JP7642792B2 - Vehicle control device and program - Google Patents

Description

The disclosed embodiments relate to a vehicle control device, a vehicle control system, and a vehicle control method.

Conventionally, ultra-compact mobility vehicles and personal mobility vehicles (hereinafter simply referred to as "mobility") are known, which are vehicles that assist users in moving around within specific areas such as large commercial facilities, medical and nursing care facilities, and airport facilities.

In addition, in order to reduce the burden on users who move such mobility vehicles, a vehicle control system has been proposed in which, when a user inputs a destination into the mobility vehicle, a route to the destination is generated and the mobility vehicle automatically moves to the destination along the route (see, for example, Patent Document 1).

JP 2018-010579 A

However, the conventional autonomous vehicle control technologies described above are not suitable for efficiently autonomously driving multiple vehicles together. For example, it is desirable to be able to efficiently collect mobility vehicles rented out to users at a facility all at once when the facility is closed.

One aspect of the embodiment has been made in consideration of the above, and aims to provide a vehicle control device, a vehicle control system, and a vehicle control method that can efficiently autonomously drive multiple vehicles together.

According to one aspect of the embodiment, a vehicle control device is mounted on a vehicle traveling within a predetermined area, and includes a control unit. When there is another vehicle with the same destination, the control unit performs platooning with the other vehicle to the destination, and when the platooning is performed without an occupant, the control unit reduces the inter-vehicle distance between the vehicle and the other vehicle traveling in the platoon compared to when the platooning is performed with an occupant .

According to one aspect of the embodiment, multiple vehicles can be efficiently operated autonomously together.

FIG. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment. FIG. 2 is a diagram illustrating an example of the configuration of a vehicle control system according to the embodiment. FIG. 3 is a schematic explanatory diagram (part 1) of a vehicle control method according to an embodiment. FIG. 4 is a schematic explanatory diagram (part 2) of the vehicle control method according to the embodiment. FIG. 5 is a schematic explanatory diagram (part 3) of the vehicle control method according to the embodiment. FIG. 6 is a block diagram illustrating an example of the configuration of an in-vehicle device according to the embodiment. FIG. 7 is a block diagram illustrating an example of the configuration of a server device according to the embodiment. FIG. 8 is a diagram (part 1) illustrating the operation during straight-line running. FIG. 9 is a diagram (part 2) illustrating the operation during straight-line running. FIG. 10 is a diagram (part 3) illustrating the operation during straight-line running. FIG. 11 is an explanatory diagram (part 4) of the operation during straight-line running. FIG. 12 is an explanatory diagram (part 5) of the operation during straight-line running. FIG. 13 is a diagram (part 1) for explaining the operation when traveling around a curve. FIG. 14 is a diagram (part 2) for explaining the operation when traveling around a curve. FIG. 15 is a diagram (part 3) for explaining the operation when traveling around a curve. FIG. 16 is a diagram showing an example of a collection route. FIG. 17 is a flowchart showing a processing procedure executed by the in-vehicle device according to the embodiment. FIG. 18 is a diagram showing a modified example in which a person is riding.

Hereinafter, the vehicle control device, vehicle control system, and vehicle control method disclosed in the present application will be described in detail with reference to the attached drawings. Note that the present invention is not limited to the embodiments described below.

In the following, the vehicle V in the embodiment is assumed to be an ultra-compact mobility vehicle or personal mobility vehicle that assists the user's movement within a specified area, such as a large commercial facility, a medical and nursing care facility, or an airport facility.

Each of the above facilities may be a facility consisting of one building, such as a large department store, or a facility with multiple buildings on its premises, such as a shopping mall. The buildings may be multi-storey or single-storey buildings with no floors.

Vehicle V may be rented by the facility operator to a user who uses the facility, or it may be a private vehicle that the user normally uses outside the facility. In the case of a privately owned vehicle V, an application that enables information processing on the vehicle V side, as described below, can be downloaded and installed in advance before or when the user arrives at the facility.

In the following, the vehicle control device of the embodiment will be described as an example in which the vehicle control device is an on-board device 10 mounted on a vehicle V.

Figure 1 is a diagram showing a schematic configuration of a vehicle V according to an embodiment. Figure 2 is a diagram showing an example configuration of a vehicle control system 1 according to an embodiment. Figures 3 to 5 are schematic explanatory diagrams (part 1) to (part 3) of a vehicle control method according to an embodiment.

As shown in FIG. 1, the vehicle V according to the embodiment is an electric vehicle for one or two people, known as ultra-compact mobility or personal mobility. Note that while the vehicle V is described here as an electric vehicle that uses a motor as its power source, it may also be a vehicle that uses other power sources, such as an internal combustion engine. There are various types of vehicle V, including a stand-up type as shown in the figure, as well as a cart type and a wheelchair type.

As shown in the figure, the vehicle V is equipped with an on-board device 10. The on-board device 10 is a computer mounted on the vehicle V. The on-board device 10 has a control unit and a communication unit. The control unit controls the vehicle V by manual driving control performed by the user's driving operation, instructions from an external device obtained via the communication unit, and automatic driving control based on external conditions, etc. obtained via an on-board sensor unit (not shown).

Note that the in-vehicle device 10 is capable of automatically driving the vehicle V through automatic driving control in either an attended state where a user is on board as shown in the figure, or an unattended state where no user is on board. In the following, a attended vehicle V may be referred to as a "manned vehicle V-m" and an unattended vehicle V may be referred to as an "unmanned vehicle V-u."

In recent years, such vehicles V have begun to be introduced as a means of transportation for users within facilities such as large commercial facilities, medical and nursing care facilities, and airport facilities. However, there has been little progress in studying vehicle control that efficiently and automatically drives multiple vehicles V together during collection and evacuation. Therefore, in order to popularize the use of mobility in the future, it is necessary to improve this aspect.

Therefore, in the vehicle control method of the embodiment, when there is another vehicle V with the same destination, the vehicle V is caused to travel in a convoy with the other vehicle V to the destination.

Specifically, a vehicle control system 1 for a vehicle V to which a vehicle control method according to an embodiment is applied will be described. As shown in Fig. 2, the vehicle control system 1 according to the embodiment includes vehicles V, each of which includes one or more manned vehicles V-m and unmanned vehicles V-u, in-facility equipment 30, a terminal device 50, and a server device 100. Note that the only difference between manned vehicles V-m and unmanned vehicles V-u is whether or not a person is on board.

The in-facility equipment 30 is various equipment installed in the facility. The in-facility equipment 30 includes, for example, a reception machine 31 and a camera 32 (see FIG. 7). At least one reception machine 31 and at least one camera 32 are installed.

The reception machine 31 is a reception device used for authentication when the vehicle V is rented to a user, and is installed, for example, capable of reading the user's authentication information. The cameras 32 are installed in various locations within the facility. The cameras 32 are, for example, security cameras.

The terminal device 50 is an information processing device used by an operator O who monitors and manages the facility, and is, for example, a notebook PC (Personal Computer), a tablet terminal, a PDA (Personal Digital Assistant), a smartphone, or a wearable device which is a glasses-type or watch-type information processing terminal.

Here, the terminal device 50 is assumed to be a smartphone. The operator O can issue instructions for vehicle control in the vehicle control system 1, such as an instruction to recover the vehicle V, via the terminal device 50. In the following, the "terminal device 50" can be read as the operator O as appropriate. Also, instead of a human operator O, an artificial intelligence (AI) for managing and monitoring the facility may be used, and the various instructions described above may be issued by the AI.

The server device 100 is a computer that manages and controls various devices in the facility, including the vehicle V, and is realized, for example, as a cloud server and is provided outside the facility. The server device 100 may also be provided, for example, within the facility.

The vehicle V, the in-facility equipment 30, the terminal device 50, and the server device 100 are arranged to be able to communicate with each other via a network N, such as the Internet, an intranet, or a mobile phone network. The vehicles V can also communicate with each other, for example, by vehicle-to-vehicle communication using short-range wireless communication.

Consider a case in which, in the vehicle control system 1 configured in this manner, multiple vehicles V scattered throughout a facility are to be collected when the facility is closed, etc. In such a case, it is cumbersome for an operator O to give individual driving instructions to each of the multiple scattered vehicles V and have them automatically drive to the same destination along individual collection routes. In addition, multiple vehicles V moving separately and disorganized along individual collection routes are likely to cause obstacles to pedestrians along the way.

Therefore, as shown in FIG. 3, in the vehicle control method according to the embodiment, when an operator O sends a collection instruction to the server device 100, the server device 100 receives the instruction and grasps the vehicle positions of each vehicle V scattered within the facility (step S2).

Then, the server device 100 calculates a collection route to the destination collection location based on the grasped vehicle positions (step S3). At this time, the server device 100 calculates a collection route that allows multiple vehicles V to be collected by platooning. The collection location is, for example, a storage location for vehicles V such as a garage, or a rental location for vehicles V located near the entrance of a building, etc.

Then, the server device 100 transmits a platooning instruction to each vehicle V (step S4). When each vehicle V receives the platooning instruction, it performs platooning to the collection location by autonomous driving in accordance with the instruction (step S5). Note that, as shown in FIG. 3, the following mainly uses as an example a case in which vehicles V-1, V-2, V-3, and V-4 perform platooning with vehicle V-1 as the lead vehicle.

As shown in FIG. 4, in such a platooning operation, the server device 100 issues platooning instructions so that at least vehicle V-1 drives autonomously and vehicles V-2 to V-4 drive heteronomously by receiving instructions from the vehicle ahead via vehicle-to-vehicle communication, etc.

5, in such a platooning, the server device 100 may issue platooning instructions so that vehicle V-1 and the last vehicle, vehicle V-4, drive autonomously, vehicle V-2 receives instructions from vehicle V-1, and vehicle V-3 receives instructions from vehicle V-4, and drives heteronomously. Note that when driving in a platoon, it may be possible to configure which of the vehicles V constituting the platoon will drive autonomously based on destination and route instructions from the server device 100 and which will drive heteronomously based on instructions from the other vehicles V.

In the example of Figure 5, vehicle V-4 can recognize the movement of the entire platoon from the rear, so vehicle V-4 can, for example, give instructions to the vehicles in front to align the platoon.

In addition, in the vehicle control method according to the embodiment, in order to ensure safety and efficiency in platooning, the movement of the entire platoon can be controlled and changed depending on whether the vehicle is traveling in a straight line or on a curve. Specific examples of this will be described later using Figures 8 to 15.

In addition, in the vehicle control method according to the embodiment, the vehicles V can be controlled so that the scattered vehicles V travel in a convoy in order to efficiently collect the vehicles to the collection location. A specific example of this will be described later with reference to FIG. 16.

In this way, in the vehicle control method of the embodiment, when there is another vehicle V with the same destination, the vehicle V is caused to travel in a convoy with the other vehicle V to the destination.

Therefore, according to the vehicle control method of the embodiment, it is possible to efficiently autonomously drive multiple vehicles together. Below, an example configuration of the vehicle control system 1 according to the embodiment is described in more detail.

Figure 6 is a block diagram showing an example of the configuration of an in-vehicle device 10 according to an embodiment. Also, Figure 7 is a block diagram showing an example of the configuration of a server device 100 according to an embodiment. Note that Figures 6 and 7 show only the components necessary to explain the features of this embodiment, and descriptions of general components are omitted.

In other words, each component shown in Figures 6 and 7 is a functional concept, and does not necessarily have to be physically configured as shown. For example, the specific form of distribution and integration of each block is not limited to that shown, and all or part of it can be functionally or physically distributed and integrated in any unit depending on various loads, usage conditions, etc.

In addition, in the explanation using Figures 6 and 7, the explanation of components that have already been explained may be simplified or omitted.

As shown in Figure 6, the in-vehicle device 10 is connected to a vehicle mechanism 3, an in-vehicle sensor unit 5, and an HMI (Human Machine Interface) unit 9 via an in-vehicle network such as a CAN (Controller Area Network).

The vehicle mechanism 3 is various mechanisms that constitute the driving system, power system, etc. of the vehicle V. The on-board sensor unit 5 is a group of sensors that are mounted on the vehicle V and output various sensing data that indicate the conditions inside and outside the vehicle V. The on-board sensor unit 5 includes, for example, a camera, a G sensor, a radar, a GPS sensor, a seating sensor, etc.

The HMI unit 9 is a variety of interface components that enable the user and the vehicle V to exchange information, and includes hardware components such as the accelerator, brake, steering wheel, display, speaker, and microphone, as well as software components that are displayed on the display.

The in-vehicle device 10 includes a communication unit 11, a memory unit 12, and a control unit 13. The communication unit 11 is realized, for example, by a NIC (Network Interface Card) or the like.

The communication unit 11 is wirelessly connected to the aforementioned network N, and transmits and receives various information between the in-facility device 30 and the server device 100 via the network N. The communication unit 11 can also transmit and receive various information directly between the in-facility device 30 and the other in-vehicle device 10-o (i.e., other vehicles V) via V2X communication or short-range wireless communication.

Specific wireless communication methods that can be used include Wi-Fi (registered trademark), Bluetooth (registered trademark), UWB (Ultra Wide Band), NFC (Near Field Communication), etc.

The memory unit 12 is realized, for example, by a storage device such as a random access memory (RAM) or a flash memory, or a disk device such as a hard disk device or an optical disk device. In the example of Figure 6, the memory unit 12 stores vehicle control information 12a, facility information 12b, an autonomous driving control model 12c, and role information 12d.

The vehicle control information 12a is information regarding the vehicle control of the vehicle V, and includes, for example, parameters indicating various characteristics of the vehicle mechanism 3. The facility information 12b is information regarding the facility, and includes, for example, map information within the facility through which the vehicle V travels.

The autonomous driving control model 12c is a control model for autonomously driving the vehicle V, and is, for example, a deep neural network (DNN) that has been trained to control the autonomous driving of the vehicle V according to the recognition content based on the sensing data of the on-board sensor unit 5. The autonomous driving control model 12c may be stored on the server device 100 side.

Role information 12d is information regarding the role of vehicle V itself in the platoon. Role information 12d includes, for example, position information of vehicle V in the platoon. Role information 12d also includes, for example, if vehicle V is the leading or trailing vehicle, information regarding the heteronomous rear vehicle V or front vehicle V to which instructions should be given.

The control unit 13 is a controller, and is realized, for example, by a CPU (Central Processing Unit) or MPU (Micro Processing Unit) executing various programs (not shown) stored in the memory unit 12 using a RAM as a working area. The control unit 13 can also be realized, for example, by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).

The control unit 13 has a vehicle control unit 13a, an acquisition unit 13b, a recognition unit 13c, and an instruction unit 13d, and realizes or executes the functions and actions of the information processing described below.

The vehicle control unit 13a performs manual driving control of the vehicle V based on the user's driving operation via the HMI unit 9 and the vehicle control information 12a, etc., and manually drives the vehicle V. The vehicle control unit 13a also performs automatic driving control of the vehicle V based on instructions from the server device 100, instructions from the other in-vehicle devices 10-o, the vehicle control information 12a, the recognition results by the recognition unit 13c described below, and the automatic driving control model 12c, etc., and drives the vehicle V automatically.

The acquisition unit 13b acquires various sensing data from the vehicle-mounted sensor unit 5. The acquisition unit 13b also acquires various information from the other vehicle-mounted devices 10-o, the in-facility equipment 30, and the server device 100 via the communication unit 11.

The recognition unit 13c recognizes the situation around the vehicle V based on sensing data from the on-board sensor unit 5, etc.

When the vehicle V is driving autonomously and needs to give instructions to another vehicle V driving heteronomously, the instruction unit 13d generates an instruction signal for the other vehicle V based on various information acquired by the acquisition unit 13b and transmits it to the other vehicle-mounted device 10-o via the communication unit 11.

Next, a configuration example of the server device 100 will be described. As shown in Fig. 7, the server device 100 includes a communication unit 101, a storage unit 102, and a control unit 103. The communication unit 101 is realized, for example, by a NIC, similar to the communication unit 11 described above.

The communication unit 101 is connected to the aforementioned network N by wire or wirelessly, and transmits and receives various information between the in-vehicle device 10, the facility equipment 30, and the terminal device 50 via the network N. In addition, specific wireless communication methods that can be used in the case of wireless connection include Wi-Fi, Bluetooth, UWB, etc.

The in-facility equipment 30 is various equipment installed within the facility, and includes a reception machine 31 and a camera 32. The camera 32 corresponds to an example of an in-facility sensor unit. The in-facility sensor unit is a group of sensors that are installed within the facility and output various sensing data that indicates the situation within the facility. In addition to the camera 32, the in-facility sensor unit includes, for example, a human presence sensor, a temperature and humidity sensor, a G sensor, a vibration sensor, etc. The reception machine 31 may also be included in the in-facility sensor unit.

The memory unit 102, like the memory unit 12 described above, is realized, for example, by a memory device such as a RAM or a flash memory, or a disk device such as a hard disk device or an optical disk device, and in the example of Figure 7, the memory unit 102 stores facility management information 102a.

Facility management information 102a is various information related to the facility managed by server device 100. Facility management information 102a includes, for example, all map information within the facility, information related to all in-facility equipment 30, monitor monitoring information within the facility, the current status of vehicle V, etc. The current status of vehicle V includes the current location of vehicle V, the usage status of vehicle V, attribute information of the user currently using vehicle V, etc.

The control unit 103 is a controller, similar to the control unit 13 described above, and is realized, for example, by a CPU, an MPU, or the like, executing various programs (not shown) stored in the storage unit 102 using the RAM as a working area. The control unit 103 can also be realized, for example, by an integrated circuit such as an ASIC or an FPGA.

The control unit 103 has an acquisition unit 103a, a monitoring unit 103b, a calculation unit 103c, and an instruction unit 103d, and realizes or executes the functions and actions of the information processing described below.

The acquisition unit 103a acquires various sensing data from the in-facility equipment 30. The acquisition unit 103a also acquires various information from the in-vehicle device 10 and the terminal device 50 via the communication unit 101.

The monitoring unit 103b monitors the situation within the facility in real time based on the sensing data acquired by the acquisition unit 103a and various information from the vehicle-mounted device 10.

Based on instructions from the terminal device 50, the calculation unit 103c calculates a movement route of the vehicle V in response to the instruction. For example, when the calculation unit 103c acquires the above-mentioned collection instruction from the terminal device 50, the calculation unit 103c calculates a collection route to the destination collection location based on the vehicle positions of each vehicle V grasped by the monitoring unit 103b. At this time, as already described, the calculation unit 103c calculates a collection route that allows collection by making multiple vehicles V travel in a convoy.

The instruction unit 103d generates an instruction signal for each vehicle V based on the collection route calculated by the calculation unit 103c, and transmits it to each in-vehicle device 10 via the communication unit 101.

Next, specific examples of operation when vehicles V are traveling in a convoy will be described with reference to Figures 8 to 16. Figures 8 to 12 are explanatory diagrams (parts 1) to (part 5) of operation when traveling in a straight line. Also, Figures 13 to 15 are explanatory diagrams (parts 1) to (part 3) of operation when traveling around a curve. Also, Figure 16 is a diagram showing an example of a collection route.

As already mentioned, the following mainly uses as an example a case in which vehicles V-1, V-2, V-3, and V-4 travel in a convoy with vehicle V-1 as the lead vehicle.

As shown in Figure 8, when vehicles V-1, V-2, V-3, and V-4 are traveling in a straight line in a convoy, they each travel with a shorter inter-vehicle distance i compared to when they are traveling in a convoy with people on board. In this way, by shortening the inter-vehicle distance i and making the convoy as short as possible, it is possible to prevent traffic obstructions within the facility and ensure safety.

As shown in Figure 9, vehicle V can be provided with a coupling mechanism 3a that can couple other vehicles V to the front and rear of vehicle V. When vehicle V has coupling mechanism 3a, as shown in Figure 10, when traveling in a straight line in platooning, vehicles V-1, V-2, V-3, and V-4 can couple with each other to travel with a closer inter-vehicle distance i than in the case of platooning in Figure 8.

This allows the inter-vehicle distance i to be shortened reliably through mechanical connection, further contributing to ensuring safety when driving in a convoy.

As shown in Figure 11, vehicle V can be coupled with a baggage vehicle V-b for transporting baggage as another vehicle V. When a baggage vehicle V-b is coupled, as shown in Figure 12, when traveling in a straight line in the platoon, vehicles V-1, V-2, V-3, and V-4 each control the inter-vehicle distance i taking into account the vehicle length of the baggage vehicle V-b.

As a result, even if a baggage vehicle V-b is coupled to vehicle V, the inter-vehicle distance i can be reduced and the platoon can be made as short as possible, depending on the situation, compared to when the vehicle travels in a platoon with a baggage vehicle V-b coupled and carrying passengers.

Next, we will explain the case of traveling around a curve. As shown in Figure 13, when traveling around a curve in a convoy, if vehicles V-1, V-2, V-3, and V-4 are mechanically connected and traveling around a curve, the risk of an accident due to the difference in the inside wheel radius increases.

If there is enough space around a curve, it is possible to avoid an accident by making a wide detour, but the longer the convoy, the more space is needed, so this is not a realistic solution.

In this embodiment, as shown in Figure 14, when the vehicles are traveling around a curve in a convoy, the connection by the connection mechanism 3a is first released before entering the curve. Then, as shown in Figure 15, vehicles V-1, V-2, V-3, and V-4 each enter the curve while keeping a distance i between them.

Then, as shown in the figure, vehicles V-1, V-2, V-3, and V-4 change their trajectories at the front and rear of the platoon so as to eliminate the inner wheel difference for the entire platoon. In the example of Figure 15, the autonomous vehicle V-1 and the heteronomous vehicle V-2 that follows it travel around a curve along trajectory R1.

On the other hand, the autonomous vehicle V-4 and the heteronomous vehicle V-3 following it travel along a trajectory R2 that bulges outward from trajectory R1. This makes it possible to avoid accidents caused by wheel difference and ensure safety when traveling along curves in a convoy.

In the example of Figure 15, the platoon is divided into two, but the number of divisions may be changed as appropriate depending on the length of the platoon. For example, the number of divisions may be three or more. In that case, the role of the vehicles V may change dynamically so that each division unit includes at least one vehicle V that drives autonomously.

Although not shown in the figure, when the vehicle transitions from traveling around a curve to traveling in a straight line, vehicles V-1, V-2, V-3, and V-4 will travel in a straight line while reducing the inter-vehicle distance i as described above. Also, when vehicles V are traveling in a platoon before entering a curve without being coupled, the inter-vehicle distance i is increased before the curve. In other words, the inter-vehicle distance i when traveling around a curve is made wider than when traveling around a curve or not.

In addition, when calculating the collection route, the server device 100 can calculate the most efficient collection route depending on the vehicle positions of vehicle V-1, vehicle V-2, vehicle V-3, and vehicle V-4.

For example, assume that the positions of vehicles V-1, V-2, V-3, and V-4 before collection were as shown in the upper part of Figure 16. In such a case, the server device 100 calculates a collection route in which the vehicle V that is farthest from the collection location is set as the lead vehicle. In addition, at this time, the server device 100 calculates a collection route for collecting vehicles V in order of furthest from the collection location, as shown in the lower part of the same figure.

In the example of Figure 16, the server device 100 calculates a recovery route such that the farthest vehicle V is the lead vehicle, vehicle V-1, the second farthest vehicle V is vehicle V-2, the third farthest vehicle V is vehicle V-3, the fourth farthest (closest) vehicle V is vehicle V-4, and so on, with vehicle V-1 picking up and following each vehicle V in the order of vehicle V-2, vehicle V-3, and vehicle V-4.

For example, server device 100 instructs vehicle V-1 to assume the role of the lead vehicle and the driving route to the collection location. Furthermore, if server device 100 detects the approach of vehicle V-1 through V2X communication or the like, it instructs vehicles V-2, V-3, and V-4 to follow the end of the convoy with vehicle V-1 as the lead vehicle. Each time the last vehicle V changes, the last vehicle V may take on the role of the aforementioned last vehicle.

This makes it possible to efficiently recover vehicles V-1, V-2, V-3, and V-4 while they are traveling in a convoy.

Next, the processing procedure executed by the in-vehicle device 10 according to the embodiment will be described. FIG. 17 is a flowchart showing the processing procedure executed by the in-vehicle device 10 according to the embodiment.

As shown in FIG. 17, first, it is determined whether or not there is a platooning instruction such as a recovery instruction (step S101). If there is no instruction (step S101, No), step S101 is repeated. If there is an instruction (step S101, Yes), it is determined whether the vehicle's role is to be the lead vehicle or the tail vehicle (step S102).

If the vehicle is the leading or trailing vehicle (step S102, Yes), it travels autonomously along the travel route included in the platooning instructions (step S103). If the vehicle is not the leading or trailing vehicle (step S102, No), it travels heteronomously according to the instructions of the leading or trailing vehicle (step S104).

When the vehicles are traveling in a convoy, it is determined whether the vehicles are traveling in a straight line (step S105). If the vehicles are traveling in a straight line (step S105, Yes), the vehicles shorten the inter-vehicle distance i (step S106). If the vehicles are not traveling in a straight line (step S105, No), the process proceeds to step S107.

Also, while the vehicles are traveling in a convoy, it is determined whether or not they are traveling around a curve (step S107). If they are traveling around a curve (step S107, Yes), the trajectories of the front and rear of the convoy are changed to eliminate the inner wheel difference while maintaining a vehicle-to-vehicle distance i (step S108). If the vehicles are not traveling around a curve (step S107, No), the process proceeds to step S109.

Then, it is determined whether the destination has been reached (step S109). If the destination has not been reached (step S109, No), the process is repeated from step S105. If the destination has been reached (step S109, Yes), the process is terminated.

Up to this point, we have given the example of unmanned vehicles V-u traveling in a platoon, but the above examples can also be applied to the case of manned vehicles V-m traveling in a platoon under autonomous driving.

In addition, in the case of manned vehicles V-m, the functions of each vehicle V traveling in a platoon may be varied depending on the attributes of the occupants. Such a modified example will be described. Figure 18 shows a modified example when a person is on board.

As shown in Figure 18, for example, a combination of multiple accompanying users may be a protected person and a person responsible for their protection. For example, the protected person may be a child and the person responsible for their protection may be the parent. Also, for example, the protected person may be an elderly person or a physically disabled person, and the person responsible for their protection may be a family member or a medical care worker.

When multiple users use vehicles V to travel to a destination, in the vehicle control method according to the modified example, for example, vehicle V-1 carrying the protection officer is always the lead vehicle and is made to travel autonomously. Meanwhile, vehicles V-2 and V-3 carrying the protected persons are always made to travel heteronomously following vehicle V-1. At this time, it is more preferable to mechanically connect the vehicles V by a connecting mechanism 3a.

In addition, for vehicles V-2 and V-3, the HMI functions may be restricted as shown in the same figure to prevent problems caused by incorrect operation by the protected person.

This helps ensure safety when vehicles are traveling in a convoy with people on board. Also, traveling in a convoy enables efficient travel to the destination. If there are multiple protective officers, the protective officers may be required to ride in the front and rear vehicles, and the front and rear vehicles may drive autonomously. In addition, in the explanation using FIG. 18, a protected person and his/her protective officer are used as an example, but the invention can also be applied to a group of people with an equal relationship, such as friends.

Note that, unlike platoon driving on normal roads such as expressways and general roads, when platoon driving is performed within a facility, there are many facility users and other people within the facility, and in many cases the roadway and sidewalk are not clearly separated. For this reason, having multiple vehicles V drive separately through the passageways and plazas within the facility will cause a nuisance to many people. Therefore, as in the present embodiment described above, by having vehicles V with the same destination drive in platoon driving, the area occupied by the vehicles V when multiple vehicles V are driving can be narrowed so as not to cause a nuisance to people. As described above, vehicles V within a facility may be either manned or unmanned, but this embodiment is particularly effective when applied to unmanned vehicles V with no passengers on board, as it can further shorten the inter-vehicle distance i.

As described above, the in-vehicle device 10 according to the embodiment (corresponding to an example of a "vehicle control device") is a vehicle control device mounted on a vehicle V traveling within a specified area, and includes a control unit 13. When there is another vehicle V with the same destination, the control unit 13 drives the vehicle V in a convoy to the destination.

The specified area is also a facility.

Therefore, with the in-vehicle device 10 according to the embodiment, multiple vehicles V can be efficiently and automatically driven together in a crowded facility so as not to disturb people.

In addition, when traveling in a convoy, the control unit 13 causes the vehicle V to travel heteronomously in accordance with the instructions of the other vehicles V.

Therefore, according to the in-vehicle device 10 of the embodiment, the vehicle V can be driven heteronomously in accordance with the instructions of the other vehicles V, thereby efficiently and automatically driving multiple vehicles V together.

In addition, when the vehicle is traveling in a platoon without an occupant, the control unit 13 reduces the inter-vehicle distance i between the vehicle and other vehicles V traveling in the platoon compared to when the vehicle is traveling in a platoon with an occupant present.

Therefore, according to the in-vehicle device 10 of the embodiment, multiple unmanned vehicles V-u can be moved together without getting in the way of people.

In addition, when the vehicle is traveling in a convoy, the control unit 13 increases the inter-vehicle distance i between the vehicle and other vehicles V traveling in the convoy when traveling around a curve compared to when traveling in a straight line.

Therefore, according to the in-vehicle device 10 of the embodiment, by maintaining a vehicle-to-vehicle distance i when traveling around a curve, it is possible to prevent accidents caused by, for example, the difference in turning radius, and ensure safety.

In addition, the vehicle V can be mechanically connected to another vehicle V, and the control unit 13 changes the inter-vehicle distance i between the vehicle V and the other vehicle V depending on the connection state with the other vehicle V.

Therefore, according to the in-vehicle device 10 of the embodiment, even when, for example, a baggage car V-b is coupled to the vehicle V, the vehicle distance i can be changed depending on the situation.

The control unit 13 also releases the mechanical connection with the other vehicle V prior to entering the curve.

Therefore, the in-vehicle device 10 according to the embodiment can avoid accidents caused by wheel difference on curves that can occur due to mechanical coupling.

In addition, when traveling around a curve, the control unit 13 causes the vehicle V to travel along a trajectory that bulges outward on the curve compared to other vehicles V traveling in front.

Therefore, the in-vehicle device 10 according to the embodiment can avoid accidents caused by wheel difference between the inside and outside of the vehicle and ensure safety when traveling around curves in a convoy.

In the above-described embodiment, the vehicle V is assumed to be a vehicle that a user can ride in, but the vehicle V may be specialized for being unmanned. For example, the vehicle V may be an unmanned self-propelled cleaning robot, a self-propelled porter robot, or the like.

In the above-described embodiment, the vehicle V is a vehicle that can seat one or two people, but it may be a vehicle that can seat three or more people. Furthermore, the vehicle V may not be a type that is rented out to users, but may be a type of shared bus that travels along a specified route and can accommodate multiple people.

In addition, in the above-described embodiment, the vehicle V is a mobility vehicle, but the present invention can be applied to any vehicle capable of autonomous driving control.

In addition, in the above-described embodiment, a facility is used as an example of a specified area, but such an area is not limited to within a facility and may be a larger area, such as a commercial area where unmanned buses and taxis operate.

The baggage car V-b may be configured to be coupled to the rear of the vehicle V or to the front of the vehicle V. It may also be coupled to the side of the vehicle V like a sidecar. The baggage car V-b may also be configured like a shopping cart capable of carrying a shopping basket.

In addition, multiple baggage cars V-b may be transported by one vehicle V. For example, if the baggage cars V-b are configured like shopping carts, multiple empty shopping carts may be stacked in the fore-aft direction of the vehicle V to shorten the overall fore-aft length of the shopping carts, and then these may be coupled to the front or rear of the vehicle V.

As an application of this example, when multiple vehicles V are traveling in a platoon, the above-mentioned stacked baggage vehicles V-b may be coupled to the leading or trailing vehicle, with the other vehicles V not being coupled to the baggage vehicles V-b. In other words, when multiple vehicles V and multiple baggage vehicles V-b are traveling in a platoon, the overall length of the platoon can be shortened by coupling the multiple baggage vehicles V-b, in a stacked state, to one of the multiple vehicles V traveling in the platoon.

In addition, when traveling in a convoy, the vehicles may travel in a convoy following a person (e.g., a person at a facility) rather than traveling based on destination and route instructions from the server device 100. For example, the leading vehicle will follow the person, and the other vehicles V will follow the vehicle V ahead of them.

Further advantages and modifications may readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Thus, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and equivalents thereof.

REFERENCE SIGNS LIST 1 vehicle control system 10 in-vehicle device 13 control unit 13a vehicle control unit 13b acquisition unit 13c recognition unit 13d instruction unit 100 server device 103 control unit 103a acquisition unit 103b monitoring unit 103c calculation unit 103d instruction unit V vehicle

Claims (10)

A vehicle control device mounted on a vehicle traveling within a predetermined area,
A vehicle control device includes a control unit that, when there is another vehicle with the same destination, travels in a convoy with the other vehicle to the destination, and when traveling in a convoy without an occupant, reduces the inter-vehicle distance with the other vehicle traveling in the convoy compared to when traveling in a convoy with an occupant. A vehicle control device mounted on a vehicle traveling within a predetermined area,
A vehicle control device that, when there is another vehicle with the same destination, travels in a convoy with the other vehicle to the destination, and that is equipped with a control unit that increases the inter-vehicle distance between the other vehicle and the convoy when traveling around a curve compared to when traveling in a straight line. A vehicle control device mounted on a vehicle that travels within a predetermined area and can be mechanically connected to other vehicles,
a control unit that, when there is another vehicle having the same destination, travels in a convoy with the other vehicle to the destination and connects with the other vehicle to reduce an inter-vehicle distance between the vehicle and the other vehicle compared to when the vehicle is not connected with the other vehicle,
The control unit is a vehicle control device that releases the mechanical connection with the other vehicle prior to entering a curve. A vehicle control device mounted on a vehicle traveling within a predetermined area,
A vehicle control device is provided that, when there is another vehicle with the same destination, causes the vehicle to travel in a convoy with the other vehicle to the destination, and, when traveling around a curve, causes the vehicle to travel along a trajectory that bulges outward on the curve compared to the other vehicle traveling in front. The vehicle control device according to any one of claims 1 to 4, wherein the specified area is a facility. The vehicle control device according to any one of claims 1 to 5, wherein the control unit causes the vehicle to travel heteronomously in accordance with instructions from the other vehicles when traveling in a convoy. A program executed by a computer to control a vehicle traveling within a predetermined area,
This program is for, when there is another vehicle having the same destination, running in a convoy with the other vehicle to the destination, and for making the inter-vehicle distance between the vehicle and the other vehicle smaller when running in a convoy without an occupant than when running in a convoy with an occupant. A program executed by a computer to control a vehicle traveling within a predetermined area,
This program is for, when there is another vehicle with the same destination, traveling in a convoy with the other vehicle to the destination, and for, when traveling in a convoy, increasing the distance between the vehicle and the other vehicle traveling in the convoy when traveling around a curve compared to when traveling in a straight line. A program executed by a computer to control a vehicle that travels within a predetermined area and can be mechanically coupled to other vehicles,
When there is another vehicle having the same destination, the vehicle platoons with the other vehicle to the destination, and is coupled with the other vehicle, thereby shortening the inter-vehicle distance with the other vehicle compared to when the vehicle is not coupled with the other vehicle;
A program for releasing the mechanical coupling with the other vehicle prior to entering a curve. A program executed by a computer to control a vehicle traveling within a predetermined area,
This program causes the vehicle to travel in a convoy with other vehicles to the destination when there are other vehicles with the same destination, and causes the vehicle to travel on a trajectory that bulges outward on the curve compared to the other vehicles traveling in front when traveling on a curve.

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