JP2018077068A - Onboard device, computer program and driving management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an onboard device, a computer program, and a driving management method capable of continuing automatic operation in consideration of the energy amount for driving a vehicle.SOLUTION: An onboard device mounted on a vehicle being capable of automatic operation includes: an energy amount acquiring unit that acquires a remaining amount of energy for driving the vehicle; a destination information acquiring unit that acquires destination information; a determination unit; and an output unit that outputs information based on a determination result of the determination unit. The determination unit determines if it is possible to reach the destination by automatic operation without replenishing the energy based on the destination information acquired by the destination information obtaining unit and the amount of energy acquired by the energy amount acquiring unit.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle device, a computer program, and an operation management method.

  In recent years, technologies related to automatic driving of vehicles are being developed. For example, by accumulating information on the driving frequency of the driving route on which the host vehicle has traveled, and by increasing the driving support amount as the driving frequency increases based on the accumulated information, the driving load on the driver can be reduced, A driving support device capable of achieving both establishment of driving freedom is disclosed (see Patent Document 1).

  Also, setting a takeover section in which the automatic operation control is handed over to the manual operation is excluded, excluding the section in which it is determined that it is difficult to take over from the automatic operation control to the manual operation by the user's driving operation. Thus, there is disclosed an automatic driving support system that can reduce the burden on the user and prevent the section in which the automatic driving control is performed from becoming shorter than necessary (see Patent Document 2).

  On the other hand, there is an increasing demand for a service in which an autonomous driving vehicle such as a robot taxi or a robot rental car is dispatched to a point designated by a user and the user is transported to a desired destination.

JP 2010-948 A JP2015-157604A

  The conventional automatic driving techniques as shown in Patent Documents 1 and 2 do not consider the amount of driving energy such as the fuel of the vehicle or the remaining amount of the battery. For this reason, in the service as described above, when an autonomous driving vehicle travels in an area where infrastructure such as a gas station or a charging station is not sufficient, it is possible to continue automatic driving due to running out of fuel or running out of battery. There is a risk of disappearing. In addition, when performing automatic driving, the frequency of use of various sensors mounted on the vehicle and the frequency of use of communication functions related to communication of information related to automatic driving increase, so that the electric consumption of the vehicle increases and the fuel consumption of the vehicle increases. Or it affects the electricity bill.

  The present invention has been made in view of such circumstances, and an in-vehicle device capable of continuing automatic driving in consideration of an energy amount for driving a vehicle, a computer program for realizing the in-vehicle device, and the above-described An object of the present invention is to provide an operation management method using an in-vehicle device.

  An in-vehicle device according to an embodiment of the present invention is an in-vehicle device mounted on a vehicle capable of automatic driving, and a remaining amount acquisition unit that acquires an energy amount for driving the vehicle and a destination. Based on the destination acquisition unit, the destination acquired by the destination acquisition unit and the amount of energy acquired by the remaining amount acquisition unit, it is possible to reach the destination by automatic operation without replenishing energy. The determination part which determines whether it can do and the output part which outputs the information based on the determination result in this determination part are provided.

  A computer program according to an embodiment of the present invention is a computer program for causing a computer to manage the operation of a vehicle capable of automatic driving, and for the computer to acquire an energy amount for driving the vehicle. An acquisition unit, a destination acquisition unit for acquiring a destination, and whether or not the destination can be reached by automatic operation without replenishing energy based on the acquired destination and the amount of energy. It functions as a determination unit for determination and an output unit for outputting information based on the determination result.

  An operation management method according to an embodiment of the present invention is a vehicle operation management method capable of automatic driving, which acquires an energy amount for driving the vehicle, acquires a destination, and acquires the acquired destination Then, based on the energy amount, it is determined whether or not it is possible to reach the destination by automatic operation without replenishing energy, and information based on the determination result is output.

  ADVANTAGE OF THE INVENTION According to this invention, automatic driving | operation can be continued, suppressing the deterioration of energy consumption.

It is a schematic diagram which shows an example of the driving | running management of the automatic driving vehicle by the vehicle-mounted apparatus of this Embodiment. It is explanatory drawing which shows an example of the principal part structure of the vehicle of this Embodiment. It is a flowchart which shows an example of the process sequence of the operation management before the utilization start by the vehicle-mounted apparatus of this Embodiment. It is a flowchart which shows an example of the process sequence of the operation management before the utilization start by the vehicle-mounted apparatus of this Embodiment. It is a flowchart which shows an example of the process sequence of the driving | operation management in use by the vehicle-mounted apparatus of this Embodiment. It is a flowchart which shows an example of the process sequence of the driving | operation management in use by the vehicle-mounted apparatus of this Embodiment.

[Description of Embodiment of Present Invention]
The in-vehicle device according to the present embodiment is an in-vehicle device mounted on a vehicle capable of automatic driving, and a remaining amount acquisition unit that acquires an energy amount for driving the vehicle, and a destination that acquires a destination Based on the acquisition unit, the destination acquired by the destination acquisition unit and the amount of energy acquired by the remaining amount acquisition unit, can the destination be reached by automatic operation without replenishing energy? A determination unit that determines whether or not, and an output unit that outputs information based on a determination result of the determination unit.

  The computer program according to the present embodiment is a computer program for causing a computer to manage the operation of a vehicle capable of automatic driving, and the computer acquires a remaining amount acquisition unit that acquires an energy amount for driving the vehicle. And a destination acquisition unit that acquires the destination, and whether or not the destination can be reached by automatic operation without replenishment of energy based on the acquired destination and the amount of energy. It functions as a determination unit and an output unit that outputs information based on the determination result.

  The driving management method according to the present embodiment is a driving management method for a vehicle capable of automatic driving, which acquires an energy amount for driving the vehicle, acquires a destination, and acquires the acquired destination and energy. Based on the amount, it is determined whether or not the destination can be reached by automatic operation without replenishing energy, and information based on the determination result is output.

  The remaining amount acquisition unit acquires an energy amount for driving the vehicle. The amount of driving energy includes, for example, the remaining amount of fuel, the remaining amount of battery, and the like. The destination acquisition unit acquires a destination. As the destination, for example, a destination input by a vehicle user may be acquired through an operation panel or the like.

  Based on the destination acquired by the destination acquisition unit and the amount of energy acquired by the remaining amount acquisition unit, the determination unit reaches the destination by automatic operation without replenishing energy (for example, refueling or charging). It is determined whether or not it can be performed. For example, by determining the travel distance (fuel consumption or electricity consumption) per unit amount of fuel or battery in advance, the distance that can be traveled with the remaining amount of fuel or battery is calculated, and the destination based on the distance to the destination Whether or not can be reached.

  The output unit outputs information based on the determination result in the determination unit. If it is possible to reach the destination without replenishing energy, this may be output or no special output may be required. If the destination cannot be reached without replenishing energy, for example, information for confirming whether or not to permit replenishment of energy is output on the way to the destination. Alternatively, it is possible to output information indicating that the use of devices other than the devices necessary for automatic operation is refrained.

  With the above-described configuration, it is possible to prevent a situation in which automatic operation cannot be continued due to running out of energy (for example, running out of fuel or running out of battery) on the way to the destination. In addition, when the destination cannot be reached, by outputting predetermined information, the automatic operation can be continued while considering the energy consumption or the remaining amount.

  When the output unit determines that the determination unit cannot reach the destination, the in-vehicle device according to the present embodiment outputs information on whether or not to accept the supplementation of energy.

  When the output unit determines that the destination cannot be reached by the determination unit, the output unit outputs information regarding whether or not to replenish energy (for example, refueling or charging). If the user permits the replenishment of energy based on the output information, the automatic operation can be continued and the destination can be reached.

  The in-vehicle device according to the present embodiment includes a permission / rejection receiving unit that accepts whether or not to permit replenishment of energy, and when the permission is accepted by the acceptance / rejection receiving unit, the output unit is a point where energy replenishment is performed. Or at least one of the information related to the time required for the replenishment of energy.

  The acceptance / rejection acceptance unit accepts whether or not to permit supplementation of energy. When the permission is accepted by the acceptance / rejection acceptance unit, the output unit outputs at least one of the information on the point where the energy is replenished or the information related to the time required for the energy replenishment. By outputting information on which part (point) the energy is replenished along the route to the destination, the convenience of the user can be improved. In addition, user convenience can be improved by outputting information on the time required for energy replenishment.

  The in-vehicle device according to the present embodiment includes a destination changing unit that receives a change in destination after the automatic driving is started, and the determination unit performs the destination by automatic driving without replenishing energy. It is determined whether or not the destination changed by the changing unit can be reached.

  The destination changing unit accepts a change of the destination after the automatic operation is started. The change of the destination includes a case where another destination is set in addition to the original destination when the original destination is changed. The determination unit determines whether or not the destination changed by the destination changing unit can be reached by automatic operation without replenishing energy.

  With the above configuration, even if the user changes the initial destination or sets another destination in addition to the initial destination, it is accepted by automatic operation without replenishing energy. Since it is determined whether or not the vehicle can reach the destination, it is possible to prevent a situation in which the automatic operation cannot be continued due to the energy running out along the route to the destination. In addition, when the destination cannot be reached, by outputting predetermined information, the automatic operation can be continued while considering the energy consumption or the remaining amount.

  In the in-vehicle device according to the present embodiment, the output unit replaces the vehicle when it is determined that the destination is changed by the destination change unit and the destination cannot be reached by the determination unit. Outputs information about the means.

  An output part outputs the information which concerns on the alternative means replaced with a vehicle, when the destination is changed in the destination change part and it determines with the determination part not being able to reach | attain the destination. The alternative means includes, for example, another moving means for connection (transfer). The information relating to the alternative means includes information on transfer (transfer) or information on a transfer method, information for prompting reservation for transfer, information on a transfer point, and the like.

  With the above-described configuration, the user can reach the destination by using the alternative means, and the decrease in user satisfaction can be suppressed.

  The in-vehicle device according to the present embodiment includes an equipment that includes an entertainment device when the output unit determines that the destination is changed by the destination change unit and the determination unit cannot reach the destination. Outputs information to refrain from using.

  When the destination is changed by the destination changing unit and the determination unit determines that the destination cannot be reached, the output unit outputs information indicating that use of equipment including entertainment equipment is refrained.

  With the above-described configuration, the user can suppress the fuel consumption or power consumption of the vehicle by stopping the use of devices other than the devices necessary for automatic driving, and can continue the automatic driving.

  In the in-vehicle device according to the present embodiment, the output unit outputs information on whether or not to permit manual driving when the permission is not accepted by the acceptance / rejection acceptance unit.

  An output part outputs the information regarding the consent of manual operation, when permission is not received by the acceptance / rejection acceptance part. If permission to refuel or charge is not accepted, the destination cannot be reached by automatic driving. Therefore, information regarding whether or not to switch from automatic operation to manual operation is output. If the user permits manual driving, fuel consumption or power consumption related to automatic driving can be suppressed (power saving measures can be taken), and the vehicle can reach the destination.

  The in-vehicle device according to the present embodiment includes a manual driving reception unit that accepts whether or not to permit manual driving, and a driving support mode from automatic driving to manual driving when permission is received by the manual driving receiving unit. A changing unit to be changed.

  The manual driving reception unit receives whether or not to permit manual driving. The change unit changes the driving support mode from automatic driving to manual driving when the permission is received by the manual driving receiving unit. The driving support mode includes, for example, manual driving in a state where there is driving support by a driving support function, manual driving in a state where there is no driving support, and the like.

  With the above-described configuration, it is possible to smoothly switch from automatic operation to manual operation.

  The in-vehicle device according to the present embodiment is configured to determine whether or not the operation is switched from the automatic operation to the manual operation. When the operation determination unit determines that the operation is switched to the manual operation, the operation of the device necessary for the automatic operation is determined. And a first stop unit for stopping the operation.

  The operation determination unit determines whether or not the automatic operation is switched to the manual operation. A 1st stop part stops operation | movement of the apparatus required for automatic driving | operation, when it determines with the driving | operation determination part having switched to manual driving | operation. When the automatic operation is switched to the manual operation, the consumption of the fuel or the battery can be suppressed by stopping the operation of the equipment necessary for the automatic operation, and the destination can be reached.

  The in-vehicle device according to the present embodiment stops the operation of devices other than those required for automatic driving when it is determined that there is no passenger by the passenger determination unit that determines the presence or absence of a passenger and the passenger determination unit. And a second stop section.

  The passenger determination unit determines whether there is a passenger. The presence / absence of a passenger can be determined using, for example, a vehicle seat (seat) sensor, a seat belt sensor, an in-vehicle camera, a steering sensor, and the like.

  A 2nd stop part stops operation | movement of apparatuses other than an apparatus required for automatic driving | running | working, when it determines with a passenger determination part having no passenger. For example, when a vehicle is dispatched to a point where a passenger is located (boarding point), unnecessary fuel consumption (without reducing user convenience by stopping the operation of devices other than those required for automatic driving) Electricity costs) can be reduced.

  In the in-vehicle device according to the present embodiment, when the passenger determination unit determines that there is no passenger and is performing automatic driving toward the boarding point of the passenger, the in-vehicle device determines the arrival distance or time to the boarding point. Based on this, an operation start unit is provided for starting the operation of at least a part of the device stopped by the second stop unit.

  The operation start unit determines that there is no passenger in the passenger determination unit, and when performing automatic driving toward the boarding point of the passenger, the second stop unit based on the arrival distance or the arrival time to the boarding point The operation of at least a part of the equipment stopped in step 1 is started. At least a part of the equipment stopped at the second stop is, for example, equipment that contributes to improving the satisfaction (convenience or comfort) of the user (passenger), for example, an air conditioner, a seat (seat) Includes heaters, defrosters, wipers, etc.

  With the above-described configuration, unnecessary fuel consumption (electric cost) can be suppressed while improving user satisfaction.

  The in-vehicle device according to the present embodiment is a communication in which a position acquisition unit that acquires the position of a vehicle, the passenger determination unit determines that there is no passenger, and the position acquired by the position acquisition unit performs predetermined communication. A third stop unit that stops the operation of the communication unit when the communication frequency of the unit is within an area that is equal to or lower than a predetermined frequency.

  The position acquisition unit acquires the position of the vehicle. The third stop unit determines that there is no passenger in the passenger determination unit, and the position acquired by the position acquisition unit is in a region where the communication frequency of the communication unit performing predetermined communication is within a predetermined frequency or less. The operation of the part is stopped. The predetermined communication is communication of information necessary for automatic driving, and includes, for example, vehicle-to-vehicle communication and road-to-vehicle communication.

  For example, when driving a vehicle to a vehicle center as a predetermined point, if the vehicle is traveling in an area where predetermined communication does not occur frequently, the operation of the communication unit is stopped to eliminate unnecessary fuel consumption (electricity cost) Can be suppressed.

  The in-vehicle device according to the present embodiment includes a storage unit that stores at least one of a driving support mode indicating whether automatic driving or manual driving or a service mode indicating the presence or absence of a passenger.

  By storing at least one of a driving support mode indicating whether automatic driving or manual driving or a service mode indicating the presence or absence of a passenger, responsibility can be clarified when an accident or the like occurs. It can also contribute to the management of automatic driving.

[Details of the embodiment of the present invention]
Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments. FIG. 1 is a schematic diagram showing an example of operation management of an autonomous driving vehicle by the in-vehicle device of the present embodiment. In the driving management shown in FIG. 1, for example, an automatic driving vehicle such as a robot taxi or a robot rental car is dispatched to a point (boarding point, dispatch place) designated by the user (passenger), and the user is sent to a desired destination. It is the driving management of the self-driving vehicle in the service of carrying up to. As shown in FIG. 1, a vehicle equipped with the in-vehicle device of the present embodiment is parked at the vehicle center, and the vehicle is in a standby state before starting use. In the following description, it is assumed that the vehicle-mounted device of the present embodiment is mounted on the vehicle. In the following description, the remaining amount of fuel and the remaining amount of battery will be described as the amount of energy for driving the vehicle. However, the amount of energy is not limited to the remaining amount of fuel and the remaining amount of battery. Any device that can be driven may be used.

  When there is a request for dispatch of an autonomous driving vehicle from a user, the vehicle is dispatched by automatic driving from the vehicle center toward the dispatching place. In the dispatch area, the vehicle is in a state before the start of use. When the user gets on the vehicle, the vehicle travels to the destination set by the user by automatic driving, or by automatic driving and manual driving. The vehicle is in use until it reaches its destination. When the vehicle arrives at the destination, the use is terminated, and the vehicle returns to the vehicle center. In addition, in FIG. 1, when it is the end of use, you may drive toward another user's dispatch place instead of going home.

  FIG. 2 is an explanatory diagram illustrating an example of a main configuration of the vehicle 100 according to the present embodiment. The vehicle 100 includes a V2XOBE (V2X On-board equipment) 10, a gateway 20, a control unit 30, a steering sensor 41, a seat sensor 42, a fuel gauge 43, a charge control unit 44, a seat belt sensor 45, a camera 51, an IVI (In- Vehicle Infotainment) 52, a display 53, an air conditioner 54, a defroster 55, a wiper 57, and the like are provided with a BCM (Body Control Module) 56, a wiper 57, a seat heater 58, an automatic operation control unit 60, and the like. The control unit 30 includes a determination unit 31, a change unit 32, a stop unit 33, a storage unit 34, and the like. Although not shown, each unit shown in FIG. 2 is operated by electric power from a battery (not shown).

  The in-vehicle device according to the present embodiment includes at least the control unit 30. The in-vehicle device of the present embodiment includes a steering sensor 41, a seat sensor 42, a fuel gauge 43, a charge control unit 44, a seat belt sensor 45, a camera 51, an IVI (In-Vehicle Infotainment) 52, a display 53, and the like. You can also. The steering sensor 41, the seat sensor 42, the seat belt sensor 45, and the camera 51 are not necessarily provided, and any one of them may be provided.

  The automatic driving control unit 60 performs control related to the automatic driving of the vehicle 100.

  The V2XOBE 10 has a function as a communication unit that performs predetermined communication. The predetermined communication is communication of information necessary for automatic driving. For example, vehicle-to-vehicle communication and road-to-vehicle communication can be performed.

  The fuel gauge 43 has a function as a remaining amount acquisition unit that acquires the remaining amount of fuel, and outputs the acquired remaining amount to the control unit 30.

  The charging control unit 44 has a function as a remaining amount acquisition unit that acquires the remaining amount of the battery, and outputs the acquired remaining amount to the control unit 30.

  The display 53 includes an operation panel and a display panel. The display 53 has a function as a destination acquisition unit, and acquires a destination desired by the user (passenger).

  The display 53 has a function as a destination changing unit, and accepts a change of the destination after the automatic driving is started. The change of the destination includes a case where the original destination is changed or a case where another destination is set in addition to the initial destination.

  The display 53 has a function as an acceptance / rejection accepting unit that accepts whether or not refueling or charging as energy supplement is permitted. Moreover, the display 53 has a function as a manual driving | operation reception part which receives whether to permit manual driving | operation.

  Based on the acquired destination and the acquired remaining amount of fuel or battery, the determination unit 31 determines whether the destination can be reached by automatic operation without refueling or charging. For example, by determining the travel distance (fuel consumption or electricity consumption) per unit amount of fuel or battery in advance, the distance that can be traveled with the remaining amount of fuel or battery is calculated, and the destination based on the distance to the destination Whether or not can be reached.

  The display 53 has a function as an output unit, and outputs information based on the determination result in the determination unit 31 under the control of the control unit 30. In addition, it can be considered that the control unit 30 has a function as an output unit, and in this case, the display 53 displays information output by the control unit 30.

  For example, when it is possible to reach the destination without refueling or charging, the fact may be output or no special output may be required. On the other hand, if it is not possible to reach the destination without refueling or charging, for example, information for confirming whether or not refueling or charging is permitted in the middle of the route to the destination is output. Alternatively, it is possible to output information indicating that the use of devices other than the devices necessary for automatic operation is refrained.

  With the above-described configuration, it is possible to prevent a situation in which automatic driving cannot be continued due to running out of fuel or battery on the way to the destination. If the destination cannot be reached, the automatic operation can be continued by considering the remaining amount of fuel or battery by outputting predetermined information.

  The steering sensor 41, the seat sensor 42, the seat belt sensor 45, and the camera 51 have a function as an occupant determination unit that determines the presence or absence of an occupant of the vehicle 100, and whether or not the user has boarded the vehicle 100. The determination result is output to the control unit 30.

  The storage unit 34 has a driving support mode indicating whether automatic driving or manual driving, and whether the user is on board (during service) or the user is not on board (not in service). A service mode indicating another is stored. This makes it possible to clarify responsibilities when an accident or the like occurs. It can also contribute to the management of automatic driving.

  Next, the operation management method of the vehicle 100 by the in-vehicle device of the present embodiment will be specifically described. The operation management of the vehicle 100 can be divided into a process before starting the use of the vehicle 100 and a process in use. First, driving management before the start of use of the vehicle 100 will be described.

  3 and 4 are flowcharts showing an example of a processing procedure of operation management before the start of use by the in-vehicle device of the present embodiment. Hereinafter, for the sake of convenience, the subject of processing will be described as the control unit 30. The controller 30 starts dispatching (S11). When the vehicle allocation is started, the vehicle 100 performs automatic driving from the vehicle center to the vehicle allocation area where the user is located.

  The control unit 30 turns off the power of the device that does not hinder automatic driving (S12).

  Specifically, the stop unit 33 has a function as a second stop unit, and when it is determined that there is no passenger in the vehicle 100, the operation of devices other than the devices necessary for automatic driving is stopped. For example, when a vehicle is dispatched to a point where a passenger is located (boarding point), unnecessary fuel consumption (without reducing user convenience by stopping the operation of devices other than those required for automatic driving) Electricity costs) can be reduced. The equipment other than equipment necessary for automatic operation includes, for example, an air conditioner 54, a defroster 55, a wiper 57, a seat heater 58, an IVI 52 that is an entertainment equipment such as for watching movies. Further, the determination of the presence or absence of a passenger can be made based on the service mode stored in the storage unit 34.

  The control unit 30 determines whether or not the vehicle has been dispatched (S13). If the vehicle has not been approached (NO in S13), the process of step S13 is continued, and if the vehicle is approached (YES in S13). Then, the power supply of the device contributing to the improvement of the user satisfaction is turned on (S14).

  Specifically, the control unit 30 has a function as an operation start unit, determines that there is no passenger in the vehicle 100, and performs automatic driving toward the place of dispatch (boarding point) of the passenger (user). In the case of performing, at least a part of the operation of the device stopped in step S12 is started based on the arrival distance or the arrival time to the dispatch area. At least some of the devices stopped in step S12 are, for example, devices that contribute to improving the satisfaction (convenience or comfort) of the user (passenger). For example, the air conditioner 54, the seat heater 58, defroster 55, wiper 57 and the like. The seat heater 58 may be operated when the outside air temperature is low such as in winter or early morning, and the defroster 55 and the wiper 57 may be operated when visibility is poor such as in rainy weather.

  With the above-described configuration, unnecessary fuel consumption (electric cost) can be suppressed while improving user satisfaction.

  When the vehicle 100 arrives at the dispatch area, the control unit 30 stops the vehicle 100 (S15), and determines whether the user has boarded (boarded) (S16). Whether or not the user has boarded (boarded) may be determined using all or part of the steering sensor 41, the seat sensor 42, the seat belt sensor 45, and the camera 51, as described above, or The determination may be made by scanning and authenticating an electronic card or QR code (registered trademark) in which person information (such as a registration ID) is registered in advance in the vehicle 100. The determination of the presence or absence of a passenger can be made based on the service mode stored in the storage unit 34.

  If the user is not on board (NO in S16), the control unit 30 continues the process of step S16. When the user gets on (YES in S16), the control unit 30 requests input of the destination (S17). The destination input request may be displayed on the display 53 or may be prompted by voice.

  When the destination is input, the control unit 30 determines whether or not the destination can be reached without refueling or charging (S18). If the destination can be reached (YES in S18), the control unit 30 ends the process without performing any special process. If the destination cannot be reached (NO in S18), the control unit 30 confirms permission for refueling or charging on the way to the destination (S19).

  Specifically, when the determination unit 31 determines that the destination cannot be reached, under the control of the control unit 30, the display 53 outputs information related to whether or not fueling or charging is permitted. If the user permits refueling or charging based on the output information, the automatic operation can be continued and the destination can be reached.

  The control unit 30 determines whether refueling or charging is permitted (S20). When refueling or charging is permitted (YES in S20), the control unit 30 notifies (outputs) information such as a route when refueling or charging is in progress, a required time for refueling or charging, a refueling point, or a charging point. (S21), and the process ends.

  Specifically, when permission for refueling or charging is accepted, the display 53 is controlled by the control unit 30 so that the display 53 has at least one of information regarding a point where refueling or charging is performed or information regarding time required for refueling or charging. Is output. By outputting information on where (point) refueling or charging is performed in the middle of the route to the destination, the convenience of the user can be improved. Moreover, the convenience for a user can be improved by outputting the information regarding the time required for refueling or charging.

  When refueling or charging is not permitted (NO in S20), the control unit 30 confirms whether manual operation is possible (S22).

  Specifically, when the permission for refueling or charging is not accepted, the display 53 outputs information on whether or not to permit manual driving under the control of the control unit 30. If permission to refuel or charge is not accepted, the destination cannot be reached by automatic driving. Therefore, information regarding whether or not to switch from automatic operation to manual operation is output. If the user permits manual driving, fuel consumption or power consumption related to automatic driving can be suppressed (power saving measures can be taken), and the vehicle can reach the destination.

  The control unit 30 determines whether manual operation is possible (S23). That is, the control unit 30 determines whether or not the user permits manual operation. When the manual operation is possible (YES in S23), the control unit 30 notifies (outputs) information such as a point where the automatic operation is switched to the manual operation (S24), and ends the process. In addition, when there are conditions for switching to manual operation, the conditions may be notified.

  When manual driving is not possible (NO in S23), that is, when the user does not permit manual driving, the control unit 30 guides the connection or another car (for example, taxi) (S25), The process ends. Thereby, the user can confirm before departure that he / she goes to the transfer point by automatic driving and then uses another car to go to the destination.

  Next, driving management during use of the vehicle 100 will be described.

  FIG. 5 and FIG. 6 are flowcharts showing an example of a procedure for operation management during use by the in-vehicle device of the present embodiment. The control unit 30 sets a function for increasing the satisfaction level of the user to a reference or higher (S41). Thereby, convenience or comfort can be further improved while the user is in the vehicle 100.

  The control unit 30 starts the automatic operation of the vehicle 100 toward the initially set destination (for example, the destination input in step S17) (S42). The control unit 30 determines whether or not the vehicle 100 has arrived at the destination (S43). If the vehicle 100 has not arrived at the destination (NO in S43), it is determined whether or not there is a change in the destination or a change in the route setting. (S44).

  If there is no change in destination or route setting (NO in S44), the control unit 30 performs the process of step S43. When there is a change in destination or a change in route setting (YES in S44), the control unit 30 determines whether or not the destination can be reached without refueling or charging (S45).

  Specifically, the determination unit 31 determines whether or not it is possible to reach the destination changed by automatic operation without refueling or charging.

  With the above configuration, even if the user changes the initial destination or sets another destination in addition to the initial destination, it is accepted by automatic operation without refueling or charging. Since it is determined whether or not the vehicle can reach the destination, it is possible to prevent a situation where the automatic operation cannot be continued due to running out of fuel or battery on the way to the destination. If the destination cannot be reached, the automatic operation can be continued by considering the remaining amount of fuel or battery by outputting predetermined information.

  When it is possible to reach the destination without refueling or charging (YES in S45), the control unit 30 performs the processing after step S43 without performing any special processing.

  If the destination cannot be reached without refueling or charging (NO in S45), the control unit 30 temporarily stops the vehicle 100 (S46), and confirms permission for refueling or charging halfway to the destination (S47). ). The process in step S47 is the same as the process in step S19 described above.

  When the initial destination is changed and the determination unit 31 determines that the changed destination cannot be reached, the display 53 refrains from using equipment including entertainment equipment under the control of the control unit 30. Can be output.

  With the above-described configuration, the user can suppress the fuel consumption or power consumption of the vehicle by stopping the use of devices other than the devices necessary for automatic driving, and can continue the automatic driving.

  The control unit 30 determines whether refueling or charging is permitted (S48). When refueling or charging is permitted (YES in S48), the control unit 30 notifies (outputs) information such as a route, a required time for refueling or charging, a refueling point or a charging point when there is refueling or charging on the way. (S49), automatic operation is started (S50), and the processing after step S43 is performed. The process of step S49 is the same as the process of step S21 described above.

  When refueling or charging is not permitted (NO in S48), the control unit 30 confirms whether manual operation is possible (S51). The process in step S51 is the same as the process in step S22 described above.

  The control unit 30 determines whether or not manual operation is possible (S52). That is, the control unit 30 determines whether or not the user permits manual operation. When the manual operation is possible (YES in S52), the control unit 30 notifies (outputs) information such as a point at which the automatic operation is switched to the manual operation (S53), and performs the automatic operation up to the switching point (S54).

  The control unit 30 determines whether or not the switching point has been reached (S55). If the switching point has not been reached (NO in S55), the process of step S55 is continued. When the switching point is reached (YES in S55), the control unit 30 changes to the manual operation mode, starts guidance (S56), and performs the process of step S59 described later.

  Specifically, the change unit 32 changes the driving support mode from automatic driving to manual driving when permission for manual driving is received. The driving support mode includes, for example, a manual driving mode in a state where there is driving support by a driving support function, a manual driving mode in a state where there is no driving support, and the like. When the driving support mode (also referred to as travel mode) is changed from automatic driving to manual driving, the changing unit 32 stores the driving support mode in the storage unit 34.

  With the above-described configuration, it is possible to smoothly switch from automatic operation to manual operation.

  Moreover, the control part 30 has a function as a driving | operation determination part, and determines whether it switched from automatic driving | operation to manual driving | operation. The determination of whether or not the automatic operation is switched to the manual operation can be made based on the driving support mode stored in the storage unit 34.

  Stop part 33 has a function as the 1st stop part, and when it judges with having switched to manual operation, it stops operation of equipment required for automatic operation. When the automatic operation is switched to the manual operation, the consumption of the fuel or the battery can be suppressed by stopping the operation of the equipment necessary for the automatic operation, and the destination can be reached.

  When manual driving is not possible (NO in S52), that is, when the user does not permit manual driving, the control unit 30 guides the connection or another vehicle (for example, taxi) (S57), Automatic operation is performed up to the connection point (S58), and the process of step S59 described later is performed.

  That is, when the destination is changed under the control of the control unit 30 and the determination unit 31 determines that the destination cannot be reached, the display 53 outputs information relating to an alternative means that replaces the autonomous driving vehicle. . The alternative means includes, for example, another moving means for connection (transfer). The information relating to the alternative means includes information on transfer (transfer) or information on a transfer method, information for prompting reservation for transfer, information on a transfer point, and the like.

  With the above-described configuration, the user can reach the destination by using the alternative means, and the decrease in user satisfaction can be suppressed.

  When the vehicle 100 arrives at the destination (YES in S43), the control unit 30 performs a service end process (S59). The service termination process is, for example, a settlement process based on the travel distance or usage time of the vehicle 100.

  For example, as in the boarding determination process (S16), the control unit 30 turns off the power of the device that does not interfere with the automatic driving when it is determined that the user has got off (S60).

  Specifically, when it is determined that there is no passenger, the stop unit 33 stops the operation of devices other than the devices necessary for automatic driving. For example, when the service by the vehicle 100 is terminated and the vehicle 100 is automatically driven toward the next user by an instruction from a standby area such as a vehicle center or the vehicle center, devices other than the devices necessary for automatic driving By stopping the operation, unnecessary fuel consumption (electric cost) can be suppressed.

  The control unit 30 turns off unnecessary communication functions in the travel area (S61), travels toward the vehicle center or the next user, and ends the process.

  Specifically, the control unit 30 has a function as a position acquisition unit that acquires the position of the vehicle 100 output by the automatic driving control unit 60. The stop unit 33 has a function as a third stop unit, is determined to have no passenger, and if the acquired position of the vehicle 100 is in an area where the communication frequency of the V2XOBE 10 is equal to or less than a predetermined frequency, the stop unit 33 of the V2XOBE 10 Stop operation. The determination of the presence or absence of a passenger can be made based on the service mode stored in the storage unit 34. The area where the communication frequency is equal to or lower than the predetermined frequency is, for example, the suburbs or the countryside, and it is judged that there is no inter-vehicle communication or road-to-vehicle communication, or the spread rate is low and the utility value is relatively low. It is a region.

  For example, when the vehicle travels to a vehicle center as a predetermined point, if the vehicle travels in an area where communication of V2XOBE 10 does not occur frequently, unnecessary fuel consumption (electricity cost) can be reduced by stopping the operation of V2XOBE 10. Can be suppressed.

  The in-vehicle device of this embodiment can also be realized using a general-purpose computer that includes a CPU (processor), a RAM, and the like. That is, as shown in FIG. 3 to FIG. 6, a computer program that defines the procedure of each process is loaded into a RAM provided in the computer, and the computer program is executed by a CPU (processor), so that the in-vehicle device on the computer Can be realized.

  In the present embodiment, before the destination is set, the reachable area can be indicated based on the current remaining amount of fuel or the remaining amount of battery.

  In the present embodiment, when the user inputs the dispatch location and the destination in advance through the Internet or the like, when the vehicle is dispatched from the vehicle center, the vehicle having sufficient fuel should be dispatched. May be.

  Further, in this embodiment, when switching from automatic operation to manual operation, a discount at the time of settlement or a point return (cash back) may be performed in order to compensate for a decrease in service.

  In the present embodiment, the processing shown in FIGS. 3 to 6 can be performed by an external server or the like in addition to the in-vehicle device. In this case, the server and the vehicle can be configured to communicate with each other, and the vehicle can be managed remotely from the server.

  The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

10 V2XOBE
DESCRIPTION OF SYMBOLS 30 Control part 31 Determination part 32 Change part 33 Stop part 41 Steering sensor 42 Seat sensor 43 Fuel gauge 44 Charging control part 45 Seat belt sensor 51 Camera 52 IVI
53 Display 54 Air Conditioner 55 Defroster 57 Wiper 58 Seat Heater 60 Automatic Operation Control Unit 100 Vehicle

Claims (15)

An in-vehicle device mounted on a vehicle capable of automatic driving,
A remaining amount acquisition unit for acquiring an energy amount for driving the vehicle;
A destination acquisition unit for acquiring a destination;
Based on the destination acquired by the destination acquisition unit and the amount of energy acquired by the remaining amount acquisition unit, it is determined whether or not the destination can be reached by automatic operation without replenishing energy. A determination unit to perform,
An in-vehicle device comprising: an output unit that outputs information based on a determination result in the determination unit. The output unit is
The in-vehicle device according to claim 1, wherein when it is determined that the destination cannot be reached by the determination unit, information on whether or not to accept the supplementation of energy is output. An approval / disapproval acceptance unit for accepting whether or not to permit replenishment of energy;
The output unit is
The in-vehicle device according to claim 2, wherein when permission is accepted by the acceptance / rejection accepting unit, at least one of information relating to a point where energy is replenished or information relating to time required for replenishing energy is output. A destination change unit that accepts a change of destination after automatic driving is started,
The determination unit
The in-vehicle device according to any one of claims 1 to 3, wherein it is determined whether or not the destination changed by the destination changing unit can be reached by automatic operation without replenishing energy. apparatus. The output unit is
The in-vehicle device according to claim 5, wherein when the destination is changed by the destination changing unit and the determination unit determines that the destination cannot be reached, the vehicle-mounted device outputs information related to an alternative means that replaces the vehicle. . The output unit is
5. The information according to claim 4 or claim 4, wherein when the destination is changed by the destination changing unit and the determination unit determines that the destination cannot be reached, information indicating that use of equipment including entertainment equipment is refrained is output. Item 6. The vehicle-mounted device according to Item 5. The output unit is
The in-vehicle device according to claim 3, wherein when the permission is not accepted by the acceptance / rejection accepting unit, information regarding acceptance / rejection of manual driving is output. A manual driving reception unit that receives whether or not to permit manual driving; and
The in-vehicle device according to claim 7, further comprising: a changing unit that changes a driving support mode from automatic driving to manual driving when permission is received by the manual driving receiving unit. An operation determination unit for determining whether or not the automatic operation is switched to the manual operation;
The in-vehicle device according to claim 7 or 8, further comprising: a first stop unit that stops operation of a device necessary for automatic operation when the operation determination unit determines that the operation is switched to manual operation. A passenger determination unit for determining presence or absence of a passenger;
10. A second stop unit that stops operation of devices other than devices necessary for automatic driving when the passenger determination unit determines that there is no passenger. 10. In-vehicle device.   When the passenger determination unit determines that there is no passenger and is performing automatic driving toward the boarding point of the passenger, the passenger stops at the second stop unit based on the arrival distance or arrival time to the boarding point The in-vehicle device according to claim 10, further comprising an operation start unit that starts an operation of at least a part of the device that has been moved. A position acquisition unit for acquiring the position of the vehicle;
When the passenger determination unit determines that there is no passenger and the position acquired by the position acquisition unit is in an area where the communication frequency of the communication unit performing predetermined communication is equal to or lower than the predetermined frequency, the operation of the communication unit The in-vehicle device according to claim 10 or 11, comprising a third stop unit for stopping the vehicle.   The in-vehicle device according to any one of claims 1 to 12, further comprising a storage unit that stores at least one of a driving support mode indicating whether automatic driving or manual driving or a service mode indicating presence or absence of a passenger. A computer program for causing a computer to manage the operation of a vehicle capable of automatic driving,
Computer
A remaining amount acquisition unit for acquiring an energy amount for driving the vehicle;
A destination acquisition unit for acquiring a destination;
Based on the acquired destination and the amount of energy, a determination unit that determines whether or not the destination can be reached by automatic operation without replenishing energy;
A computer program that functions as an output unit that outputs information based on judgment results. A vehicle driving management method capable of automatic driving,
Obtaining an energy amount for driving the vehicle;
Get the destination,
Based on the acquired destination and the amount of energy, determine whether or not the destination can be reached by automatic operation without replenishing energy,
An operation management method for outputting information based on the determination result.

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