JP7010992B2 - Vehicle control systems, vehicle control methods, and vehicle control programs - Google Patents

Description

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

In recent years, research has been conducted on technology that automatically controls at least one of acceleration / deceleration and steering of the vehicle so that the vehicle travels along the route to the destination (hereinafter referred to as "automatic driving"). It is being advanced. In connection with this, when switching the driving mode between the automatic driving mode and the manual driving mode, a vehicle driving support device that makes the reclining angle in the automatic driving mode larger than the reclining angle of the driver's seat in the manual driving mode (See, for example, Patent Document 1). In Patent Document 1, it is possible to easily understand the switching of the operation mode by changing the reclining angle of the seat when the mode is changed to the automatic operation mode.
On the other hand, depending on the degree of automatic driving, vehicle control is automatically performed, so that the occupant does not need to operate the operation unit of the vehicle and can take his / her hand off the steering wheel.

International Publication No. 2015/011866

However, depending on the degree of autonomous driving, the occupant can take his hand off the steering wheel, but depending on the degree of autonomous driving, by providing an environment where the arm can rest, the occupant can be more in the vehicle. It is desirable to be able to provide a comfortable space.

The present invention has been made in view of such circumstances, and an object thereof is a vehicle control system, a vehicle control method, and a vehicle capable of providing an environment in which an occupant can rest his / her arms according to the degree of automatic driving. It is to provide a control program.

The invention according to claim 1 is an automatic driving control unit (120) that automatically controls at least one of acceleration / deceleration and steering of a vehicle without changing the position of the seat and the angle of the seat. It is a vehicle control system (100) including a position control unit (172) that expands and contracts the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of driving.

According to the second aspect of the present invention, in the vehicle control system according to the first aspect, when the position control unit transitions from a state in which the degree of automatic driving is high to a state in which the degree of automatic driving is low, the tip side portion of the armrest is used. The vehicle is moved from the second position, which is more than a predetermined distance from the steering wheel, to the first position, which is separated by the predetermined distance.

The invention according to claim 3 is the vehicle control system according to claim 2, wherein the position control unit is based on a detection signal obtained from a sensor that detects that the steering wheel is gripped by an occupant. When it is detected that the steering wheel is gripped by the occupant, the tip side portion is moved from the first position to the second position.

The invention according to claim 4 is the vehicle control system according to claim 2 or 3, wherein the position control unit is at least one until the tip side portion is moved from the second position to the first position. During the period of the portion, the height of the tip side portion is moved downward and then moved upward.

The invention according to claim 5 is the vehicle system according to any one of claims 2 to 4, wherein the armrests are provided on the right side and the left side of the seat, respectively, and the position control unit is the same. During a part of the period from the second position to the movement to the first position, the positions of the tip side portions are moved so as to approach each other.

The invention according to claim 6 is an automatic driving control unit in which an in-vehicle computer automatically controls at least one of acceleration / deceleration and steering of a vehicle, and is in any of a plurality of modes having different degrees of automatic driving. Performs automatic driving control Performs automatic driving control, and expands and contracts the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of automatic driving without changing the position of the seat and the angle of the seat. The method.

The invention according to claim 7 is an automatic driving control unit that automatically controls at least one of acceleration / deceleration and steering of a vehicle on an in-vehicle computer, and is in any of a plurality of modes having different degrees of automatic driving. Performs automatic driving control Performs automatic driving control, and executes processing to expand and contract the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of automatic driving without changing the position of the seat and the angle of the seat. It is a vehicle control program to make it.

According to the inventions of claims 1, 6 and 7, the length of the armrest of the seat on which the occupant of the vehicle is seated is expanded or contracted according to the degree of automatic driving. Accordingly, it is possible to provide an environment in which the occupants can rest their arms.

According to the second aspect of the present invention, the tip side portion of the armrest can be brought closer to the steering wheel when the degree of automatic driving changes from a high state to a low state. As a result, by bringing the arm mounted on the armrest closer to the steering wheel, it is possible to provide an environment in which the occupant can easily grip the steering wheel.

According to the third aspect of the present invention, when it is detected that the steering wheel is gripped by an occupant, the tip end side portion of the armrest can be moved so as to be separated from the vicinity of the steering wheel. As a result, the position of the armrest can be returned to a position that does not interfere with the operation of the occupant's steering wheel without the occupant's operation.

According to the invention of claim 4, when the tip side portion of the armrest is brought closer to the position close to the steering wheel, the height of the tip end side portion of the armrest on which the occupant's arm is placed is lowered once and then returned upward. Therefore, after extending the occupant's arm, it can be moved closer to the steering wheel.

According to the fifth aspect of the present invention, when the steering wheel is gripped, the armrests on the right side and the left side of the seat can be moved so as to approach each other until they are brought close to the steering wheel. As a result, the position of the arms can be changed so that the distance between the arms of the occupant, which is about the width of the shoulder, is close to the diameter of the steering wheel. Therefore, the occupant's arm can be guided to a position where the steering wheel can be more easily gripped.

It is a figure which shows the component of the vehicle which carries out the vehicle control system 100 of an embodiment. It is a functional block diagram centering on a vehicle control system 100. It is a block diagram of HMI70. It is a figure which shows the mode that the relative position of the own vehicle M with respect to the traveling lane L1 is recognized by the own vehicle position recognition unit 140. It is a figure which shows an example of the action plan generated for a certain section. It is a figure which shows an example of the structure of the trajectory generation part 146. It is a figure which shows an example of the candidate of the orbit generated by the orbit candidate generation part 146B. It is a figure which represented the candidate of the orbit generated by the orbit candidate generation part 146B by the orbit point K. It is a figure which shows the lane change target position TA. It is a figure which shows the speed generation model when the speed of three peripheral vehicles is assumed to be constant. It is a figure for demonstrating the armrest in the own vehicle M. It is a figure explaining the 2nd state of the armrest main body 88A. It is a figure which shows the case where the arm of the vehicle occupant P is put on the armrest main body 88A in the case where the armrest main body 88A is in the 2nd state. It is a figure which shows the state which the arm of the vehicle occupant P is rested on the armrest upper part 88A1 in the 1st state. It is a figure which shows the 3rd state of the armrest main body 88A. It is a figure which shows the 4th state of the armrest main body 88A. It is a figure which shows an example of the structure of the HMI control unit 170. It is a data table showing an example of migration order data. It is a flowchart which shows the 1st Embodiment of the HMI control processing.

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

<Common configuration>
FIG. 1 is a diagram showing components of a vehicle (hereinafter, referred to as own vehicle M) on which the vehicle control system 100 of the embodiment is mounted. The vehicle on which the vehicle control system 100 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, which is powered by an internal combustion engine such as a diesel engine or a gasoline engine, or an electric vehicle powered by an electric motor. , Includes hybrid vehicles that combine an internal combustion engine and an electric motor. Electric vehicles are driven using, for example, power discharged by batteries such as secondary batteries, hydrogen fuel cells, metal fuel cells, alcohol fuel cells and the like.

As shown in FIG. 1, the own vehicle M includes sensors such as a finder 20-1 to 20-7, a radar 30-1 to 30-6, a camera (imaging unit) 940, and a navigation device (display unit) 50. And the vehicle control system 100 are installed.

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

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

Hereinafter, when the finder 20-1 to 20-7 are not particularly distinguished, it is simply described as "finder 20", and when the radar 30-1 to 30-6 are not particularly distinguished, it is simply described as "radar 30". The radar 30 detects an object by, for example, an FM-CW (Frequency Modulated Continuous Wave) method.

The camera 40 is, for example, a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 40 is attached to the upper part of the front windshield, the back surface of the rear-view mirror, and the like. The camera 40 periodically and repeatedly images the front of the own vehicle M, for example. The camera 40 may be a stereo camera including a plurality of cameras.

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

FIG. 2 is a functional configuration diagram centered on the vehicle control system 100. The own vehicle M includes a detection device DD including a finder 20, a radar 30, a camera 40, etc., a navigation device 50, a communication device 55, a vehicle sensor 60, an HMI (Human Machine Interface) 70, and a vehicle control system. A 100, a traveling driving force output device 200, a steering device 210, and a braking device 220 are mounted. These devices and devices are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The vehicle control system in the claims does not only refer to the "vehicle control system 100", but may include configurations other than the vehicle control system 100 (detection device DD, HMI 70, etc.).

The navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 50 identifies the position of the own vehicle M by the GNSS receiver, and derives a route from that position to the destination specified by the user. The route derived by the navigation device 50 is provided to the target lane determination unit 110 of the vehicle control system 100. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. Further, the navigation device 50 provides guidance on the route to the destination by voice or navigation display. The configuration for specifying the position of the own vehicle M may be provided independently of the navigation device 50. Further, the navigation device 50 may be realized by the function of a terminal device such as a smartphone or a tablet terminal owned by the user, for example. In this case, information is transmitted and received between the terminal device and the vehicle control system 100 by wireless or wired communication.

The communication device 55 performs wireless communication using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like. The communication device 55 can acquire traffic information (for example, traffic jam information), weather information, and the like from, for example, an external device connected by wireless communication.

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

FIG. 3 is a block diagram of the HMI 70. The HMI 70 includes, for example, a configuration of a driving operation system and a configuration of a non-driving operation system. These boundaries are not clear, and the configuration of the driving operation system may include the functions of the non-driving operation system (or vice versa). Further, these driving operation systems are an example of an operation receiving unit that accepts the operation of the vehicle occupant (occupant) of the own vehicle M. Further, the non-operation operation system includes an interface device.

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

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

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

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

The steering wheel 78 is an operator for receiving a turning instruction by a vehicle occupant. The steering steering angle sensor 79 detects the operating angle of the steering wheel 78, and outputs a steering steering angle signal indicating the detection result to the vehicle control system 100. The steering torque sensor 80 detects the torque applied to the steering wheel 78, and outputs a steering torque signal indicating the detection result to the vehicle control system 100. As control for the steering wheel 78, an operating reaction force may be output to the steering wheel 78 by outputting torque to the steering shaft, for example, by a reaction force motor or the like.

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

The HMI 70 has, for example, a display device (display unit) 82, a speaker 83, a contact operation detection device 84, a content reproduction device 85, various operation switches 86, a seat 88, and a seat drive device 89 as a configuration of a non-operation operation system. , The window glass 90, the window drive device 91, and the vehicle interior camera (imaging unit) 95.

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

The content playback device 85 includes, for example, a DVD (Digital Versatile Disc) playback device, a CD (Compact Disc) playback device, a television receiver, a generation device for various guide images, and the like. The display device 82, the speaker 83, the contact operation detection device 84, and the content reproduction device 85 may be partially or wholly configured in common with the navigation device 50. The display device 82, the speaker 83, the content reproduction device 85, and the navigation device 50 described above are all examples of the interface device, but are not limited thereto.

The various operation switches 86 are arranged at arbitrary positions in the vehicle interior. The various operation switches 86 include an automatic operation changeover switch 87 that instructs the start (or future start) and stop of the automatic operation. The automatic operation changeover switch 87 may be either a GUI (Graphical User Interface) switch or a mechanical switch. Further, the various operation switches 86 may include a switch for driving the seat drive device 89 and the window drive device 91.

The seat 88 is a seat on which a vehicle occupant sits. The seat drive device 89 freely drives the reclining angle, the position in the front-rear direction, the yaw angle, and the like of the seat 88. Further, the seat drive device 89 changes the angle and position of the armrest of the seat 88. The window glass 90 is provided on each door, for example. The window drive device 91 opens and closes the window glass 90.

The vehicle interior camera 95 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The vehicle interior camera 95 is attached to a rear-view mirror, a steering boss, an instrument panel, or the like at a position where at least the head (including the face) of a vehicle occupant who performs a driving operation can be imaged. The vehicle interior camera 95, for example, periodically and repeatedly captures a vehicle occupant.

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

The traveling driving force output device 200 outputs a traveling driving force (torque) for the vehicle to travel to the drive wheels. The traveling driving force output device 200 includes, for example, an engine, a transmission, and an engine ECU (Electronic Control Unit) that controls the engine when the own vehicle M is a vehicle powered by an internal combustion engine, and the own vehicle M has an engine ECU (Electronic Control Unit). In the case of an electric vehicle powered by an electric motor, a motor ECU for controlling a traveling motor and a traveling motor is provided, and when the own vehicle M is a hybrid vehicle, an engine, a transmission, and an engine ECU and a traveling motor and It is equipped with a motor ECU. When the traveling driving force output device 200 includes only the engine, the engine ECU adjusts the throttle opening, the shift stage, and the like of the engine according to the information input from the traveling control unit 160 described later. When the traveling driving force output device 200 includes only a traveling motor, the motor ECU adjusts the duty ratio of the PWM signal given to the traveling motor according to the information input from the traveling control unit 160. When the traveling driving force output device 200 includes an engine and a traveling motor, the engine ECU and the motor ECU cooperate with each other to control the traveling driving force according to the information input from the traveling control unit 160.

The steering device 210 includes, for example, a steering ECU and an electric motor. The electric motor, for example, exerts a force on the rack and pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor according to the information input from the vehicle control system 100, or the information of the steering steering angle or the steering torque input, and changes the direction of the steering wheel.

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

[Vehicle control system]
Hereinafter, the vehicle control system 100 will be described. The vehicle control system 100 is implemented, for example, by one or more processors or hardware having equivalent functions. The vehicle control system 100 is configured by combining a processor such as a CPU (Central Processing Unit), a storage device, an ECU (Electronic Control Unit) to which a communication interface is connected by an internal bus, an MPU (Micro-Processing Unit), or the like. May be.

Returning to FIG. 2, the vehicle control system 100 includes, for example, a target lane determination unit 110, an automatic driving control unit 120, a travel control unit 160, an HMI control unit 170, and a storage unit 180. The automatic driving control unit 120 includes, for example, an automatic driving mode control unit 130, a vehicle position recognition unit 140, an outside world recognition unit 142, an action plan generation unit 144, a track generation unit 146, and a switching control unit 150. Be prepared. A part or all of the target lane determination unit 110, each unit of the automatic driving control unit 120, and the travel control unit 160 is realized by executing a program (software) by the processor. Further, some or all of these may be realized by hardware such as LSI (Large Scale Integration) or ASIC (Application Specific Integrated Circuit), or may be realized by a combination of software and hardware.

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

The target lane determination unit 110 is realized by, for example, an MPU. The target lane determination unit 110 divides the route provided by the navigation device 50 into a plurality of blocks (for example, divides the route into 100 [m] units with respect to the vehicle traveling direction), and refers to the high-precision map information 182 for each block. Determine the target lane. The target lane determination unit 110 determines, for example, which lane from the left to drive. The target lane determination unit 110 determines the target lane so that the own vehicle M can travel on a reasonable travel route for traveling to the branch destination, for example, when a branch point, a merging point, or the like exists in the route. .. The target lane determined by the target lane determination unit 110 is stored in the storage unit 180 as the target lane information 184.

The high-precision map information 182 is map information with higher accuracy than the navigation map included in the navigation device 50. The high-precision map information 182 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the high-precision map information 182 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as highways, toll roads, national roads, and prefectural roads, the number of lanes of the road, the width of each lane, the slope of the road, and the position of the road (longitudinal, latitude, height). Information such as the curvature of the curve of the lane, the position of the merging and branching points of the lane, the sign provided on the road, etc. is included. Traffic regulation information includes information that lanes are blocked due to construction work, traffic accidents, traffic jams, and the like.

The automatic driving control unit 120 automatically controls at least one of acceleration / deceleration and steering of the own vehicle M so that the own vehicle M travels along the route to the destination. Further, the automatic operation control unit 120 performs automatic operation control in any of a plurality of modes having different degrees of automatic operation. The degree of automatic driving is, for example, the degree of the obligation related to driving of the vehicle (hereinafter, also simply referred to as "obligation related to driving") required for the vehicle occupant of the own vehicle M, and the operation of the vehicle occupant is accepted and information is output. One or both of the degree of operation tolerance of the HMI 70 to each interface device.

The automatic operation mode control unit 130 determines the mode of automatic operation carried out by the automatic operation control unit 120. The mode of automatic operation in the present embodiment includes the following modes. The following is just an example, and the number of automatic operation modes and the mode contents may be arbitrarily determined.

[First mode]
The first mode is a mode having the highest degree of automatic operation as compared with other modes. When the first mode is implemented, all vehicle controls such as complicated merging control are automatically performed, so that the vehicle occupants are not obliged to drive. For example, the vehicle occupant does not need to monitor the surroundings and the state of the own vehicle M (there is no obligation to monitor the surroundings required by the vehicle occupants). Further, the vehicle occupant does not need to operate the accelerator pedal, the brake pedal, the steering, etc. (the driving operation obligation required by the vehicle occupant does not occur), and may pay attention to other than driving the vehicle.

Here, as an example of the first mode, there is a traffic jam follow-up mode (low-speed follow-up mode) that follows the vehicle in front when there is a traffic jam. In the first mode, safe automatic driving can be realized by following a vehicle in front on a congested highway such as TJP (Traffic Jam Pilot), and TJP ends when the traffic jam is resolved. .. The elimination of the traffic congestion can be determined, for example, when the traveling speed of the own vehicle M becomes a predetermined speed or more (for example, 40 km / h or more), but the congestion is not limited to this. For example, it may be detected that the traffic jam has been resolved by receiving the traffic information (traffic jam information) from the external device by the communication device 55. In addition, the first mode may be switched to another mode at the timing when TJP ends, but the mode is switched after a predetermined time when TJP ends or when the speed reaches a speed faster than the speed at which TJP ends. May be good. The first mode is a mode in which the operation tolerance of each interface device (non-operation operation system) of the HMI 70 is the highest as compared with the other modes.

[Second mode]
The second mode is a mode in which the degree of automatic operation is the second highest after the first mode. When the second mode is implemented, all vehicle control is automatically performed in principle, but the driving operation of the own vehicle M is entrusted to the vehicle occupants depending on the situation (compared to the first mode, the vehicle driving is related). Obligations increase). Therefore, the vehicle occupant needs to monitor the surroundings and the state of the own vehicle M and pay attention to the driving of the vehicle (the duty regarding the vehicle driving increases as compared with the first mode). The second mode is a mode in which the operation tolerance of each interface device (non-operation operation system) of the HMI 70 is lower than that of the first mode.

[Third mode]
The third mode is the mode in which the degree of automatic operation is the second highest after the second mode. When the third mode is implemented, the vehicle occupant needs to perform a confirmation operation according to the situation on the HMI 70 (the duty regarding vehicle operation increases as compared with the second mode). In the third mode, for example, when the vehicle occupant is notified of the lane change timing and the vehicle occupant performs an operation instructing the HMI 70 to change lanes, the lane change is automatically performed. Therefore, it is necessary for the vehicle occupant to monitor the surroundings and the state of the own vehicle M (the obligation regarding vehicle driving increases as compared with the second mode). The third mode is a mode in which the operation tolerance of each interface device (non-operation operation system) of the HMI 70 is lower than that of the second mode.

The automatic driving mode control unit 130 sets the automatic driving mode (driving mode) based on the operation of the vehicle occupant with respect to the HMI 70, the event determined by the action plan generation unit 144, the driving mode determined by the track generation unit 146, and the like. decide. The operation mode may include a manual operation mode. When considering that the manual operation mode is included as one of the automatic operation modes, the manual operation mode is a mode having the highest degree of automatic operation next to the third mode, that is, a mode having the lowest degree of automatic operation.
The determined automatic operation mode (mode information) is notified to the HMI control unit 170. Further, the automatic driving mode may be set to a limit according to the performance of the detection device DD of the own vehicle M and the like. For example, if the performance of the detection device DD is low, the first mode may not be implemented.

In any of the automatic operation modes, it is possible to switch (override) to the manual operation mode by operating the configuration of the operation operation system in the HMI 70. The override includes, for example, when the operation of the HMI 70 by the vehicle occupant of the own vehicle M continues for a predetermined time or longer, a predetermined operation change amount (for example, the accelerator opening of the accelerator pedal 71, the brake depression amount of the brake pedal 74, etc.). It is started when the steering angle of the steering wheel 78) or more, or when the operation for the driving operation system is performed a predetermined number of times or more.

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

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

FIG. 4 is a diagram showing how the own vehicle position recognition unit 140 recognizes the relative position of the own vehicle M with respect to the traveling lane L1. The own vehicle position recognition unit 140 is formed on, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the central CL of the traveling lane and the central CL of the traveling lane in the traveling direction of the own vehicle M. The angle θ is recognized as the relative position of the own vehicle M with respect to the traveling lane L1. Instead of this, the own vehicle position recognition unit 140 recognizes the position of the reference point of the own vehicle M with respect to any side end of the own lane L1 as the relative position of the own vehicle M with respect to the traveling lane. May be good. The relative position of the own vehicle M recognized by the own vehicle position recognition unit 140 is provided to the action plan generation unit 144.

The outside world recognition unit 142 recognizes the positions, speeds, accelerations, and the like of peripheral vehicles based on the information input from the finder 20, the radar 30, the camera 40, and the like. The peripheral vehicle is, for example, a vehicle traveling around the own vehicle M and traveling in the same direction as the own vehicle M. The position of the peripheral vehicle may be represented by a representative point such as the center of gravity or a corner of the other vehicle, or may be represented by a region represented by the outline of the other vehicle. The "state" of the peripheral vehicle may include the acceleration of the peripheral vehicle and whether or not the vehicle is changing lanes (or whether or not the vehicle is trying to change lanes), which is grasped based on the information of the various devices. Further, the outside world recognition unit 142 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects in addition to peripheral vehicles.

The action plan generation unit 144 sets the start point of the automatic driving and / or the destination of the automatic driving. The starting point of the automatic driving may be the current position of the own vehicle M, or may be a point where an operation for instructing the automatic driving is performed. The action plan generation unit 144 generates an action plan in the section between the starting point and the destination of the automatic driving. Not limited to this, the action plan generation unit 144 may generate an action plan for any section.

An action plan consists of, for example, a plurality of events that are executed sequentially. The events include, for example, a deceleration event for decelerating the own vehicle M, an acceleration event for accelerating the own vehicle M, a lane keeping event for driving the own vehicle M so as not to deviate from the driving lane, and a lane change event for changing the driving lane. , An overtaking event that causes the own vehicle M to overtake the vehicle in front, a branch event that causes the own vehicle M to change to the desired lane at the branch point, or to drive the own vehicle M so as not to deviate from the current driving lane, to join the main lane. This includes a merging event in which the own vehicle M is accelerated / decelerated in the merging lane to change the traveling lane, a handover event in which the automatic driving mode is changed to the manual driving mode at the scheduled end point of the automatic driving, and the like. The action plan generation unit 144 sets a lane change event, a branch event, or a merging event at a place where the target lane determined by the target lane determination unit 110 is switched. The information indicating the action plan generated by the action plan generation unit 144 is stored in the storage unit 180 as the action plan information 186.

FIG. 5 is a diagram showing an example of an action plan generated for a certain section. As shown in FIG. 5, the action plan generation unit 144 generates an action plan necessary for the own vehicle M to travel on the target lane indicated by the target lane information 184. The action plan generation unit 144 may dynamically change the action plan according to the change in the situation of the own vehicle M, regardless of the target lane information 184. For example, in the action plan generation unit 144, the speed of the peripheral vehicle recognized by the outside world recognition unit 142 while the vehicle is traveling exceeds the threshold value, or the moving direction of the peripheral vehicle traveling in the lane adjacent to the own lane is in the direction of the own lane. When the vehicle turns, the event set in the driving section where the own vehicle M is scheduled to travel is changed. For example, when the event is set so that the lane change event is executed after the lane keep event, the vehicle is equal to or more than the threshold value from behind the lane change destination during the lane keep event according to the recognition result of the outside world recognition unit 142. When it is found that the vehicle has progressed at the speed of the above, the action plan generation unit 144 may change the event following the lane keep event from the lane change event to the deceleration event, the lane keep event, or the like. As a result, the vehicle control system 100 can safely and automatically drive the own vehicle M even when the state of the outside world changes.

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

The traveling mode determining unit 146A determines, for example, one of driving modes such as constant speed traveling, follow-up travel, low-speed follow-up travel, deceleration travel, curve travel, obstacle avoidance travel, and the like when carrying out a lane keep event. .. For example, the traveling mode determining unit 146A determines the traveling mode to be constant speed traveling when there is no other vehicle in front of the own vehicle M. Further, the traveling mode determining unit 146A determines the traveling mode to follow traveling when the vehicle follows the vehicle in front. Further, the traveling mode determining unit 146A determines the traveling mode to be low-speed follow-up traveling in a traffic jam scene or the like. Further, the traveling mode determining unit 146A determines the traveling mode to decelerate traveling when the deceleration of the vehicle in front is recognized by the outside world recognition unit 142 or when an event such as stopping or parking is performed. Further, when the outside world recognition unit 142 recognizes that the own vehicle M has approached a curved road, the traveling mode determining unit 146A determines the traveling mode to curve traveling. Further, when the outside world recognition unit 142 recognizes an obstacle in front of the own vehicle M, the travel mode determination unit 146A determines the travel mode to be obstacle avoidance travel.

The track candidate generation unit 146B generates track candidates based on the travel mode determined by the travel mode determination unit 146A. FIG. 7 is a diagram showing an example of orbital candidates generated by the orbital candidate generation unit 146B. FIG. 7 shows a candidate track generated when the own vehicle M changes lanes from lane L1 to lane L2.

The track candidate generation unit 146B performs a track as shown in FIG. 7, for example, at a target position (track point K) at which the reference position of the own vehicle M (for example, the center of gravity or the center of the rear wheel axis) should reach at predetermined time in the future. It is decided as a group of. FIG. 8 is a diagram in which the orbital candidates generated by the orbital candidate generation unit 146B are represented by orbital points K. The wider the distance between the track points K, the faster the speed of the own vehicle M, and the narrower the distance between the track points K, the slower the speed of the own vehicle M. Therefore, the orbital candidate generation unit 146B gradually widens the interval between the orbital points K when it wants to accelerate, and gradually narrows the interval between the orbital points when it wants to decelerate.

As described above, since the orbital point K includes a velocity component, the orbital candidate generation unit 146B needs to give a target velocity to each of the orbital points K. The target speed is determined according to the traveling mode determined by the traveling mode determining unit 146A.

Here, a method for determining the target speed when changing lanes (including branching) will be described. The track candidate generation unit 146B first sets a lane change target position (or a merging target position). The lane change target position is set as a relative position with the surrounding vehicles, and determines "which peripheral vehicle the lane is changed to". The track candidate generation unit 146B focuses on three peripheral vehicles with reference to the lane change target position, and determines the target speed when the lane change is performed. FIG. 9 is a diagram showing a lane change target position TA. In the figure, L1 represents the own lane and L2 represents the adjacent lane. Here, in the same lane as the own vehicle M, the peripheral vehicle traveling in front of the own vehicle M is the preceding vehicle mA, the peripheral vehicle traveling immediately before the lane change target position TA is the forward reference vehicle mB, and the lane change target position TA. The peripheral vehicle traveling immediately after is defined as the rear reference vehicle mC. The own vehicle M needs to accelerate and decelerate in order to move to the side of the lane change target position TA, but at this time, it must avoid catching up with the preceding vehicle mA. Therefore, the track candidate generation unit 146B predicts the future state of the three peripheral vehicles and determines the target speed so as not to interfere with each peripheral vehicle.

FIG. 10 is a diagram showing a speed generation model assuming that the speeds of the three peripheral vehicles are constant. In the figure, the straight lines extending from mA, mB, and mC indicate the displacement in the traveling direction when it is assumed that the respective peripheral vehicles travel at a constant speed. The own vehicle M must be between the front reference vehicle mB and the rear reference vehicle mC at the point CP where the lane change is completed, and must be behind the preceding vehicle mA before that. Under such restrictions, the track candidate generation unit 146B derives a plurality of time-series patterns of the target speed until the lane change is completed. Then, by applying the time-series pattern of the target velocity to a model such as a spline curve, a plurality of orbital candidates as shown in FIG. 7 described above are derived. The motion patterns of the three peripheral vehicles are not limited to the constant speed as shown in FIG. 10, and may be predicted on the premise of constant acceleration and constant jerk (jerk).

The evaluation / selection unit 146C evaluates the track candidates generated by the track candidate generation unit 146B from the two viewpoints of planning and safety, for example, and selects a track to be output to the travel control unit 160. .. From the viewpoint of planning, for example, the orbit is highly evaluated when the followability to the already generated plan (for example, an action plan) is high and the total length of the orbit is short. For example, when it is desired to change lanes to the right, a track that once changes lanes to the left and returns is given a low evaluation. From the viewpoint of safety, for example, at each track point, the farther the distance between the own vehicle M and the object (peripheral vehicle or the like) is, and the smaller the amount of change in acceleration / deceleration or steering angle is, the higher the evaluation is.

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

The travel control unit 160 controls the travel drive force output device 200, the steering device 210, and the brake device 220 so that the own vehicle M passes the track generated by the track generation unit 146 on time.

The HMI control unit 170 controls the HMI 70 based on the operation mode information obtained by the automatic operation control unit 120. For example, the HMI control unit 170 controls whether or not the non-driving operation system of the HMI 70, the navigation device 50, and the like can be operated by the vehicle occupants based on the operation mode. Further, the HMI control unit 170 causes the interface device of the HMI 70 to output predetermined information before a predetermined time and / or before a predetermined speed at which the automatic driving mode is changed, which increases the duty of the vehicle occupant to drive.

FIG. 11 is a diagram for explaining an armrest in the own vehicle M. In FIG. 11, one end side of the armrest body 88A is attached to a part of the side surface side 88B of the backrest portion of the seat 88, and the other end side, that is, the tip end side of the armrest body 88A is the front side of the own vehicle M and is substantially horizontal. It is installed so that it faces. In this case, the position of the armrest main body 88A is, for example, a position where the vehicle occupant P does not touch the arm of the vehicle occupant P when the vehicle occupant P is gripping the steering wheel 78. The state in which the armrest body 88A is in this position is hereinafter referred to as a first state.

The armrest main body 88A includes an armrest upper portion 88A1 which is a portion mainly including the upper surface side of the housing, an armrest lower portion 88A2 which is a portion mainly including the lower portion of the housing, and an extension portion 88A3. .. Of the armrest main body 88A, the rotation shaft provided on the lower armrest lower portion 88A2 is connected to the angle changing portion 88C provided on the armrest main body 88A and the bearing in the seat 88. The angle changing unit 88C is provided in the seat driving device 89, and is driven according to a control signal from the HMI control unit 170. By driving this angle changing portion 88C, the tip side (armrest upper portion 88A1 side) of the armrest main body 88A moves to either the upper side or the lower side with the rotation axis of the armrest lower portion 88A2 as the center, thereby shifting the position. Can be changed.
The upper armrest portion 88A1 and the lower armrest portion 88A2 are connected to each other by an extension portion 88A3.
The arm of the vehicle occupant P can be placed on the upper armrest portion 88A1. Further, a sensor 88A4 is provided on the upper surface side inside the upper side portion 88A1 of the armrest. The sensor 88A4 detects whether or not an object is placed on the upper armrest portion 88A1. The sensor 88A4 may detect whether or not an object is mounted, and for example, at least one of a load sensor, a pressure sensor, a capacitance type proximity sensor, and the like can be used.

Further, the armrest upper portion 88A1 moves so as to be separated from the armrest lower portion 88A2 by extending the extending portion 88A3, so that the front side of the own vehicle M (direction approaching the steering wheel 78) is approached. ) Can be changed to.

The rotation axis of the lower armrest portion 88A2 is connected to the angle changing portion 88C and can rotate in the vertical direction about this rotation axis, while on the front side or the rear side of the own vehicle M. It is regulated not to move. The rotation range is, for example, a range in which the longitudinal direction of the armrest main body 88A is from the vertical direction to the direction toward the center of the steering wheel 78. For example, when the angle in the longitudinal direction of the lower armrest portion 88A2 with respect to the vertical direction is θ, the angle θ is in the range of 0 degrees (vertical direction) to about 110 degrees. In the first state, the angle θ is an angle that is substantially horizontal, for example, 90 degrees.

One end of the extension 88A3 is connected to the lower armrest 88A2, and the other end is connected to the upper armrest 88A1. The extension unit 88A3 has a drive unit that drives the extension unit 88A3 to extend or reduce the distance between the one end side and the other end side based on the control signal from the HMI control unit 170.

Next, the second state of the armrest main body 88A will be described with reference to FIG.
In FIG. 12, the second state is a state in which the extended portion 88A3 is extended so that the upper armrest portion 88A1 is separated from the lower armrest portion 88A2. In this case, the armrest upper portion 88A1 reaches a position separated from the steering wheel 78 by a predetermined distance. In this case, the predetermined distance is, for example, when the palm is quickly gripped by the steering wheel 78 from the arm placed on the upper armrest 88A1, or when the hand holding the steering wheel 78 is released, the arm is quickly gripped by the armrest. The distance is set so that it can be placed on the upper portion 88A1. Here, the upper armrest portion 88A1 is within a certain distance from the steering wheel 78, but is located at a distance that does not abut on the steering wheel 78. Therefore, the upper armrest portion 88A1 abuts on the steering wheel 78 for driving operation. It is designed not to get in the way.

Further, the angle θ of the armrest main body 88A in the second state may be arbitrarily set as the angle θ2. As a result, depending on the body shape of the vehicle occupant P, the length of the arm, etc., the armrest body 88A is on the upper side of the horizontal direction, and the arm of the vehicle occupant P is placed on the upper armrest upper portion 88A1 and the palm of the vehicle occupant P is placed. Can be set in consideration of the case where it is easy to approach the vehicle smoothly, and the handle of the vehicle occupant P can be smoothly gripped or released, and the comfort can be improved.

FIG. 13 is a diagram showing a case where the arm of the vehicle occupant P is placed on the armrest main body 88A when the armrest main body 88A is in the second state. Here, when the driving mode shifts to a state in which the driving operation in the first mode or the second mode is not required, the vehicle occupant P does not need to grip the steering wheel 78. Therefore, when the operation mode shifts to the first mode or a state in which the driving operation in the second mode is not required, and the armrest main body 88A shifts to the second state, the vehicle occupant P shifts the steering wheel 78. It can be separated, and in this case, since the armrest upper portion 88A1 is in the immediate vicinity of the arm, the arm can be smoothly placed on the armrest upper portion 88A1 as it is. As a result, when the operation mode shifts to the operation mode in which the steering wheel 78 does not need to be operated, the arm of the vehicle occupant P can be immediately received, so that the comfort of the vehicle occupant P in the own vehicle M can be improved. ..
In this case, the sensor 88A4 detects that the arm of the vehicle occupant P is placed on the armrest upper portion 88A1, and outputs the detection result to the HMI control unit 170.

FIG. 14 is a diagram showing a state in which the armrest main body 88A has shifted from the second state to the first state, and the arm of the vehicle occupant P is placed on the armrest upper portion 88A1. In this case, when the vehicle occupant P puts his / her arm on the armrest upper portion 88A1 in the second state in the operation mode in which the steering wheel 78 does not need to be operated, the state of the armrest main body 88A shifts to the first state. As a result, the vehicle occupant P can contract the arm extended to the vicinity of the steering wheel 78. In this case, since the position of the elbow of the vehicle occupant P shifts to a posture closer to the vicinity of the abdomen of the vehicle occupant P, the posture can be shifted to a relaxed posture as compared with the state in which the arm is extended. As a result, when the vehicle shifts to the operation mode in which the steering wheel 78 does not need to be operated, the arm of the vehicle occupant P can be contracted so that the elbow of the vehicle occupant P is close to the abdomen, and the vehicle occupant P's own vehicle M can be contracted. Can improve comfort in.

FIG. 15 is a diagram showing a third state of the armrest main body 88A. The third state is a state in which the armrest is shifted from the first state, and the armrest upper portion 88A1 is moved to the lower side than the horizontal direction. In this case, the angle θ of the armrest main body 88A is an angle θ3 smaller than the angle at which the longitudinal direction of the armrest main body 88A faces the horizontal direction. For example, the angle θ3 is set to about 70 to 80 degrees.

FIG. 16 is a diagram showing a fourth state of the armrest main body 88A. The fourth state is a state of shifting from the third state, and in the third state, the armrest upper portion 88A1 is separated from the armrest lower portion 88A2 by extending the extending portion 88A3. At this time, the armrest upper portion 88A1 is separated from the armrest upper portion 88A1 while the arm of the vehicle occupant P is placed on the armrest upper portion 88A1. Therefore, the posture shifts to a posture in which the arm of the vehicle occupant P is extended. That is, as the elbow of the vehicle occupant P moves away from the abdomen, the palm of the vehicle occupant P approaches the steering wheel 78. Here, in order to shift to the fourth state with the arm of the vehicle occupant P resting on the armrest upper portion 88A1, the vehicle occupant P himself separates his arm from the armrest upper portion 88A1 and extends his arm to extend the steering wheel 78. The palm of the hand approaches the steering wheel 78 simply by placing the arm on the upper armrest portion 88A1 without performing an operation such as gripping. Therefore, since it is sufficient to grip the steering wheel 78 after shifting to the fourth state, even if it becomes necessary to grip the steering wheel 78, a longer period for maintaining the comfortable state is secured. can do.

Here, in FIGS. 11 to 16, the case where the armrest main body 88A is provided on the right side of the seat 88 is illustrated, but the armrest main body 88A is also provided on the left side of the seat 88.

FIG. 17 is a diagram showing an example of the configuration of the HMI control unit 170. In addition to the functions described above, the HMI control unit 170 shown in this figure further includes an operation mode acquisition unit 171, a position control unit 172, and a detection result acquisition unit 175.
The operation mode acquisition unit 171 acquires information on the operation mode from the automatic operation control unit 120. The acquisition of the operation mode may be acquired each time the automatic operation mode control unit 130 determines the operation mode, or the operation mode may be acquired at regular intervals.

The position control unit 172 controls the position of the armrest main body 88A, particularly the position of the armrest upper portion 88A1, according to the degree of automatic operation, based on the operation mode acquired by the operation mode acquisition unit 171. The position control unit controls the position of the armrest main body 88A so that the position corresponds to the transition of the degree of automatic operation of 172.
Further, when the position control unit 172 controls the position of the armrest main body 88A, the position control unit 172 can also control according to the transition state of the degree of automatic operation based on the operation mode acquired by the operation mode acquisition unit 171. The transition state of the degree of automatic driving in this case is, for example, a transition in which the degree of automatic driving rises from a low state to a high state, and a transition in which the degree of automatic driving decreases from a high state to a low state. There are cases.
The degree of automatic driving may increase, for example, from the degree of automatic driving that requires the operation of the steering wheel 78 to the degree of automatic driving that does not require the operation of the steering wheel 78, or may be automatic. It may be the case that the degree of operation changes from another operation mode to the first mode.
The degree of automatic driving may decrease, for example, from the degree of automatic driving that does not require the operation of the steering wheel 78 to the degree of automatic driving that requires the operation of the steering wheel 78, or may be automatic. The degree of operation may be reduced by at least one step, or the degree of automatic operation may be a case of transition from another operation mode to a manual operation mode.

For example, the position control unit 172 moves the position of the armrest upper portion 88A1 to the first position separated from the steering wheel 78 by a predetermined distance when the degree of automatic operation changes from a low state to a high state. The steering wheel 78 is moved to a second position farther than the first position.
When the degree of automatic operation is low, for example, as shown in FIG. 11, the armrest main body 88A is in the first state. In this first state, the armrest main body 88A is not extended by the extending portion 88A3, and the armrest upper portion 88A1 and the armrest lower portion 88A2 are substantially in contact with each other (not separated), and the armrest main body 88A is not separated. The direction in the longitudinal direction is substantially horizontal (the angle θ1 is about 90 °). The vehicle occupant P grips the steering wheel 78 because the degree of automatic driving is low, and at this time, the arm of the vehicle occupant P is in a state of not touching the armrest main body 88A. When the degree of automatic driving changes from a low state to a high state, the position of the upper armrest portion 88A1 moves to the first position separated from the steering wheel 78 by a predetermined distance. As the first position, for example, as shown in FIG. 12, the extended portion 88A3 of the armrest main body 88A is extended so that the upper armrest upper portion 88A1 is separated from the lower armrest lower portion 88A2, and the angle of the armrest main body 88A is set. By setting the angle θ2 larger than θ1, it is a position that faces slightly upward from the first state. By extending the armrest body 88A3 in this way and setting the angle of the armrest body 88A to θ2, the position of the tip end side of the armrest upper portion 88A1 is closer to the steering wheel 78 than in the first state. Get closer to the position. When the degree of automatic driving changes from a low state to a high state (driving mode in which no driving operation is required), the vehicle occupant P does not need to grip the steering wheel 78, and therefore releases his / her hand from the steering wheel 78. At this time, since the upper armrest portion 88A1 extends to a position close to the steering wheel 78, the vehicle occupant P can lower the arm as it is with the arm extended, for example, as shown in FIG. At least a part of the forearm can be naturally placed on the armrest body 88A by just lowering the armrest. As a result, the vehicle occupant P can quickly rest his arm when the vehicle transitions to a driving mode that does not require a driving operation.
Further, the position control unit 172 moves the position of the armrest main body 88A to the first position, and then moves the position of the armrest main body 88A to the second position away from the steering wheel 78 from the first position. As a trigger for starting the transition from the first position to the second position, for example, when the sensor 88A4 detects that the arm of the vehicle occupant P is placed on the armrest upper portion 88A1, the armrest body 88A reaches the first position. If it is determined that a predetermined time has elapsed since then, any of the above may be used. When the sensor 88A4 detects that the arm of the vehicle occupant P is mounted on the upper armrest 88A1 and shifts from the first position to the second position, before the arm of the vehicle occupant P is mounted on the upper armrest 88A1. In addition, it is possible to prevent the armrest main body 88A from shifting from the second state to the first state. Further, when it is determined that a predetermined time has elapsed since the armrest main body 88A reached the first position and the vehicle shifts from the first position to the second position, the vehicle occupant P does not use the armrest main body 88A. Nevertheless, it is possible to prevent the extension portion 88A3 from being left in the extended state. When the vehicle occupant P does not use the armrest main body 88A, for example, the vehicle occupant P may raise both arms above his / her head to stretch and take out the luggage placed around the vehicle occupant P.

Here, as the second position, for example, as shown in FIG. 14, the extended portion 88A3 contracts, so that the upper armrest portion 88A1 is substantially in contact with the lower armrest portion 88A2, and at that time. This is the position where the angle of the armrest main body 88A is the angle θ1 (about 90 °). When shifting from the first position to the second position, the extension portion 88A3 contracts while the arm of the vehicle occupant P remains mounted on the armrest upper portion 88A1, and the position of the armrest upper portion 88A1 is the armrest lower portion 88A2. The position in contact with the armrest body 88A is reached, and the angle of the armrest body 88A reaches the angle θ1. As a result, the vehicle occupant P can take a posture in which the elbow is bent from the extended state and the elbow approaches the side of the body without being conscious of changing the posture of the arm. can. As a result, the vehicle occupant P can rest his arm at a position close to his / her body.

Further, the position control unit 172 moves the armrest upper portion 88A1 from a position (first state) farther than a predetermined distance from the steering wheel 78 when the degree of automatic operation changes from a high state to a low state. Move to a position (second state) that is only distant. Here, as a case of transitioning from a state in which the degree of automatic driving is high to a state in which the degree of automatic driving is low, for example, a driving mode in which the vehicle occupant P does not need to operate the steering wheel 78 (for example, a first mode and a second mode (steering wheel 78)). Transition from (a state in which the operation of the steering wheel 78 is required)) to an operation mode in which the vehicle occupant P needs to operate the steering wheel 78 (for example, a manual operation mode, a third mode, and a second mode (a state in which the steering wheel 78 needs to be operated)). If you do.

When the degree of automatic operation is high, for example, as shown in FIG. 14, the extension portion 88A3 is contracted and the upper armrest upper portion 88A1 and the lower armrest lower portion 88A2 are substantially in contact with each other, and the armrest main body 88A Is in a state where the direction is substantially the waterside direction (angle θ1 is about 90 °). At this time, the arm of the vehicle occupant P is placed on the armrest main body 88A with the elbow bent.
The position control unit 172 of the armrest main body 88A so that the direction of the armrest main body 88A is lower than the horizontal direction for at least a part of the period until the armrest upper portion 88A1 is changed from the second state to the first state. The angle is tilted from the angle θ1 to the angle θ3 (<angle θ1) (for example, FIG. 15, third state). As a result, the angle of the elbow bent by the vehicle occupant P due to the position of the wrist of the vehicle occupant P being lowered below the elbow is compared with the angle of the elbow in the first state (approximately horizontal direction) of the armrest body 88A. , Can be relaxed (elbow slightly extended).
After shifting to the third state, the position control unit 172 shifts to the fourth state as shown in FIG. Here, the position control unit 172 extends the extended portion 88A3 while keeping the angle of the armrest main body 88A at the angle θ3, thereby separating the armrest upper portion 88A1 from the armrest lower portion 88A2. Since the forearm of the vehicle occupant P is mounted on the armrest upper portion 88A1, when the position of the armrest upper portion 88A1 moves toward the position of the steering wheel 78 due to the extension of the extension portion 88A3, the forearm of the vehicle occupant P The position also moves in a direction approaching the position of the steering wheel 78 while the angle of the elbow becomes gentler as the upper portion 88A1 of the armrest moves (for example, FIG. 16). As a result, the vehicle occupant P can extend the arm little by little and move the forearm toward the steering wheel 78 without being particularly conscious of changing the posture of the arm. After shifting to the fourth state, the position control unit 172 changes the angle of the armrest body 88A from the angle θ3 to the angle θ2 in the state where the extension unit 88A3 is extended, so that the angle of the armrest body 88A is changed in the horizontal direction. Turn slightly upward (Fig. 13, second state). As a result, the position of the hand of the vehicle occupant P who has placed his arm on the upper armrest upper portion 88A1 moves so as to approach the steering wheel 78 from the lower side of the steering wheel 78, so that the vehicle occupant P moves from the upper armrest upper portion 88A1. The steering wheel 78 can be naturally gripped by slightly lifting the arm (FIG. 12, second state). Further, since the vehicle occupant P can reach the position of the steering wheel 78 and grip the steering wheel 78 by simply lifting the arm a little, the position of the steering wheel 78 is visually recognized when a driving operation is required. The steering wheel 78 can be quickly gripped, or the steering wheel 78 can be easily found.

Further, in the position control unit 172, after the transition from the first state to the second state, the steering wheel 78 is moved by the occupant based on the detection signal obtained from the sensor that detects that the steering wheel 78 is gripped by the occupant. When it is detected that the armrest has been gripped, the armrest upper portion 88A1 is shifted from the second state to the first state. As a sensor for detecting that the steering wheel 78 is gripped by the vehicle occupant P, for example, a vehicle interior camera 95 can be used. When the vehicle interior camera 95 is used, the steering wheel 78 and the vehicle occupant P are recognized by recognizing the image data obtained from the vehicle interior camera 95, and a part of the image of the steering wheel 78 in the circumferential direction is displayed. When the image of a part (hand) of the vehicle occupant P is present, it is detected that the steering wheel 78 is gripped by the vehicle occupant P. Further, the steering wheel 78 may be provided with a pressure sensor or a capacitance type proximity sensor so as to detect whether or not the vehicle occupant P has touched the steering wheel 78.
When a pressure sensor is used, a plurality of pressure sensors are installed so as to be arranged in the circumferential direction of the steering wheel 78, and when a predetermined pressure or more is detected from each of the plurality of pressure sensors, the vehicle occupant P grips the steering wheel 78. Detects that it has been done. By detecting a pressure equal to or higher than a predetermined value by a plurality of pressure sensors, for example, it is detected that the steering wheel 78 is gripped at a distant position in the grippable area, that is, gripped by the right hand and the left hand. Can be done.
When using a capacitance type proximity sensor, a capacitance type proximity sensor is provided along the circumferential direction of the steering wheel 78, and the capacitance is such that an object is close to a predetermined area or more in the area to be detected. When it is detected based on the change, it is determined that the steering wheel 78 is gripped by the vehicle occupant P. For example, when the steering wheel 78 is gripped by the right and left hands of the vehicle occupant P, the palms of the right and left hands come into contact with the steering wheel 78, and in this case, the electrostatic capacity changes by a predetermined value or more. It can be detected that the wheel 78 has been gripped.

Further, the position control unit 172 and the armrest upper portion 88A1 of the armrest main body 88A provided on the right side of the seat 88 during a part of the period from the third state or the transition from the first state to the second state. The position (distance) of the armrest main body 88A provided on the left side of the seat 88 with the armrest upper portion 88A1 may be moved so as to approach each other from a state of being widened to about the shoulder width of the vehicle occupant P. .. As a result, the right arm of the vehicle occupant P mounted on the armrest upper portion 88A1 provided on the right side of the seat 88 and the left arm of the vehicle occupant P mounted on the armrest upper portion 88A1 provided on the left side of the seat 88. Can be brought closer. For example, the distance between the arms of the vehicle occupant P is the shoulder width by making the distance from the right side and the left side armrest upper portion 88A1 widened to about the shoulder width to the distance about the diameter of the steering wheel 78. Since the steering wheel 78 approaches the diameter of the steering wheel 78 from the expanded state, the steering wheel 78 can be easily gripped by the vehicle occupant P.

Further, when the position of the armrest main body 88A is changed, the position control unit 172 refers to the transition order data indicating the order of shifting the position and angle of the armrest main body 88A, and changes to which position and angle in what order. To decide. The transition order data may be stored in, for example, a memory area inside the position control unit 172, or may be stored in the storage unit 180 of the vehicle control system 100.
FIG. 18 is a data table showing an example of transition order data. The transition order data is data in which the transition state of the degree of automatic operation, the transition order ID, and the transition order are associated with each other. Here, as an example, when the degree of automatic operation is from any of the first mode, the second mode, and the third mode, and the degree of automatic operation to which the transition is made is the "manual operation mode", the transition order ID is It is "transition order 1", and "first state-> third state-> fourth state-> second state-> first state" is associated as the transition order. Further, when the degree of automatic operation transitions from any of the second mode, the third mode, and the manual operation mode to the "first mode", the transition order ID is "transition order 2", and the transition order is "transition order 2". "First state-> second state-> first state" is associated. Regarding the transition order data shown in FIG. 18, the degree of automatic operation of the transition destination is exemplified for the "manual operation mode" and the "first mode", but for the automatic operation other than the "manual operation mode" and the "first mode". It is also possible to store various transition orders for the degree.

Further, regarding the transition order data shown in FIG. 18, the case where the degree of automatic operation of the transition destination is associated with the transition order ID and the transition order has been described, but the case where the degree of automatic operation increases and the case where the degree of automatic operation increases and the automatic operation The transition order ID and the transition order may be stored in association with each other when the degree of the above decreases.

<Processing flow>
Hereinafter, the flow of processing by the vehicle control system 100 according to the present embodiment will be described. In the following description, among the various processes in the vehicle control system 100, the flow of the process of changing the angle and position of the armrest mainly performed by the HMI control unit 170 will be described. This processing flow is executed at regular time intervals from the start to the end of the operation of the own vehicle M.

FIG. 19 is a flowchart showing a first embodiment of the HMI control process. In the example of FIG. 19, the operation mode acquisition unit 171 of the HMI control unit 170 acquires mode information from the automatic operation control unit 120 (step S101). The position control unit 172 determines whether or not the operation mode included in the acquired mode information is changed from the current operation mode to another operation mode (step S102). When there is no change in the operation mode (step S102-NO), the HMI control unit 170 waits for a certain period of time (step S103), and then proceeds to step S101 to acquire mode information.

On the other hand, when there is a change in the operation mode (step S102-YES), it is determined whether or not the level (degree) of the operation mode after the change is a change that is lower than the level of the operation mode before the change (step). S104). Here, when determining whether or not the level of the operation mode is lowered, it is determined whether or not the level of the operation mode is changed from one of the automatic operation modes to the manual operation mode. Alternatively, it may be determined whether or not the mode is a decrease from the automatic driving mode that does not require the operation of the steering wheel to the automatic driving mode that requires the operation of the steering wheel. If the level of the driving mode is changed from one of the automatic driving modes to the manual driving mode, or the steering wheel operation is required from the automatic driving mode that does not require the steering wheel operation. In the case of a decrease to, it is determined that the change is such that the level of the operation mode is decreased (step S104-YES). When it is determined that the change is such that the level of the operation mode is lowered, the position control unit 172 adjusts the angle of the seat drive device 89 so as to change the position of the armrest main body 88A according to the shift order corresponding to the “shift order 1”. A control signal is output to the changing section 88C and the extending section 88A3, and the position of the armrest upper portion 88A1 is changed (step S105). The movement order in this case is "first state-> third state-> fourth state-> second state-> first state". Then, the position control unit 172 determines whether or not the state of the armrest main body 88A has shifted to the second state through the third state and the fourth state (step S106), and when the state has not changed to the second state. (Step S106-NO) waits for a certain period of time (step S107), and then shifts to step S106 again to determine whether or not the second state has been reached.

When it is determined that the second state has been entered (step S106-YES), the position control unit 172 determines whether or not the steering wheel 78 has been gripped by the vehicle occupant P (step S108). Whether or not the steering wheel 78 is gripped is detected by, for example, at least one of the vehicle interior camera 95, the pressure sensor provided on the steering wheel 78, and the capacitive proximity sensor provided on the steering wheel 78. Judgment is made by referring to the result. When it is determined that the steering wheel 78 is gripped by the vehicle occupant P (step S108-YES), the position control unit 172 shifts to the first state (step S109) and ends the process. Here, when it is determined that the steering wheel 78 is gripped by the vehicle occupant P, the posture of the vehicle occupant P shifts from the state in which the arm rests to the state in which the steering wheel 78 is gripped for driving operation. As a result, the extended armrest upper portion 88A1 can be stored, and an environment in which the vehicle occupant P can easily operate the vehicle can be created.

On the other hand, if it is determined in step S108 that the steering wheel 78 is not gripped by the vehicle occupant P (step S108-NO), the vehicle waits for a certain period of time (step S110), and is set in advance from the time when the determination in step S108 is performed. It is determined whether or not the predetermined time has elapsed (step S111). This predetermined time can be set arbitrarily. For example, it can be determined according to the time required for the vehicle occupant P to grip the steering wheel 78 after the position of the armrest main body 88A is changed after it is determined that the level of the operation mode is lowered. If it is determined in step S111 that the predetermined time has not elapsed (step S111-NO), the position control unit 172 shifts to step S108, and whether or not the steering wheel 78 is gripped by the vehicle occupant P. Is determined again (step S108).

On the other hand, if it is determined in step S111 that the predetermined time has elapsed (step S111-YES), the position control unit 172 announces such as "Handover occurs, so the armrest is contracted." Is displayed on the screens of the navigation device 50 and the display device 82, and is output by voice from the speaker 83. As a result, even if the vehicle occupant P is not gripping the steering wheel 78 (the arm of the vehicle occupant P is not separated from the armrest upper portion 88A1), the armrest main body 88A is before the handover is performed. State can be transferred to the first state. Further, by outputting the announcement, it is possible to make the vehicle occupant P recognize that the armrest main body 88A is contracted due to the occurrence of the handover, and urge the vehicle occupant P to grip the steering wheel 78. Then, after outputting the announcement (step S112), the position control unit 172 shifts the armrest main body 88A to the first state (step S109). As a result, in the first state, the arm is bent and the forearm is placed on the armrest body 88A and the arm is rested, the arm is extended to guide the arm to a position close to the steering wheel 78, and an announcement is output. Nevertheless, if the vehicle occupant P does not grip the steering wheel 78, the arm can be forcibly separated from the armrest body 88A by returning the armrest body 88A to the first state. Further, even when the operation mode is switched to the operation mode in which the operation of the steering wheel 78 is required, the armrest main body 88A continues to be located in the vicinity of the steering wheel 78 and interferes with the operation of the steering wheel 78 for the vehicle occupant P. It is possible to prevent it from becoming.

On the other hand, in step S104, when the change is not a change in which the level of the operation mode is lowered, that is, a change in which the level of the operation mode is increased (for example, the level of the automatic operation mode in which one of the automatic operation modes is changed to the first mode). (Step S104-NO), the position control is performed when the vehicle is ascending, or when the level of the automatic driving mode that does not require the steering wheel operation is increased from the automatic driving mode that requires the steering wheel operation (step S104-NO). The unit 172 starts the movement of the armrest upper portion 88A1 according to the transition order corresponding to the “transition order 2” (step S113). The movement order in this case is "first state-> second state-> first state". Here, the vehicle occupant P can recognize that the armrest upper portion 88A1 may extend to allow the vehicle occupant P to take his / her hand off the steering wheel 78 to rest his / her arm. Announcements such as "The steering wheel shifts to an operation mode that does not require operation. You can rest your arms on the armrests." Are displayed on the screens of the navigation device 50 and display device 82, and output by voice from the speaker 83. You may try to do it. This makes it easier to recognize that the armrest body 88A can be used.

Then, the position control unit 172 determines whether or not the transition from the first state to the second state has occurred (step S114). If it is determined that the state has not shifted to the second state, the position control unit 172 waits for a certain period of time (step S115), shifts to step S114, and determines again whether or not the transition to the second state has occurred (step). S115).

When it is determined in step S115 that the state has shifted to the second state, the position control unit 172 determines whether or not the arm of the vehicle occupant P is placed on the armrest upper portion 88A1 based on the detection result from the sensor 88A4. Determination (step S116). When it is determined that the arm of the vehicle occupant P is placed on the armrest upper portion 88A1 (step S116-YES), the position control unit 172 shifts the state of the armrest main body 88A to the first state.
On the other hand, if it is determined in step S116 that the arm of the vehicle occupant P is not placed on the armrest upper portion 88A1 (step S116-NO), the position control unit 172 waits for a certain period of time (step S117). It is determined whether or not a preset predetermined time has elapsed. The predetermined time can be arbitrarily set. For example, it can be determined according to the time required from when it is determined that the level of the operation mode rises until the position of the armrest main body 88A is changed and the arm of the vehicle occupant P is placed on the armrest upper portion 88A1. ..

If it is determined that the predetermined time has not elapsed (step S118-NO), the position control unit 172 shifts to step S116, and whether or not the arm of the vehicle occupant P is placed on the armrest upper portion 88A1. Is determined again (step S117).
On the other hand, in step S118, when it is determined that the predetermined time has elapsed (step S118-YES), an announcement such as "Since a certain time has passed, the armrest is contracted" is announced by the navigation device 50 and the display device. It is displayed on the screen of 82, and is output by voice from the speaker 83 (step S119). If the arm of the vehicle occupant P is not placed on the armrest upper portion 88A1 even after shifting from the first state to the second state, for example, the vehicle occupant P does not use the armrest upper portion 88A1 and puts his arm overhead. It is conceivable that you may stretch and stretch, or take out some luggage around you. In such a case, by shifting the state of the armrest main body 88A to the first state after the lapse of a predetermined time, the armrest main body 88A can be contracted according to the intention of the vehicle occupant P not to use the armrest main body 88A. ..

Further, in the above-described embodiment, when it is determined in step S104 that the level of the changed operation mode is a change that is lower than the level of the operation mode before the change, the armrest main body 88A is subjected to the transition order 1. The case of changing the state has been described, but it is determined whether the decrease in the level of the operation mode is "decrease in the planned level" or "decrease in the urgent level", and "decrease in the planned level". In the case of ", the state of the armrest main body 88A is changed according to the transition order 1," and in the case of "urgent level drop", the state transition of the armrest main body 88A is not performed and the state is left in the first state. You may do so. As a result, the vehicle occupant P can quickly grip the steering wheel 78 regardless of whether or not the state of the armrest main body 88A is changed.
Here, "decreased planned level" is, for example, a transition state of the degree of automatic driving when a handover is decided in advance when a driving route is set, and is a transition state of the degree of automatic driving, and is a lane confluence or a tunnel. It is set at the entrance, the exit of the highway, etc. The "emergency level drop" is, for example, a state in which the degree of automatic driving is high according to the state of the vehicle while the vehicle is running (first mode, second mode, first mode), although it has not been decided in advance that the handover is performed. This is a case where a transition is made from any of the three modes) to a low state (manual operation mode), for example, when a failure of the detection device occurs.

Further, in the above-described embodiment, in step S108, it is determined whether or not the steering is gripped, but it may be determined whether or not the arm of the vehicle occupant P is separated from the armrest main body 88A. In this case, the sensor 88A4 may be used to detect whether or not the arm of the vehicle occupant P has shifted from the state of being mounted on the armrest upper portion 88A1 to the state of not being mounted.

Further, in the above-described embodiment, in steps S112 and S119, when the armrest body 88A is contracted, the armrest body 88A is to be contracted by using the navigation device 50 or the display device 82, but the armrest is announced. When extending the main body 88A, it may be announced that the armrest main body 88A will be extended. For example, when announcing when the armrest body 88A is extended as the level of the operation mode decreases, it becomes easier to recognize that the steering wheel 78 needs to be gripped. In addition, when announcing when the armrest body 88A is extended as the level of the operation mode rises, it is easy to recognize that the arm rest may be rested by releasing the hand from the steering wheel 78. Can be done.

The HMI control process shown in FIG. 19 described above may be executed when mode information is acquired from the automatic operation control unit, or may be executed at regular time intervals. In addition, as an embodiment, a part or all of each of the above-mentioned Examples may be combined.

Although the embodiments for carrying out the present invention have been described above using the embodiments, the present invention is not limited to these embodiments, and various modifications and substitutions are made without departing from the gist of the present invention. Can be added.

20 ... Finder, 30 ... Radar, 40 ... Camera, DD ... Detection device, 50 ... Navigation device, 55 ... Communication device, 60 ... Vehicle sensor, 70 ... HMI, 100 ... Vehicle control system, 110 ... Target lane determination unit, 120 ... Automatic driving control unit, 130 ... Automatic driving mode control unit, 140 ... Vehicle position recognition unit, 142 ... External world recognition unit, 144 ... Action plan generation unit, 146 ... Track generation unit, 146A ... Travel mode determination unit, 146B ... Track candidate generation unit, 146C ... Evaluation / selection unit, 150 ... Switching control unit, 160 ... Travel control unit, 170 ... HMI control unit, 171 ... Operation mode acquisition unit, 172 ... Position control unit, 175 ... Detection result acquisition unit, 174 ... Interface control unit, 180 ... Storage unit, 200 ... Driving drive force output device, 210 ... Steering device, 220 ... Brake device, M ... Own vehicle

Claims (5)

An automatic driving control unit that automatically controls at least one of acceleration / deceleration and steering of a vehicle, and performs automatic driving control in any of a plurality of modes having different degrees of automatic driving.
It is a position control unit that expands and contracts the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of automatic driving without changing the position of the seat and the angle of the seat. When transitioning from the second position to the lower state, the position of the seat and the angle of the seat are not changed, and the tip side portion of the armrest is moved from the second position to the first position closer to the steering wheel than the second position. It has a position control unit and
When the position control unit detects that the steering wheel has been gripped by the occupant based on a detection signal obtained from a sensor that detects that the steering wheel has been gripped by the occupant, the tip side portion thereof. Is moved from the first position to the second position.
A vehicle control system equipped with. The position control unit moves the height of the tip side portion downward and then upwards during at least a part of the period until the tip side portion is moved from the second position to the first position. The vehicle control system according to claim 1. The armrests are provided on the right and left sides of the seat, respectively.
According to claim 1 or 2 , the position control unit moves the position of the tip side portion so as to approach each other during a part of the period from the second position to the first position. The vehicle control system described. In-vehicle computer
It is an automatic driving control unit that automatically controls at least one of acceleration / deceleration and steering of the vehicle, and performs automatic driving control that performs automatic driving control in any of a plurality of modes having different degrees of automatic driving.
In the step of expanding and contracting the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of automatic driving without changing the position of the seat and the angle of the seat, the degree of automatic driving is changed from a high state to a low state. At the time of transition, the tip side portion of the armrest is moved from the second position to the first position closer to the steering wheel than the second position without changing the position of the seat and the angle of the seat, and the steering wheel . When it is detected that the steering wheel is gripped by the occupant based on the detection signal obtained from the sensor that detects that the steering wheel is gripped by the occupant, the tip side portion is moved from the first position to the second position. Move to position
Vehicle control method. For in-vehicle computers
It is an automatic driving control unit that automatically controls at least one of acceleration / deceleration and steering of the vehicle, and performs automatic driving control that performs automatic driving control in any of a plurality of modes having different degrees of automatic driving.
In the step of expanding and contracting the length of the armrest of the seat on which the occupant of the vehicle sits according to the degree of automatic driving without changing the position of the seat and the angle of the seat, the degree of automatic driving is changed from a high state to a low state. At the time of transition, the tip side portion of the armrest is moved from the second position to the first position closer to the steering wheel than the second position without changing the position of the seat and the angle of the seat, and the steering wheel . When it is detected that the steering wheel is gripped by the occupant based on the detection signal obtained from the sensor that detects that the steering wheel is gripped by the occupant, the tip side portion is moved from the first position to the second position. Move to position
A vehicle control program for executing processing.

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