is stopped, the unlocking instruction (S86) and the unlocking (S88) based on the stop maintenance (S87) are basically suppressed as in the normal state shown in FIG. . In particular, the unlock (S88) based on the stop maintaining operation (S87) is not performed. Thus, it is possible to prevent the occupant from easily leaving the vehicle V when the vehicle is stopped.

<Door lock control based on stop mode>
The door lock control based on the stop mode of the vehicle V in the stop control will be described. As the stop mode, for example, on a road surface around the vehicle V (a running lane, an adjacent lane, an adjacent area, etc.), a stop completion position where the vehicle V has actually stopped, a target stop position for control, a stop of the vehicle V which has actually stopped Posture can be raised.

<Door lock control based on stop completion position>
First, a stop completion position will be described as an example. FIG. 13A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B, and is a processing example executed when the stop control is started.

  In S91, it is determined whether or not the vehicle V has stopped. Whether or not the vehicle has stopped can be determined based on a notification from the ECU executing the stop control, or a detection result of the rotation speed sensor 39 or the wheel speed sensor 38. When it is determined that the vehicle V has stopped, the process proceeds to S92.

  In S92, the door to be unlocked is selected based on the stop mode. In S93, the electric door lock device 26a corresponding to the door selected in S92 is driven to unlock. Keep locks on doors that are not selected. FIGS. 13 (B), 14 (A) and 14 (B) show examples of selecting a door to be unlocked based on the stop completion position as a stop mode. The information on the stop completion position can be obtained from the ECU that executes the stop control or from the ECU 28A that performs position recognition.

  In the example of FIG. 13B, the stop completion position of the vehicle V is the travel continuation impossible area L0 such as a road shoulder. Of the four doors D1 to D4, the doors D1 and D3 face or are close to the roadway (lane) L1. There is a high possibility that another vehicle following the lane L1 will travel, and it is not desirable for the driver to get off on the lane L1. Therefore, the doors D1 and D3 maintain the lock. The doors D2 and D4 face or are close to the travel continuation impossible area L0. The possibility that another subsequent vehicle travels in the travel continuation impossible area L0 is lower than that on the road. Therefore, the doors D2 and D4 are unlocked. The driver can, for example, open the door D2 and get out of the vehicle. As described above, when the surrounding road surface includes the travel continuation possible region and the travel continuation impossible region, the door facing or close to the travel continuation possible region is locked, and the door facing or close to the travel continuation impossible region is unlocked. .

  In the example of FIG. 14A, the stop completion position of the vehicle V is a road (lane) L1 adjacent to the travel continuation impossible region L0. Of the four doors D1 to D4, doors D1 and D3 face the roadway (lane) L2. In the lane L2, there is a high possibility that another subsequent vehicle will travel, and it is not desirable for the driver to get off on the lane L2. Therefore, the doors D1 and D3 maintain the lock. The doors D2 and D4 face the travel continuation impossible area L0. The possibility that another subsequent vehicle travels in the travel continuation impossible area L0 is lower than that on the road. Therefore, the doors D2 and D4 are unlocked. The driver can, for example, open the door D2 and get out of the vehicle.

  In the example of FIG. 14B, the stop completion position of the vehicle V is a lane (lane) L2 that is not adjacent to the traveling continuation impossible region L0. Of the four doors D1 to D4, doors D1 and D3 face the roadway (lane) L3. There is a high possibility that another vehicle following the lane L3 will travel, and it is not desirable for the driver to get off on the lane L3. Therefore, the doors D1 and D3 maintain the lock. Doors D2 and D4 also face roadway (lane) L1. There is a high possibility that another vehicle following the lane L1 will travel, and it is not desirable for the driver to get off on the lane L1. Therefore, the doors D1 and D3 also maintain the lock.

  By controlling the maintenance and unlocking of the door lock based on the stop completion position of the vehicle V in this manner, it is possible to realize the door lock control that ensures both the safety of the occupant and the ability to get off the vehicle V. .

  The example of FIG. 14C shows a control example in which the stop completion position and the stop posture are considered. The information of the stop posture can be acquired from, for example, the ECU 28A that performs position recognition. In the example of FIG. 14C, the stop completion position of the vehicle V is a road (lane) L1 adjacent to the traveling continuation impossible region L0. However, unlike the example of FIG. 14A, the stopping posture of the vehicle V is largely oblique to the extending direction of the lane L1. When the driver gets off the vehicle, there is a high possibility that the driver gets off on the road even if he gets off from any of the four doors D1 to D4. Therefore, the locks of all the doors D1 to D4 are maintained. By considering the stop posture in addition to the stop completion position of the vehicle V, it is possible to realize the door lock control that ensures both the safety of the occupant and the ease of getting off the vehicle V. Although the doors D1 to D4 are kept locked in the example of FIG. 14C, the doors D1 and D3 may be unlocked. This is because when getting off the vehicle from the door D1 or the door D3, the vehicle gets off in front of the vehicle V in the traveling direction, so that the safety is relatively high.

  Returning to FIG. In S93, the driver is notified of the door state. In the present embodiment, as described above, doors that are locked and doors that are unlocked can be mixed depending on the door. By notifying the driver of the door state of the door lock / unlock, it is possible to prevent the driver from being confused.

  FIGS. 15A and 15B are diagrams illustrating an example of notification. FIG. 15A is an example of notification by the door indicator 25a. In the example shown in the figure, the door indicator 25a provided on the indoor side surface of the doors D1 and D3 emits red light to notify that the doors D1 and D3 are in the door locked state. The door indicator 25a provided on the indoor side surface of the doors D2 and D4 emits green light to notify that the doors D2 and D4 are in the unlocked state. When escaping from the vehicle V, the driver can visually recognize which door can be opened.

  The example in FIG. 15B shows an example in which a specific display is performed on the display device 44B to notify the user. In the example shown in the figure, as a display for the driver sitting in the driver's seat, a character "Exit" is displayed together with a left-pointing arrow to inform that the door D2 on the passenger seat side is in an unlocked state. (The door D1 is in the door locked state). Also in such an example, the driver can visually recognize which door can be opened when getting out of the vehicle V.

  The notification of the door state may be sound, in addition to display. The notification of the door state may be a notification of only the door in the door locked state, or a notification of only the door in the unlocked state. In addition, as in the example of FIGS. 15A and 15B, the notification of the door state is such that the locked and unlocked states of the door D1 on the driver's seat side and the door D2 on the passenger's seat side are determined. A process may be performed in which the driver is notified when the states are different, and not notified when the states are the same. By reporting when the door states are different, the driver can easily recognize the door state of each door.

  Returning to FIG. In S95, it is determined whether or not all of the doors D1 to D4 are locked. If all are locked, the process proceeds to S96. If the driver is unable to escape from the vehicle if all of them remain locked, the vehicle is unlocked when a predetermined condition is satisfied in S96. The doors to be unlocked may be all the doors D1 to D4, or some of the doors that are presumed to have high driver safety when getting off. The unlock condition is, for example, a case where the passage of time (for example, 5 to 10 minutes) or the approach of an emergency vehicle such as an ambulance or a police car is detected. The approach of the emergency vehicle is determined by the environment recognition result of the ECU 21A based on the detection results of the detection units 31A and 32A, the environment recognition result of the ECU 21B based on the detection results of the detection units 31B and 32B, the vehicle-to-vehicle communication and the road-vehicle communication of the ECU 28B by the communication device 28a. The determination can be made based on the result.

<Door lock control based on target stop position>
An example of door lock control based on a stop target position as a stop mode will be described. Based on the target stop position, the door can be unlocked early before and after the stop of the vehicle V by the stop control, and the driver can escape from the vehicle V early.

  FIG. 16A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B, and is a processing example executed when the stop control is started. A process different from the door lock control shown in FIG. The processes of S91 'and S92' are executed instead of the processes of S91 and S92 of the door lock control shown in FIG.

  In S91 ', it is determined whether or not the vehicle speed of the vehicle V is equal to or less than a threshold. If the vehicle speed is equal to or less than the threshold, the process proceeds to S92'. The threshold is, for example, several km / h. The vehicle speed can be determined, for example, based on the detection results of the rotation speed sensor 39 and the wheel speed sensor 38. In S92 ', the door to be unlocked is selected based on the target stop position, and in S93, the electric door lock device 26a corresponding to the door selected in S92 is driven to unlock. Keep locks on doors that are not selected. Information on the target stop position can be obtained from the ECU that is executing the stop control.

  FIG. 16B shows an example of selecting a door to be unlocked based on the target stop position. In the example shown in the figure, the stop target position R of the vehicle V is set in the travel continuation impossible area L0 such as a road shoulder, and the vehicle V is just before reaching the stop target position R. Of the four doors D1 to D4, the doors D1 and D3 face or are close to the roadway (lane) L1. There is a high possibility that another vehicle following the lane L1 will travel, and it is not desirable for the driver to get off on the lane L1. Therefore, the doors D1 and D3 maintain the lock. The doors D2 and D4 face or are close to the travel continuation impossible area L0. The possibility that another subsequent vehicle travels in the travel continuation impossible area L0 is lower than that on the road. Therefore, the doors D2 and D4 are unlocked. After stopping the vehicle V, the driver can open the door D2 and get out of the vehicle, for example. Since the doors D2 and D4 are unlocked immediately before the vehicle V stops, the driver can escape from the vehicle immediately after the vehicle V stops.

<Door lock control based on stop mode and traveling environment>
In addition to the stop mode, a door to be unlocked may be selected based on a detection result of another vehicle traveling around the vehicle V. Thereby, it is possible to realize the door lock control that further ensures the safety of the occupant and the getting-off property from the vehicle V.

  FIG. 17A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B, and is a processing example executed when the stop control is started. A process different from the door lock control shown in FIG. The process of S97 is executed instead of the process of S92 of the door lock control shown in FIG.

  In S97, the door to be unlocked is selected based on the stop mode and the traveling environment indicating the detection result of the other vehicle. In S93, the electric door lock device 26a corresponding to the door selected in S92 is driven to unlock the door. . Keep locks on doors that are not selected. The driving environment information can be obtained from the target data.

  FIG. 17B shows an example of selecting a door to be unlocked based on the stop completion position and the traveling environment. In the example of FIG. 17B, the stop completion position of the vehicle V is the lane (lane) L1 adjacent to the travel continuation impossible area L0, which is the same as the example of FIG. 14A. Of the four doors D1 to D4, the doors D1 and D3 face the roadway (lane) L2, and another vehicle V 'runs on the lane L2. Therefore, the doors D1 and D3 maintain the lock. The doors D2 and D4 face the travel continuation impossible area L0. The possibility that another subsequent vehicle travels in the travel continuation impossible area L0 is lower than that on the road. However, on the same lane L1 as the vehicle V, a subsequent other vehicle V 'is running. There is a possibility that the lane may be changed to the part L0 in order to avoid the stopped vehicle V. Therefore, unlike the example of FIG. 14A, the doors D2 and D4 also maintain the lock.

  FIG. 17C shows another example of selecting a door to be unlocked based on the stop completion position and the traveling environment. In the example of FIG. 17C, the stop completion position of the vehicle V is a lane (lane) L2 that is not adjacent to the travel continuation impossible area L0, and is the same as the example of FIG. 14B. Of the four doors D1 to D4, the doors D1 and D3 face the roadway (lane) L3, and the doors D2 and D4 also face the roadway (lane) L1. However, no other vehicle is detected behind the vehicle V. Therefore, of the four doors D1 to D4, the doors D2 and D4 that are close to the travel continuation impossible area L0 are unlocked, and the doors D1 and D3 maintain the lock. In the examples of FIGS. 17B and 17C, the stop completion position is illustrated as the stop mode. However, the stop posture may be considered, and the stop target position may be used instead of the stop completion position. Good.

  The detection result of the other vehicle and the selection of the door to be unlocked can be determined in advance when the getting-off safety standard is determined, and the unlocking is possible when the traveling condition of the other vehicle satisfies this. The dismounting safety standard may be a relatively simple one such that a following vehicle is not detected, as illustrated in FIG. 17C, or the running conditions of other vehicles are quantified, and the dismounting safety standard is unlocked. May be used as a threshold value for comparing whether or not to permit with a numerically coded traveling situation.

Examples of the parameters for quantifying the traveling state include the number of other vehicles traveling in the same lane and adjacent lanes, the distance between the vehicle V and the nearest other vehicle, and the vehicle speed of the nearest other vehicle. The index of the driving situation to be quantified is, for example,
Index = number of other vehicles × coefficient 1 + distance between vehicle V and nearest other vehicle × coefficient 2 + vehicle speed of nearest other vehicle × coefficient 3,
It can also be expressed as The index may be calculated for each lane.

<Door lock control based on stop mode and driver state>
In addition to the stop mode, a door to be unlocked may be selected based on the driver's state. If the driver is not healthy, it is more safe to protect the driver by keeping it inside the vehicle V. Thereby, it is possible to realize the door lock control that further ensures the safety of the occupant and the getting-off property from the vehicle V.

  FIG. 18A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B, and is a processing example executed when the stop control is started. A process different from the door lock control shown in FIG. The process of S98 is executed instead of the process of S92 of the door lock control shown in FIG.

  In S98, a door to be unlocked is selected based on the stop mode and the driver's state. In S93, the electric door lock device 26a corresponding to the door selected in S92 is driven to unlock the door. Keep locks on doors that are not selected. Information on the driver's state can be obtained from the ECU 27B.

  FIG. 18B shows an example in which the door to be unlocked is selected based on the stop completion position and the driver's state. In the example of FIG. 18B, the stop completion position of the vehicle V is the travel continuation impossible region L0 such as a road shoulder, and is the same as the example of FIG. 13B. Of the four doors D1 to D4, doors D1 and D3 face the roadway (lane) L1. There is a high possibility that another vehicle following the lane L1 will travel, and it is not desirable for the driver to get off on the lane L1. Therefore, the doors D1 and D3 maintain the lock. The doors D2 and D4 face the travel continuation impossible area L0. The possibility that another subsequent vehicle travels in the travel continuation impossible area L0 is lower than that on the road. However, the result of the determination of the driver's state was not sound. After the driver gets off the traveling continuation impossible area L0, the driver may head to the lane L1. Therefore, the doors D2 and D4 are not unlocked and the door locked state is maintained. In the example of FIG. 18B, the stop completion position is illustrated as the stop mode. However, a stop posture may be considered, and a stop target position may be used instead of the stop completion position.

  As described above, the safety of the driver can be improved by considering the state of the driver. In addition to the example of FIG. 18B, as an example of door lock control, when it is determined that the driver is not sound, the door lock states of all doors are maintained and the driver is determined to be sound. In such a case, the door to be unlocked may be selected based on the stop mode.

  Even if it is determined that the driver is not healthy, if there is a passenger other than the driver, if it is determined that the passenger is healthy, the door to be unlocked is selected based on the stopping mode May be. In that case, the door adjacent to the driver's seat may remain locked.

<Example of determining whether to unlock based on driver's state>
In the example of FIG. 13A, when the locks of all the doors D1 to D4 are maintained in S95, the unlocking is performed in S96 by satisfying a predetermined condition. However, regardless of whether or not the locks of all the doors D1 to D4 are maintained, the doors may be unlocked when the driver issues a lock release instruction. However, if the driver is not healthy, the driver may erroneously give an unlock instruction or the safety may drop when getting off the vehicle. Therefore, when the driver issues an unlock instruction, whether to unlock the vehicle may be determined based on the state of the driver.

  FIG. 19A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B, and is a processing example executed when the stop control is started. A process different from the door lock control shown in FIG. The process up to S94 is the same as the example of FIG. 13A. After notifying the door state in S94, S95 is omitted, and the process of S96 'is executed. FIG. 19B is a flowchart illustrating an example of the process of S96 '.

  In S101, it is determined whether or not there is a lock release instruction from the driver. If there is a lock release instruction, the process proceeds to S102, and if not, the process proceeds to S105. In S102, information on the state of the driver is obtained from the ECU 27B. In S103, it is determined whether or not the driver is healthy from the information acquired in S102. If the driver is healthy, the process proceeds to S104, and if not, the process proceeds to S105.

  In S104, the door is unlocked. The target of unlocking may be the individual door designated in S101, all the doors D1 to D4, or a relatively selected vehicle such as a door facing the road shoulder when the vehicle is relatively disembarked. A door with high security may be used. FIG. 19C schematically shows a state in which the driver has issued an unlock instruction in a state where the locks of all the doors D1 to D4 are maintained. When the driver is healthy, the door D1 is unlocked. When the driver is not healthy, the locks of all the doors D1 to D4 are continuously maintained.

  Returning to FIG. 19B, another process is performed in S105. Here, for example, the same process as S96 in FIG. 13A (the process of unlocking when all doors are in the door locked state due to the passage of time or the arrival of an emergency vehicle) or the process in FIG. 19B , Etc. are performed.

  As described above, the safety of the driver can be improved by considering the state of the driver. When there is a passenger other than the driver, the passenger may issue an unlock instruction, and if it is determined that the passenger is healthy, the door may be unlocked.

<Second embodiment: door lock control based on the start reason of stop control>
In the first embodiment, the door lock control is performed by focusing on the stop mode of the vehicle V at the time of the stop control. However, the door lock control may be performed by focusing on other elements. In the present embodiment, the door lock control after the start of the stop control is made different depending on the content of the failure of the running continuation condition (hereinafter, also referred to as the content of failure), which is the reason for starting the stop control. Specifically, when the stop control is started because the driver's state is reduced (FIG. 10), the stop control is started because the performance of the control system 1 is reduced (FIGS. 6 to 9). In addition, unlocking of the door after the start of the stop control is suppressed. Thereby, for example, the driver whose judgment ability is deteriorated can be kept inside the vehicle V to be easily protected.

  FIG. 20A is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B in the present embodiment, and is a processing example executed when the stop control is started.

  In S111, it is determined whether the vehicle V has stopped. Whether or not the vehicle has stopped can be determined based on a notification from the ECU executing the stop control, or a detection result of the rotation speed sensor 39 or the wheel speed sensor 38. If it is determined that the vehicle V has stopped, the process proceeds to S112 to enable unlocking by the driver's unlock instruction. In the present embodiment, the unlocking instruction of the driver can be accepted under the condition that the vehicle V is stopped. However, the condition may be that the vehicle speed of the vehicle V is equal to or less than the threshold. In this case, the threshold value is, for example, several km / h.

  In S112, it is determined whether or not there is a lock release instruction from the driver. If there is a lock release instruction, the process proceeds to S113, and if not, the process proceeds to S115. In S113, the type of unsatisfied content that is the cause of the start of the current stop control is confirmed. Information on the type of the unsatisfied content can be obtained from the ECU that has started the stop control. If the unsuccessful content is related to the driver's state deterioration, the lock release instruction is invalidated and the process proceeds to S115. If the performance of the control system 1 is reduced, the lock release instruction is handled effectively and the process proceeds to S114.

  In S114, the door is unlocked. The target of unlocking may be the individual door designated in S112, all the doors D1 to D4, or the relatively selected vehicle-mounted exit such as the door facing the road shoulder. A door with high security may be used. FIG. 20B is an explanatory diagram schematically showing the processing of S112 to S114.

  The example of FIG. 2 shows a case where the driver issues an unlock instruction in a state where all the doors D1 to D4 are locked. When the stop control is started because the performance of the control system 1 is degraded, the door D2 is unlocked in response to the unlock instruction. On the other hand, when the stop control is started due to the driver's state deterioration, the unlock instruction is invalidated, and the locks of all the doors D1 to D4 are maintained.

  Returning to FIG. In S115, the door is unlocked when a predetermined condition is satisfied. Until the condition is satisfied, the locks of all the doors D1 to D4 are maintained. The unlock condition is, for example, when an approach of an emergency vehicle such as an ambulance or a police vehicle is detected. The approach of the emergency vehicle is determined by the environment recognition result of the ECU 21A based on the detection results of the detection units 31A and 32A, the environment recognition result of the ECU 21B based on the detection results of the detection units 31B and 32B, the vehicle-to-vehicle communication and the road-vehicle communication of the ECU 28B by the communication device 28a. The determination can be made based on the result. The doors to be unlocked may be all the doors D1 to D4.

  As described above, in the present embodiment, when the stop control is started because the performance of the control system 1 is deteriorated, the driver can easily escape from the vehicle V, while the stop control is performed because the state of the driver is deteriorated. Is started, the driver can be kept inside the vehicle V to facilitate protection.

  Note that suppression of door unlocking is not limited to enabling / disabling the lock release instruction as illustrated in FIG. FIGS. 21A and 21B show examples of whether or not unlocking is suppressed.

  FIG. 21A illustrates an example of the door lock control when the stop control is started because the performance of the control system 1 is reduced. When the vehicle V stops in the travel continuation impossible area L0 or the lane L1 adjacent to the travel continuation impossible area L0, the doors D2 and D4 facing the relatively safe portion L0 in response to the unlock instruction are unlocked. . The doors D1 and D3 maintain the lock.

  FIG. 21B illustrates an example of the door lock control in a case where the stop control is started because the driver's state is reduced, and an example in which unlocking is suppressed in the example of FIG. 21A. Is shown. When the vehicle V stops in the travel continuation impossible area L0, the doors D2 and D4 facing the relatively safe portion L0 in response to the lock release instruction are unlocked as in the example of FIG. On the other hand, when the vehicle V stops in the lane L1 adjacent to the traveling continuation impossible area L0, the doors D2 and D4 facing the portion L0 are not unlocked and are kept locked (unlock is suppressed). This considers the possibility that the driver will walk on the lane L1 when getting off.

  There are various other methods for suppressing the unlocking. For example, the doors D1 to D4 to be unlocked may be restricted. In addition, restrictions may be imposed on the traveling state of another vehicle traveling around the vehicle V. For example, when the stop control is started due to the driver's state deterioration, the lock release instruction may be effectively received on the condition that the traffic volume of the other vehicle is lower than the threshold value or that there is no other vehicle. . Further, it may be a time constraint. For example, when the stop control is started due to the driver's state deterioration, the lock release instruction may be effectively received on condition that a certain time has elapsed since the stop of the vehicle V. Further, the state of the door may be notified.

<Third embodiment: Door lock control by measuring suppression time>
In the first embodiment, the door lock control is performed by focusing on the stop mode of the vehicle V at the time of the stop control. However, the door lock control may be performed by focusing on other elements. In the present embodiment, when the stop control is executed, the suppression time is measured, and the unlocking of the door is suppressed until the suppression time has elapsed. By suppressing the unlocking during the transition period, the driver can take a calm action.

  FIG. 22A is a flowchart illustrating an example of a control process of the suppression time by the ECU 26B. In S121, it is determined whether or not the timing to start measuring the suppression time has arrived, and if so, the process proceeds to S122. In S122, measurement of the suppression time is started, and the suppression flag indicating that the suppression time is being set is turned ON. The suppression flag is information whose ON / OFF is updated using a specific storage area of the storage device of the ECU 26B. In S123, it is determined whether or not the suppression time for starting the time measurement in S122 has elapsed, and if it has elapsed, the process proceeds to S124. In S124, the measurement of the suppression time ends, and the suppression flag is turned off.

  The timing to start measuring the suppression time is, for example, one of the start of the stop control, the stop of the vehicle V by the stop control, and the completion of the operation of maintaining the stop of the vehicle V by the stop control. The suppression time can be set to a time sufficient for the driver to monitor the surroundings. For example, a few minutes. The suppression time may be a fixed time or a variable time. When the variable time is used, at least one of the surrounding environment of the vehicle V, the state of the driver, the elapsed time from the start of the stop control to the stop of the vehicle, the state of the vehicle V, and the unsatisfied content that caused the start of the stop control. The length may be set based on one or the other.

  The surrounding environment of the vehicle V may be the running state of the surrounding vehicle based on the detection result of another vehicle. The information can be obtained from the ECUs 21A, 21B, and 28B. For example, when there are many surrounding vehicles, when the speed of the surrounding vehicles is high, and when the surrounding vehicles are close to the vehicle V, the suppression time is set relatively long to more reliably monitor the surroundings of the driver.

  The condition of the driver may be the health condition of the driver. The information can be obtained from the ECU 27B. For example, when the driver is not healthy, the suppression time is set relatively longer than when the driver is healthy, so that the surrounding monitoring of the driver is made more reliable.

  The elapsed time from the start of the stop control to the stop of the vehicle V may be measured by the ECU 26B, or may be measured by the ECU that has started the stop control and acquired from the ECU. For example, when the elapsed time is short, the suppression time is set relatively long to more reliably monitor the surroundings of the driver. Note that, when the measurement of the suppression time is started together with the start of the stop control, the length of the suppression time may vary depending on the stop timing of the vehicle V. For example, if the vehicle V does not stop even after a predetermined reference time of the suppression time has elapsed, the suppression time ends.

  The state of the vehicle V may be, for example, a performance state of some functions of the vehicle V. For example, when the performance of some functions is degraded, the suppression time is relatively shortened, and the driver can escape from the vehicle V quickly.

  Regarding the unsatisfied contents, for example, when the stop control is started due to a decrease in performance of the control system 1, the suppression time is relatively shortened, and when the stop control is started due to a decrease in the state of the driver, the suppression time is increased. Make it relatively long. The former makes it possible for the driver to escape from the vehicle V quickly, and the latter makes it more reliable to monitor the surroundings of the driver.

  FIG. 22B is a flowchart illustrating a control example of the electric door lock device 26a by the ECU 26B in the present embodiment, and is a processing example executed when the stop control is started.

  In S131, it is determined whether or not the vehicle speed of the vehicle V is equal to or lower than a threshold. The vehicle speed can be determined based on the detection results of the rotation speed sensor 39 and the wheel speed sensor 38. In this case, the threshold value is, for example, several km / h. Note that the vehicle V may be stopped as a condition.

  In S132, it is determined whether or not there is a lock release instruction from the driver, and if there is a lock release instruction, the process proceeds to S133. In S133, it is determined whether or not the suppression flag is ON. If the suppression flag is ON, the lock release instruction is invalidated and the process ends. If the suppression flag is OFF, the lock release instruction is effectively handled, and the process proceeds to S134.

  In S134, the door is unlocked. The target of unlocking may be the individual door designated in S132, all the doors D1 to D4, or a relatively selected vehicle such as a door facing the road shoulder when the vehicle is relatively dismounted. A door with high security may be used.

  As described above, in the present embodiment, the unlocking of the door is suppressed during the suppression time, so that the driver can have sufficient time to monitor the surroundings and can avoid getting off the vehicle in a state where the surroundings monitoring is insufficient. Note that the suppression of the unlocking of the door is not limited to the activation / inactivation of the unlock instruction, and the example of the example of the presence or absence of the inhibition of the unlocking illustrated in FIGS. 21A and 21B described in the second embodiment. Thus, unlocking may be permitted even during suppression.

<Summary of Embodiment>
1. The vehicle of the above embodiment is
Door lock control means (for example, 1,26B) for controlling lock and unlock of a vehicle door (for example, D1-D4),
Operation control means for executing stop control to decelerate and stop the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, 1, 20A, 21A, 21B),
(E.g., V)
When the stop control is executed, the door lock control unit controls locking and unlocking of the door based on a stop mode of the vehicle in the stop control (for example, FIGS. 13 to 19).

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to provide a control technique relating to door lock / unlock according to the state of the vehicle at the time of stop control.

2. In the above embodiment,
The stop mode includes at least a stop target position or a stop completion position of the vehicle in the stop control.

  More rapid unlocking is possible based on the stop target position, and more appropriate unlocking door selection is possible based on the stop completion position.

3. In the above embodiment,
The vehicle includes a driver-side door (e.g., D1), a passenger-side door (e.g., D2),
In the case of the stop control, when the peripheral road surface on which the vehicle travels includes a travel continuable area (for example, L1-L3) and a travel continuation impossible area (for example, L0),
The door facing or near the travel continuation area is locked,
The door facing or near the travel continuation disabled area is unlocked.

  According to this embodiment, the safety at the time of the driver getting off the vehicle can be improved.

4. The vehicle of the above embodiment is
Further comprising other vehicle detection means for detecting other vehicles traveling around the vehicle (for example, 31A, 31B, 32A, 32B, 28a),
When the stop control is executed, the door lock control unit controls locking and unlocking of the door based on the stop mode and a detection result of the other vehicle detection unit (for example, FIG. 17).

  According to this embodiment, it is possible to perform door lock control in consideration of the traveling state of another vehicle.

5. In the above embodiment,
The vehicle includes a driver-side door (e.g., D1), a passenger-side door (e.g., D2),
The door lock control means,
When the traveling state of the other vehicle based on the detection result of the other vehicle detection unit satisfies a predetermined getting-off safety standard, at least a part of the doors is unlocked,
If the traveling state of the other vehicle based on the detection result of the other vehicle detecting means does not satisfy the getting-off safety standard, the door on the driver's seat side and the door on the passenger's seat side are locked.

  According to this embodiment, the safety at the time of the driver getting off the vehicle can be improved.

6. In the above embodiment,
The vehicle further includes a notifying unit (for example, 26a, 44B) for notifying the driver of at least one of the locked state and the unlocked state of the door.

  According to this embodiment, the driver can easily recognize the door state.

7. In the above embodiment,
The vehicle includes a driver-side door (e.g., D1), a passenger-side door (e.g., D2),
The notifying unit notifies the driver when the locked and unlocked states of the driver's seat side door and the passenger's seat side door are different (for example, FIGS. 15A and 15B).

  According to this embodiment, driver confusion can be avoided.

8. The vehicle of the above embodiment is
Further provided is a state detecting means for detecting the state of the driver (for example, 27a),
When the stop control is executed, the door lock control unit controls the locking and unlocking of the door based on the stop mode and the detection result of the state detection unit (for example, FIG. ).

  According to this embodiment, it is possible to perform door lock control in consideration of the driver's health condition.

9. In the above embodiment,
The door lock control means,
When it is determined that the driver is sound based on the detection result, the locking and unlocking of the door is controlled based on the stop mode,
If it is determined that the driver is not healthy based on the detection result, the door is locked.

  According to this embodiment, the safety of the driver can be improved.

10. The vehicle of the above embodiment is
Further provided is a state detecting means for detecting the state of the driver (for example, 27a),
When a driver issues an unlock instruction to the locked door, the door lock control unit determines whether or not to unlock the door based on the detection result of the state detection unit ( For example, FIG. 19 (B)).

  According to this embodiment, it is possible to respond to the lock release instruction while considering the health condition of the driver.

11. In the above embodiment,
The door lock control means,
When it is determined that the driver is sound based on the detection result, the door is unlocked in response to the unlock instruction,
If it is determined that the driver is not healthy based on the detection result, the driver does not respond to the lock release instruction.

  According to this embodiment, the safety of the driver can be improved.

12. The vehicle of the above embodiment is
Door lock control means (for example, 1,26B) for controlling lock and unlock of a vehicle door (for example, D1-D4),
Operation control means for executing stop control to decelerate and stop the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, 1, 20A, 21A, 21B),
(E.g., V)
The predetermined traveling continuation conditions include a first condition relating to the performance of the vehicle, and a second condition relating to the state of the driver,
The door lock control means, when the stop control is started due to the failure of the second condition, than when the stop control is started due to the failure of the first condition, after the start of the stop control The unlocking of the door is suppressed (for example, FIG. 20 (A)).

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to improve the safety of a driver whose health condition is not good.

13. The vehicle of the above embodiment is
Emergency vehicle detection means for detecting the approach of the emergency vehicle (e.g., 31A, 31B, 32A, 32B, 28a) further comprises,
The door lock control means unlocks the door when the emergency vehicle detection means detects the approach of the emergency vehicle after the vehicle is stopped by the stop control (for example, S115).

  According to this embodiment, the driver can quickly get off the vehicle when an emergency vehicle arrives.

14． The vehicle of the above embodiment is
Door lock control means (for example, 1,26B) for controlling lock and unlock of a vehicle door (for example, D1-D4),
Operation control means for executing stop control to decelerate and stop the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, 1, 20A, 21A, 21B),
(E.g., V)
The door lock control means can execute an automatic release control to unlock the door when a stop maintaining operation for mechanically maintaining the stop of the vehicle is performed (for example, S87, S88) ,
The execution of the automatic release control is more suppressed when the vehicle is stopped by the stop control than when the vehicle is stopped without using the stop control.

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, the automatic release control can be suppressed during the stop control to improve the driver's safety.

15. The vehicle of the above embodiment is
Door lock control means (1,26B, for example) for controlling locking and unlocking of a vehicle door (for example, D1-D4),
Operation control means for executing stop control to decelerate and stop the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, 1, 20A, 21A, 21B),
(E.g., V)
The door lock control means measures the suppression time when the stop control is executed, and suppresses the unlocking of the door until the suppression time elapses (for example, FIGS. 22A and 22B).

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to secure time for the driver to monitor the surroundings during the stop control, thereby improving the safety.

16. In the above embodiment,
The suppression time may be any one of the start of the stop control, the stop of the vehicle by the stop control, or the operation of a mechanism for mechanically maintaining the stop of the vehicle after the stop of the vehicle by the stop control. It is timed.

  By measuring the time from these timings, it becomes easier for the driver to appropriately secure time for monitoring the surroundings.

17. In the above embodiment,
The suppression time is the surrounding environment of the vehicle, the state of the driver of the vehicle, the elapsed time from the start of the stop control to the stop of the vehicle, the state of the vehicle, the content of the failure of the predetermined traveling continuation condition, Is the time for which the length is set based on at least one of the above.

  According to this embodiment, it is possible to ensure a sufficient time for the driver to monitor the surroundings according to the situation during the stop control.

18. The control method of the above embodiment is as follows.
A control method of a vehicle (for example, V),
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, FIGS. 6 to 10),
When the stop control is executed, based on a stop mode of the vehicle in the stop control, a door lock control step of controlling lock and unlock of a door of the vehicle (for example, FIGS. 13 to 19), Prepare.

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to provide a control technique relating to door lock / unlock according to the state of the vehicle at the time of stop control.

19. The control method of the above embodiment is as follows.
A control method of a vehicle (for example, V),
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, FIGS. 6 to 10),
When the stop control is performed, a door lock control step of controlling lock and unlock of the door of the vehicle (for example, FIG. 20 (A)),
The predetermined traveling continuation conditions include a first condition relating to the performance of the vehicle, and a second condition relating to the state of the driver,
In the door lock control step, when the stop control is started because the second condition is not satisfied, the stop control is started after the stop control is started, compared to when the stop control is started because the first condition is not satisfied. Suppress unlocking of the door.

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to improve the safety of a driver whose health condition is not good.

20. The control method of the above embodiment is as follows.
A control method of a vehicle (for example, V),
When a stop maintaining operation for mechanically maintaining the stop of the vehicle is performed, an automatic release control step of unlocking the vehicle door (e.g., S87, S88),
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, FIGS. 6 to 10),
The execution of the automatic release control step is more suppressed when the vehicle is stopped by the stop control than when the vehicle is stopped without using the stop control.

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, the automatic release control can be suppressed during the stop control to improve the driver's safety.

21. The control method of the above embodiment is as follows.
A control method of a vehicle (for example, V),
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle (for example, FIGS. 6 to 10),
A door lock control step of measuring a suppression time when the stop control is executed and suppressing unlocking of the vehicle door until the suppression time elapses (for example, FIGS. 22A and 22B). Prepare.

  According to this embodiment, it is possible to provide a control technique relating to door lock / unlock, which ensures both driver safety and getting off the vehicle. In particular, it is possible to secure time for the driver to monitor the surroundings during the stop control, thereby improving the safety.

V vehicle, 1 vehicle control system, 1A control device, 1B control device, 20A ECU, 21A ECU, 21B ECU, 26B ECU D1 to D4 door

Claims (21)

Door lock control means for controlling locking and unlocking of a vehicle door;
An operation control unit that executes stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A vehicle with
When the stop control is executed, the door lock control unit controls locking and unlocking of the door based on a stop mode of the vehicle in the stop control.
A vehicle characterized in that: The vehicle according to claim 1,
The stop mode includes at least a stop target position or a stop completion position of the vehicle in the stop control,
A vehicle characterized in that: The vehicle according to claim 1,
The vehicle includes a driver side door, a passenger side door,
In the case of the stop control, when the peripheral road surface on which the vehicle travels includes a travel continuation possible area and a travel continuation impossible area, the door lock control unit includes:
The door facing or near the travel continuation area is locked,
The door facing or close to the travel continuation impossible area is unlocked,
A vehicle characterized in that: The vehicle according to claim 1,
Further comprising other vehicle detection means for detecting other vehicles traveling around the vehicle,
The door lock control unit, when the stop control is executed, controls lock and unlock of the door based on the stop mode and a detection result of the other vehicle detection unit,
A vehicle characterized in that: The vehicle according to claim 4,
The vehicle includes a driver side door, a passenger side door,
The door lock control means,
When the traveling state of the other vehicle based on the detection result of the other vehicle detection unit satisfies a predetermined getting-off safety standard, at least a part of the doors is unlocked,
When the traveling state of the other vehicle based on the detection result of the other vehicle detection unit does not satisfy the getting-off safety standard, the driver-side door and the passenger-side door are locked.
A vehicle characterized in that: The vehicle according to claim 1,
The vehicle further includes a notifying unit that notifies a driver of at least one of a locked state and an unlocked state of the door,
A vehicle characterized in that: The vehicle according to claim 6,
The vehicle includes a driver side door, a passenger side door,
The notifying unit notifies the driver when the locked and unlocked states of the driver's seat side door and the passenger's seat side door are different,
A vehicle characterized in that: The vehicle according to claim 1,
Further provided is a state detecting means for detecting a state of the driver,
The vehicle, wherein the door lock control unit controls locking and unlocking of the door based on the stop mode and a detection result of the state detection unit when the stop control is executed. . The vehicle according to claim 8, wherein
The door lock control means,
When it is determined that the driver is sound based on the detection result, the locking and unlocking of the door is controlled based on the stop mode,
When it is determined that the driver is not sound based on the detection result, the door is locked.
A vehicle characterized in that: The vehicle according to claim 1,
Further provided is a state detecting means for detecting a state of the driver,
When a driver issues a lock release instruction to the locked door, the door lock control unit determines whether to unlock the door based on a detection result of the state detection unit.
A vehicle characterized in that: The vehicle according to claim 10,
The door lock control means,
When it is determined that the driver is sound based on the detection result, the door is unlocked in response to the unlock instruction,
If it is determined that the driver is not healthy based on the detection result, do not respond to the unlock instruction,
A vehicle characterized in that: Door lock control means for controlling locking and unlocking of a vehicle door;
An operation control unit that executes stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A vehicle with
The predetermined traveling continuation conditions include a first condition relating to the performance of the vehicle, and a second condition relating to the state of the driver,
The door lock control means, when the stop control is started due to the failure of the second condition, than when the stop control is started due to the failure of the first condition, after the start of the stop control Suppressing unlocking of the door,
A vehicle characterized in that: The vehicle according to claim 12,
Further provided is an emergency vehicle detection means for detecting the approach of the emergency vehicle,
The door lock control unit unlocks the door when the emergency vehicle detection unit detects the approach of the emergency vehicle after the vehicle is stopped by the stop control,
A vehicle characterized in that: Door lock control means for controlling locking and unlocking of a vehicle door;
An operation control unit that executes stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A vehicle with
The door lock control means can execute automatic release control to unlock the door when a stop maintaining operation for mechanically maintaining the stop of the vehicle is performed,
The execution of the automatic release control is more suppressed when the vehicle is stopped by the stop control than when the vehicle is stopped without using the stop control.
A vehicle characterized in that: Door lock control means for controlling locking and unlocking of a vehicle door;
An operation control unit that executes stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A vehicle with
The door lock control means measures a suppression time when the stop control is executed, and suppresses unlocking of the door until the suppression time elapses.
A vehicle characterized in that: The vehicle according to claim 15, wherein
The suppression time may be any one of the start of the stop control, the stop of the vehicle by the stop control, or the operation of a mechanism for mechanically maintaining the stop of the vehicle after the stop of the vehicle by the stop control. Timed,
A vehicle characterized in that: The vehicle according to claim 15, wherein
The suppression time is the surrounding environment of the vehicle, the state of the driver of the vehicle, the elapsed time from the start of the stop control to the stop of the vehicle, the state of the vehicle, the content of the failure of the predetermined traveling continuation condition, Is a time whose length is set based on at least one of
A vehicle characterized in that: A method for controlling a vehicle, comprising:
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
When the stop control is executed, the vehicle further includes a door lock control step of controlling lock and unlock of a door of the vehicle based on a stop mode of the vehicle in the stop control.
A control method characterized in that: A method for controlling a vehicle, comprising:
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A door lock control step of controlling locking and unlocking of a door of the vehicle when the stop control is performed,
The predetermined traveling continuation conditions include a first condition relating to the performance of the vehicle, and a second condition relating to the state of the driver,
In the door lock control step, when the stop control is started because the second condition is not satisfied, the stop control is started after the stop control is started, compared to when the stop control is started because the first condition is not satisfied. Suppressing unlocking of the door,
A control method characterized in that: A method for controlling a vehicle, comprising:
When a stop maintaining operation for mechanically maintaining the stop of the vehicle is performed, an automatic release control step of unlocking the vehicle door,
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle,
The execution of the automatic release control step is more suppressed when the vehicle is stopped by the stop control than when the vehicle is stopped without using the stop control.
A control method characterized in that: A method for controlling a vehicle, comprising:
An operation control step of executing stop control for decelerating and stopping the vehicle when a predetermined traveling continuation condition is not satisfied during traveling of the vehicle;
A door lock control step of measuring a suppression time when the stop control is executed, and suppressing unlocking of the vehicle door until the suppression time elapses.
A control method characterized in that:

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