Automatic driving device, automatic driving method, and non-transitory storage medium

Abstract

The present disclosure relates to an autonomous driving device, an autonomous driving method, and a non-transitory storage medium. The autonomous driving device includes: multiple driving function ECUs configured to drive a vehicle on behalf of a passenger; and a driving function switching ECU configured to individually change the operating states of the multiple driving function ECUs based on the route to the destination and the remaining power. The multiple driving function ECUs include: an autonomous driving ECU configured to autonomously control the vehicle; and a remote operation ECU configured to operate the vehicle in accordance with external remote control.

Description

Technical Field

[0001] The present invention relates to an automatic driving device, an automatic driving method, and a non-transitory storage medium. Background Art

[0002] Japanese Patent Application Laid-Open No. 2018-077649 discloses a technology related to remote operation of an autonomous vehicle. According to this technology, when autonomous driving becomes difficult, communication is established between the vehicle and a remote operation management device, allowing a remote operator to remotely operate the vehicle.

[0003] One approach to achieving both autonomous driving and remote control in a single vehicle is to install separate ECUs (Electronic Control Units) for autonomous driving and remote control. However, increasing the number of ECUs required due to their power consumption will increase overall power consumption. If the autonomous vehicle is an electric vehicle powered by electricity, high power consumption reduces the cruising range. Therefore, if the remaining power is low, the vehicle may have difficulty reaching its destination. Summary of the Invention

[0004] The present disclosure provides a technology that enables a vehicle to continue traveling and reach a destination even when the remaining power is low.

[0005] A first aspect of the present disclosure is an autonomous driving device. The device comprises: multiple driving function ECUs configured to drive the vehicle on behalf of a passenger; and a driving function switching ECU configured to individually change the operating states of the multiple driving function ECUs based on the route to the destination and the remaining power level. The multiple driving function ECUs include an autonomous driving ECU configured to autonomously control the vehicle; and a remote operation ECU configured to operate the vehicle in accordance with external remote control.

[0006] In the first aspect, the driving function switching ECU may be configured to shift some of the driving function ECUs in operation to a power saving state when it is predicted that the vehicle cannot reach the destination with the current remaining power.

[0007] In the first aspect, the driving function switching ECU may be configured such that, when the automatic driving ECU and the remote operation ECU are in operation, the remote operation ECU is preferentially shifted to the power saving state.

[0008] In the first solution, the driving function ECU may also be configured to stop or sleep in a power saving state.

[0009] In the first embodiment, the autonomous driving ECU may have a long-term prediction mode for predicting into the distant future and a short-term prediction mode for predicting into the near future. The autonomous driving ECU may also be configured to normally operate in the long-term prediction mode, or to operate in the short-term prediction mode in a power-saving state.

[0010] In the first embodiment, the remote operation ECU may have a high-speed communication mode for communicating with the outside at a high communication speed and a low-speed communication mode for communicating with the outside at a low communication speed. The remote operation ECU may be configured to normally operate in the high-speed communication mode, and may be configured to operate in the low-speed communication mode in a power-saving state.

[0011] In the first embodiment, if it is predicted that the vehicle cannot reach the destination with the current remaining power, the route to the destination may be changed. Specifically, the driving function switching ECU may be configured to, when the route to the destination is changed, select a combination of operating states of the plurality of driving function ECUs that allows the vehicle to reach the destination.

[0012] The second aspect of the present disclosure is an autonomous driving method. This autonomous driving method involves autonomously driving a vehicle using multiple driving function ECUs that have the function of driving the vehicle on behalf of a passenger. The multiple driving function ECUs include: an autonomous driving ECU configured to autonomously drive the vehicle; and a remote operation ECU configured to operate the vehicle in accordance with external remote control. This autonomous driving method includes obtaining a route to a destination and remaining power; and individually changing the operating states of the multiple driving function ECUs based on the remaining power and the route to the destination.

[0013] A third embodiment of the present disclosure is a non-transitory storage medium storing a command that can be executed by a driving function switching ECU, and wherein the driving function switching ECU performs the following functions. The functions include individually changing the operating states of multiple driving function ECUs based on the remaining power and the route to the destination. The multiple driving function ECUs have the function of driving the vehicle on behalf of the passengers. The multiple driving function ECUs include: an automatic driving ECU configured to automatically drive the vehicle; and a remote operation ECU configured to cause the vehicle to operate according to external remote control.

[0014] In a vehicle equipped with multiple driving function ECUs, power consumption varies depending on the operating state of the driving function ECUs. According to the first, second, and third aspects of the present disclosure, the operating state of the driving function ECUs is individually changed based on the route to the destination and the remaining power level. Therefore, even when the remaining power level is low, the vehicle can continue driving and reach the destination. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0016] Figure 1 This is a diagram schematically showing the configuration of a remote operation system of an autonomous driving device using an embodiment of the present disclosure.

[0017] Figure 2 This is a diagram for explaining an overview of the operation of the automatic driving device according to the embodiment of the present disclosure.

[0018] Figure 3 This is a block diagram showing an example of the configuration of an automatic driving device according to an embodiment of the present disclosure.

[0019] Figure 4 This is a block diagram showing an example of the configuration of a driving function switching ECU according to an embodiment of the present disclosure.

[0020] Figure 5 1 is a flowchart illustrating an autonomous driving method according to an embodiment of the present disclosure.

[0021] Figure 6 This is a diagram showing a first specific example of the change in the operating state when the driving function ECU is an automatic driving ECU or a remote operation ECU.

[0022] Figure 7 This is a diagram showing a second specific example of the change in the operating state when the driving function ECU is an automatic driving ECU or a remote operation ECU.

[0023] Figure 8 This is a diagram showing a third specific example of the change in the operating state when the driving function ECU is an automatic driving ECU or a remote operation ECU.

[0024] Figure 9 This is a diagram showing a fourth specific example of the change in the operating state when the driving function ECU is an automatic driving ECU or a remote operation ECU.

[0025] Figure 10 This diagram shows the relationship between the number of simultaneous actions of the driving function ECU and the cruising range.

[0026] Figure 11 This is a diagram showing a specific example of a change in a path according to a change in an operating state when the driving function ECU is an automatic driving ECU or a remote operation ECU.

[0027] Figure 12 This is a diagram showing a specific example of changes in the operating state when the driving function ECU is an automatic driving ECU, a remote support ECU, and a remote driving ECU.

[0028] Figure 13 This is a diagram explaining an example of a method for selecting an operating driving function ECU and a stopped or dormant driving function ECU. DETAILED DESCRIPTION

[0029] The following describes the embodiments of the present disclosure with reference to the accompanying drawings. Where numerical values ​​such as the number, quantity, amount, and range of various elements are mentioned in the embodiments shown below, the technical concept of the present disclosure is not limited to the numerical values ​​mentioned unless otherwise specified or clearly determined in principle. Furthermore, with respect to the structures and the like described in the embodiments shown below, unless otherwise specified or clearly determined in principle, these structures and the like are not necessarily required by the technical concept of the present disclosure.

[0030] 1. Overview of the Remote Operating System

[0031] Figure 1 This figure schematically illustrates the configuration of a remote operation system commonly used in this embodiment. The remote operation system 100 is a system for remotely operating the autonomous vehicle 20 from a remote operation center 30. For example, the remote operation system 100 may be a system that provides MaaS services using the autonomous vehicle 20. The autonomous driving level of the autonomous vehicle 20 is assumed to be, for example, level 4 or level 5. The autonomous vehicle 20 is an EV (Electric Vehicle) that travels using electricity stored in batteries such as lithium-ion batteries and all-solid-state batteries. Hereinafter, the autonomous vehicle 20 will be referred to simply as vehicle 20.

[0032] Vehicle 20 is equipped with an automatic driving device 21. Automatic driving device 21 includes multiple driving function ECUs (Electronic Control Units) that drive vehicle 20 on behalf of the passengers. The first driving function ECU is an automatic driving ECU 211 that automatically drives vehicle 20. The second driving function ECU is a remote control ECU 212 that operates vehicle 20 in response to external remote control.

[0033] Remote operation in the present disclosure includes remote support and remote driving. When the vehicle 20 has difficulty in continuing the autonomous driving or when it is predicted that it will be difficult to continue the autonomous driving, the remote operator 36 performs remote support and remote driving based on a request from the vehicle 20.

[0034] During remote support, a remote operator 36 performs a portion of the judgments for autonomous driving by the vehicle 20. The vehicle 20 performs basic calculations related to the cognition, judgment, and operations required for driving. Based on information transmitted from the vehicle 20, the remote operator 36 determines the actions that the vehicle 20 should take and issues instructions to the vehicle 20. Remote support instructions transmitted from the remote operator 36 to the vehicle 20 include instructions to advance the vehicle 20 and instructions to stop the vehicle 20. Furthermore, remote support instructions may include instructions to avoid obstacles ahead, instructions to overtake a leading vehicle, and instructions for emergency evasion.

[0035] During remote driving, a remote operator 36 controls the vehicle 20, specifically, at least partially steering and accelerating / decelerating the vehicle. During remote driving, the remote operator 36 assumes the responsibility for the cognition, judgment, and operations required for driving. From a remote location, the remote operator 36 drives the vehicle 20 in the same manner as someone would from the driver's seat of the vehicle 20. However, during remote driving, the remote operator 36 does not necessarily have to perform all of the cognition, judgment, and operations. Functions of the vehicle 20 may also assist with at least some of these cognition, judgment, and operations.

[0036] The remote operation center 30 is equipped with a server 32 and a remote operation terminal 34. Vehicles 20 are connected to the server 32 via a communication network 10, including 4G and 5G networks. The number of vehicles 20 capable of communicating with the server 32 is one or more, preferably multiple. The server 32 receives remote operation requests from vehicles 20. Based on the content of the remote operation request (e.g., whether it is a request for remote support or remote driving), the server 32 selects a remote operator 36 to respond.

[0037] The remote operation terminal 34 is a human-machine interface (HMI) for remote operation operated by a remote operator 36. The remote operation terminal 34 includes an information output unit that outputs information required for remote operation of the vehicle 20 to the remote operator 36, and an operation input unit that inputs operations for remote operation from the remote operator 36. Examples of the information output unit include a display that outputs images captured by the vehicle 20's camera and a speaker that outputs sound collected by the vehicle 20's microphone. If the operation input unit is used for remote support, examples include buttons, levers, and touch panels. Examples of operation input units for remote driving include steering wheels, accelerator pedals, brake pedals, turn signal levers, and wiper levers. The remote operation terminal 34 used for remote driving and the remote operation terminal 34 used for remote support can be separate terminals or a common terminal. At least one remote operation terminal 34 is provided, and preferably multiple terminals are provided. A number of remote operators 36 corresponding to the number of remote operation terminals 34 are on standby at the remote operation center 30.

[0038] The remote operation terminal 34 is connected to the server 32 via a communication network, such as a LAN or the Internet. It should be noted that the remote operation center 30 does not necessarily need to be a physical facility. Here, the system consisting of the remote operation terminal 34 and the server 32 connected via a communication network is referred to as the remote operation center 30. Therefore, the server 32 can also be located in the cloud, and the remote operation terminal 34 can be located in a satellite office in a certain location or in the home of the remote operator 36.

[0039] 2. Overview of the Operation of the Autonomous Driving System

[0040] Figure 2 This is a diagram for explaining the outline of the operation of the automatic driving device 21. Figure 2 The arrowed lines in FIG. 2 show the control state of the vehicle 20 controlled by the automatic driving device 21. The travel path of the vehicle 20 shown by the solid arrow line indicates that the vehicle 20 is being automatically driven. The travel path of the vehicle 20 shown by the dotted arrow line indicates that the vehicle 20 is being remotely operated.

[0041] exist Figure 2 In the example shown, vehicle 20 is remotely operated from point P1 to point P2. Remote operation ECU 212 remotely operates vehicle 20 in accordance with instructions from remote operator 36. Specifically, communication is performed between remote operator 36 and remote operation ECU 212, and remote operation ECU 212 operates vehicle 20 in accordance with the instructions received from remote operator 36.

[0042] During remote operation, the autonomous driving function is not utilized. Therefore, as a solution to reducing power consumption, the autonomous driving ECU 211 can be stopped or put into hibernation. However, if the autonomous driving ECU 211 is stopped or put into hibernation during remote operation, for example, if remote operation is impossible due to a communication interruption, the automatic driving function cannot be smoothly switched to. In other words, the continuity of the vehicle 20's travel cannot be guaranteed. Therefore, during remote operation by the remote operation ECU 212, the autonomous driving device 21 maintains the operating state of the autonomous driving ECU 211 in the activated state.

[0043] Both the autonomous driving ECU 211 and the remote operation ECU 212 are in the active state, thereby smoothly switching from remote operation to autonomous driving at point P2. The remote operation function is not used during autonomous driving. However, to accommodate scenarios where autonomous driving is not possible and only remote operation is possible, it is ideal to keep the remote operation ECU 212 in the active state even during autonomous driving by the autonomous driving ECU 211. By keeping the remote operation ECU 212 in the active state, if autonomous driving cannot continue and remote operation by the remote operator 36 is required, remote operation can be started earlier than if the remote operation ECU 212 were started from the beginning.

[0044] However, when both the autonomous driving ECU 211 and the remote operation ECU 212 are activated, power consumption increases compared to when only one is activated. Vehicle 20 is traveling toward its destination, but the amount of power required to reach it depends on the route taken and the power consumed. If the remaining power in battery 28 onboard vehicle 20 is insufficient, power may be consumed by both the autonomous driving ECU 211 and the remote operation ECU 212, potentially preventing vehicle 20 from reaching its destination.

[0045] Therefore, the autonomous driving device 21 predicts whether the vehicle 20 can reach the destination while keeping both the autonomous driving ECU 211 and the remote operation ECU 212 in the activated state based on the route to the destination and the remaining power of the battery 28. If it is predicted that the vehicle 20 will have difficulty reaching the destination, the autonomous driving device 21 reduces power consumption by individually changing the operating states of the autonomous driving ECU 211 and the remote operation ECU 212. However, since the vehicle 20 is required to travel to the destination, for example, in an environment where remote operation is not possible, it is not possible to set the remote operation ECU 212 to the activated state and stop or put the autonomous driving ECU 211 into sleep mode. The autonomous driving device 21 changes the operating states of the autonomous driving ECU 211 and the remote operation ECU 212 individually while ensuring any driving function.

[0046] exist Figure 2 In the example shown, the autonomous driving device 21 stops or puts the remote control ECU 212 into hibernation at point P3 while maintaining autonomous driving by the autonomous driving ECU 211. This means that at point P3, it has been determined that the destination cannot be reached while both the autonomous driving ECU 211 and the remote control ECU 212 are activated, and that the remaining route to the destination can be driven autonomously. By stopping or putting the remote control ECU 212 into hibernation, power consumption is reduced, thereby slowing the rate of decline in the remaining power level in the battery 28. This allows the vehicle 20 to reach its destination.

[0047] It should be noted that the decision to deactivate or hibernate the remote operation ECU 212 may also be made based on the remaining power of the battery 28. For example, if the remaining power is clearly insufficient for the vehicle 20 to reach its destination, the remote operation ECU 212 may be deactivated, while if the remaining power appears sufficient, the remote operation ECU 212 may be hibernated. Considering the possibility of temporary remote operation during autonomous driving, it is preferable to maintain the remote operation ECU 212 in a hibernation state, which consumes standby power but allows for faster activation.

[0048] 3. Configuration of the autonomous driving system

[0049] Next, use Figure 3 To achieve Figure 2 The configuration of the automatic driving device 21 in each operating state of the automatic driving ECU 211 and the remote operation ECU 212 will be described. Figure 3 This is a block diagram showing an example of the configuration of the automatic driving device 21 .

[0050] A plurality of sensors 22 are connected to the autonomous driving device 21 using an on-vehicle network such as CAN (Controller Area Network). The sensors 22 include LiDAR, a camera, and a millimeter wave sensor as identification sensors for identifying the conditions around the vehicle 20. The camera can be shared by autonomous driving and remote operation, or a camera for autonomous driving and a camera for remote operation can be provided separately. In addition, the sensor 22 includes a GPS (Global Positioning System) receiver as a position sensor for detecting the position and orientation of the vehicle 20. Furthermore, the sensor 22 includes a state sensor for acquiring information related to the movement of the vehicle 20. As state sensors, for example, a wheel speed sensor, an acceleration sensor, an angular velocity sensor, and a steering angle sensor are given as examples.

[0051] A plurality of actuators 23 are connected to the automatic driving device 21 using an on-board network such as CAN. The actuators 23 include a steering device for steering the vehicle 20, a drive device for driving the vehicle 20, and a brake device for braking the vehicle 20. The steering device includes, for example, a power steering system, a steer-by-wire system, and a rear-wheel steering system. The drive device is an EV system that drives an electric motor using electricity stored in a battery 28. The brake device includes, for example, a hydraulic brake and an electric regenerative brake. In addition, devices that need to be operated in order for the vehicle 20 to travel safely, such as a direction indicator and a wiper, are also included in the actuator 23. The actuator 23 operates according to the control signal sent from the automatic driving device 21.

[0052] The automatic driving device 21 includes an automatic driving ECU 211, a remote operation ECU 212, a vehicle control ECU 213, and a driving function switching ECU 214. The ECU 211, ECU 212, ECU 213, and ECU 214 are connected using an on-board network such as CAN. Each ECU 211, ECU 212, ECU 213, and ECU 214 includes a processor and a memory coupled to the processor. The memory stores one or more programs that can be executed by the processor and various information associated with the program. The various processes performed by the processor are implemented by executing the program through the processor. In addition, the memory includes a main storage device and an auxiliary storage device. The auxiliary storage device has various databases including a map database.

[0053] The autonomous driving ECU 211 determines whether autonomous driving can be implemented based on various detection information from the sensors 22 and, as needed, information obtained from various databases within the storage device. If autonomous driving can be implemented, control information for autonomous driving (hereinafter referred to as autonomous driving control information) is generated based on the various detection information from the sensors 22 and, as needed, information obtained from various databases within the storage device. A predetermined method can be used to generate the autonomous driving control information. An example of this method is described below.

[0054] First, the position of vehicle 20 on the map is identified based on the position information of vehicle 20 received by GPS, information related to the movement of vehicle 20 detected by state sensors, and map information obtained from a map database. Furthermore, detection information obtained by LiDAR, cameras, and millimeter wave sensors is obtained. Then, using methods such as pattern matching and deep learning, objects around vehicle 20 are identified based on the detection information, and the location and category of the objects are determined. The objects whose locations and categories have been determined are output as landmarks. Next, a driving plan for vehicle 20 is created based on the map information and landmark information recorded in the map database, including a route to the destination. The driving plan is created so that vehicle 20 travels appropriately along the route in accordance with criteria such as safety, legal compliance, and driving efficiency. Next, a target trajectory is generated based on the driving plan. The target trajectory includes a set of target positions of vehicle 20 fixed in the coordinate system of vehicle 20 and a target speed at each target point. The autonomous driving ECU 211 outputs the target trajectory thus generated as autonomous driving control information.

[0055] The remote operation ECU 212 communicates with the server 32 and transmits information required for remote operation to the server 32. This information sent to the server 32 includes various detection information from the sensors 22, including images captured by the camera, and, as needed, information retrieved from various databases within the storage device. Furthermore, information obtained from outside the remote operation system 100, such as road traffic information obtained from a road traffic information system, may also be included in the transmitted information if it is useful for remote operation. The information sent from the remote operation ECU 212 to the server 32 is processed by the server 32 and transmitted to the remote operation terminal 34.

[0056] In addition, the remote operation ECU 212 communicates with the server 32 and receives a remote operation signal for remote operation from the server 32. The remote operation signal is a signal input by the remote operator 36 to the remote operation terminal 34. In the case of remote driving, the remote operation signal is, for example, a remote driving signal generated by steering operation or pedal operation. In the case of remote support, the remote operation signal is, for example, a remote support signal generated by operation of a button or a lever. The remote operation ECU 212 generates control information for remote operation (hereinafter referred to as remote operation control information) based on the remote operation signal received from the server 32. The remote operation control information can be any information as long as it can achieve control of the vehicle 20.

[0057] The vehicle control ECU 213 calculates the actuator control variable for each actuator 23 based on the autonomous driving control information transmitted from the autonomous driving ECU 211 or the remote operation control information transmitted from the remote operation ECU 212. However, if the control information used to calculate the actuator control variables is not continuously switched when transitioning from autonomous driving to remote operation, or vice versa, the behavior of the vehicle 20 may become unstable during the switch, potentially causing discomfort to passengers. Therefore, the vehicle control ECU 213 continuously calculates the control information when transitioning from autonomous driving to remote operation, or vice versa, to ensure smooth changes in the actuator control variables.

[0058] The driving function switching ECU 214 switches the operating states of the automatic driving ECU 211 and the remote operation ECU 212. As described above, both the automatic driving ECU 211 and the remote operation ECU 212 operate in the startup state. If the operating state of one or both of the automatic driving ECU 211 and the remote operation ECU 212 needs to be changed to reach the destination, the driving function switching ECU 214 sends a switching control signal to the driving function ECU whose operating state is to be changed. The structure of the driving function switching ECU 214 is described in more detail below.

[0059] 4. Configuration of the driving function switching ECU

[0060] Figure 4 This is a block diagram showing an example of the configuration of driving function switching ECU 214. Driving function switching ECU 214 includes a power consumption calculation unit 241, an individual power consumption calculation unit 242, a reachability determination unit 243, and a driving function determination unit 244. These functions are implemented as driving function switching ECU 214 functions when a processor executes a program stored in the memory of driving function switching ECU 214.

[0061] The power consumption calculation unit 241 calculates the power consumed by the driving function ECU currently in operation until the vehicle 20 reaches the destination. The power consumption depends on the route from the current location to the destination and the power consumption of the driving function ECU that operates to the destination. Information related to the destination and the route from the current location to the destination (hereinafter referred to as destination information) is obtained from the destination setting unit 250 outside the driving function switching ECU 214. The power consumption calculation unit 241 assumes that the driving function ECU currently in operation is the driving function ECU that operates to the destination and obtains the power consumption from the driving function ECU currently in operation. The power consumption varies according to the calculated load condition. The power consumption calculation unit 241 obtains the current total power consumption of the driving function ECU in the activated state of the two driving function ECUs, that is, the total power consumption under the current load condition (hereinafter referred to as the power consumption).

[0062] It should be noted that the destination setting unit 250 is typically a navigation device. For example, the destination corresponds to the end point in the case of a bus service, or to the location designated by the customer in the case of a taxi. However, these locations may be considered as stopovers, and other locations such as the following may be set as destinations.

[0063] (1) Places where electricity can be supplied

[0064] The vehicle 20 needs to be powered after the passengers get off, so a place where power can be supplied can be set as the destination.

[0065] (2) A place where the vehicle can be handed over to the driver

[0066] A location where the driving of the vehicle 20 can be handed over to the driver may be set as the destination to prevent the vehicle 20 from being stuck and unable to utilize either the automatic driving function or the remote operation function.

[0067] (3) Transferring customers to other vehicles

[0068] Even if vehicle 20 becomes stuck and unable to move, providing passengers with the service is possible if the passenger can continue to use the service. For example, a minimum MaaS service could be provided. For example, a vehicle could determine a meeting point with another service vehicle, drive to that point using autonomous or remote control functionality, request a transfer from the passenger, and then park vehicle 20 in a location that does not obstruct traffic flow while awaiting maintenance.

[0069] (4) Locations associated with arrival time and location information

[0070] For example, in the case of a vehicle 20 that travels in a circular motion, such as a bus, it is important to arrive at a certain location at a certain time, and therefore the destination may be set based on information combining the time and the location.

[0071] Individual power consumption calculation unit 242 calculates the individual power consumption for each of the two driving function ECUs when operating from the current location to the destination. While power consumption calculation unit 241 calculates power consumption for the currently operating driving function ECU, individual power consumption calculation unit 242 calculates power consumption individually for all driving function ECUs, including those not currently operating. One method for individually calculating power consumption is to pre-register the "power consumption per unit distance [Wh / m]" for each driving function ECU in a database and output the power consumption [Wh] based on the distance to the destination included in the destination information. If power consumption fluctuates over time, calculations can also be performed using data such as the maximum, average, or median power consumption values.

[0072] If the driving function ECU has multiple operating modes, the power consumption is calculated separately for each operating mode. Factors for switching operating modes include changing the processor clock rate or the number of cores used for calculations.

[0073] The autonomous driving ECU 211 can have a long-term prediction mode, which predicts far into the future when calculating a target trajectory, and a short-term prediction mode, which predicts only nearer into the future. In the long-term prediction mode, the vehicle 20 travels along a target trajectory generated for the distant future, thereby achieving smooth movement of the vehicle 20. However, this requires a large amount of calculation, resulting in high power consumption by the autonomous driving ECU 211. On the other hand, in the short-term prediction mode, the vehicle 20 travels along a target trajectory generated only for the nearby vicinity, resulting in less smooth movement of the vehicle 20. However, this requires less calculation, resulting in low power consumption by the autonomous driving ECU 211. In this case, the individual power consumption calculation unit 242 calculates the individual power consumption of the autonomous driving ECU 211 in the long-term prediction mode and the individual power consumption of the autonomous driving ECU 211 in the short-term prediction mode.

[0074] The remote operation ECU 212 can have a high-speed communication mode for communicating with the server 32 at a higher communication speed, and a low-speed communication mode for communicating with the server 32 at a lower communication speed. In the high-speed communication mode, the camera image can be displayed smoothly on the display of the remote operation terminal 34, but the amount of calculation required is large, resulting in a high power consumption of the remote operation ECU 212. On the other hand, in the low-speed communication mode, the resolution of the camera image displayed on the display of the remote operation terminal 34 is reduced, but since the amount of calculation required is small, the power consumption of the remote operation ECU 212 is low. In this case, the individual power consumption calculation unit 242 calculates the individual power consumption of the remote operation ECU 212 in the high-speed communication mode and the individual power consumption of the remote operation ECU 212 in the low-speed communication mode.

[0075] Arrival determination unit 243 obtains the remaining power of battery 28 from remaining power measurement unit 260, which is external to driving function switching ECU 214, and obtains the consumed power from power consumption calculation unit 241. If the consumed power is less than the remaining power of battery 28, there is a high probability that vehicle 20 will reach the destination. On the other hand, if the consumed power is greater than the remaining power of battery 28, there is a high probability that vehicle 20 will not reach the destination. Arrival determination unit 243 compares the remaining power with the consumed power to determine whether vehicle 20 can reach the destination while maintaining the current operating state of the driving function ECU.

[0076] It should be noted that the remaining power measurement unit 260 is typically a battery manager that manages the status of the battery 28. The remaining power measured by the remaining power measurement unit 260 is ideally the remaining power available for the driving function. For example, if air conditioning also consumes electricity, it is ideal to take into account the power consumed by the air conditioning when calculating the remaining power available only for the driving function. The power consumed by the air conditioning can be calculated based on the predicted temperature for each location and time. Furthermore, if the vehicle 20 needs to be parked in a garage after arriving at the destination, it is ideal to also take into account the power required to move the vehicle 20 from the drop-off location to the garage when calculating the remaining power available only for the driving function. When calculating the remaining power available only for the driving function, congestion information, accident information, construction information, etc. can also be used to estimate a more accurate arrival time.

[0077] Driving function determination unit 244 determines the operating states of the two driving function ECUs based on information obtained from arrival determination unit 243, power consumption calculation unit 241, and individual power consumption calculation unit 242. Arrival determination unit 243 obtains the result of the arrival determination, which determines whether the destination can be reached while maintaining the current operating state of the driving function ECU. Power consumption calculation unit 241 obtains information related to the currently operating driving function ECU. Individual power consumption calculation unit 242 obtains the individual power consumption of the two driving function ECUs.

[0078] If the result of the arrival determination received from the arrival determination unit 243 is positive, the driving function determination unit 244 determines to continue operating the currently active driving function ECU. On the other hand, if the result of the arrival determination is negative, the driving function determination unit 244 determines which driving function ECU to operate and which to inactivate based on the individual power consumption of the two driving function ECUs. Based on the determination result, the driving function determination unit 244 transmits a switching control signal to the driving function ECU whose operating state is to be changed.

[0079] If the driving function switching ECU configured as above is used, Figure 5 The autonomous driving method represented by the flowchart in FIG. is implemented. In step S1 of this autonomous driving method, destination information is acquired. In step S2, the electric energy required to reach the destination, assuming the currently operating driving function ECU continues to operate, is calculated based on the destination information. In step S3, the remaining power level of battery 28 is acquired.

[0080] Next, in step S4, a determination is made as to whether the vehicle 20 can reach the destination while maintaining the current operating state of the driving function ECU, based on the consumed power calculated in step S2 and the remaining power acquired in step S3. If the determination in step S4 is affirmative, the process proceeds to step S7. In step S7, a decision is made to continue the currently operating driving function ECU.

[0081] On the other hand, if the determination result in step S4 is negative, the process proceeds to step S5. In step S5, the electric energy required for each driving function ECU to operate until the vehicle 20 reaches the destination, i.e., the individual electric energy consumption, is calculated. Then, in step S6, the driving function ECU to be operated until the vehicle 20 reaches the destination is determined based on the remaining power acquired in step S3 and the individual electric energy consumption of each driving function ECU calculated in step S5.

[0082] According to the above-described automatic driving method, the operating state of each driving function ECU is individually changed according to the route to the destination and the remaining power level. Therefore, even when the remaining power level is low, the vehicle 20 can continue traveling and reach the destination.

[0083] 5. Specific example of changing the operating state of the driving function ECU

[0084] As described above, the automatic driving device 21 changes the operating states of the plurality of driving function ECUs individually according to the route to the destination and the remaining power of the battery 28. Figures 6 to 10 , a specific example of changes in the operating states of the driving function ECUs of the automatic driving device 21, namely, the automatic driving ECU 211 and the remote operation ECU 212, will be described.

[0085] Figure 6 The following is a specific example of a change that occurs when both the autonomous driving ECU 211 and the remote operation ECU 212 are in the active state and it is determined that the vehicle can reach the destination while maintaining its current operating state. In this case, both the autonomous driving ECU 211 and the remote operation ECU 212 are maintained in the active state, allowing the vehicle 20 to utilize both the autonomous driving function and the remote operation function until the vehicle 20 reaches the destination.

[0086] Figure 7 A specific example of a change is shown in the case where both the autonomous driving ECU 211 and the remote operation ECU 212 are in the startup state and it is determined that the destination cannot be reached while maintaining the current operating state. In this example, the autonomous driving ECU 211 is maintained in the startup state, and the remote operation ECU 212 is stopped or put into sleep mode. Of course, the autonomous driving ECU 211 can also be stopped or put into sleep mode, and the remote operation ECU 212 can be maintained in the startup state. However, since remote operation requires a remote operator 36, labor costs are incurred. Therefore, considering the cost of operating the vehicle 20, it is preferable to use the autonomous driving function as much as possible if it can be used.

[0087] Figure 8A specific example of a change is shown when both the autonomous driving ECU 211 and the remote operation ECU 212 are in the active state and it is determined that the destination cannot be reached while maintaining the current operating state. In this example, the autonomous driving ECU 211 is maintained in the active state, and the remote operation ECU 212 is also maintained in the active state. However, the remote operation ECU 212 is changed from the normally used high-speed communication mode to a low-speed communication mode that can suppress power consumption. In this case, although the resolution of the camera image displayed on the display of the remote operation terminal 34 is reduced, not only the autonomous driving function but also the remote operation function can be used until the vehicle 20 reaches the destination.

[0088] Figure 9 A specific example of a change is shown when the autonomous driving ECU 211 is in the active state and the remote operation ECU 212 is in a power-saving state (stopped or dormant), and it is determined that the destination cannot be reached while maintaining the current operating state. In this example, the remote operation ECU 212 is maintained in the power-saving state, and the autonomous driving ECU 211 is maintained in the active state. However, the autonomous driving ECU 211 is changed from the normally used long-term prediction mode to a short-term prediction mode that can reduce power consumption. In this case, although the movement of the vehicle 20 is not smooth, the autonomous driving function can be used until the vehicle 20 reaches the destination.

[0089] Figure 10 This is a diagram showing the relationship between the number of simultaneous actions of the driving function ECUs and the cruising range. If the horizontal axis is the cruising range [m] and the vertical axis is the power consumption per unit distance [Wh / m], the area of ​​the rectangle represents the power consumption. If many driving function ECUs are acting, the cruising range is short, and conversely, if the number of actions is reduced, the cruising range increases. Figure 10 In the example shown, the autonomous driving ECU 211 and the remote operation ECU 212 are activated until time T (location A). After time T, only the autonomous driving ECU 211 is operated, thereby allowing the vehicle 20 to continue driving while consuming no more power than the remaining power. It should be noted that in addition to determining time T based on the remaining power, methods based on the presence or absence of passengers are also possible. For example, when there are passengers, smooth driving can be achieved by activating multiple driving function ECUs, while when there are no passengers, power consumption can be minimized by activating a minimum number of driving function ECUs.

[0090] 6. Other Implementation Methods

[0091] In the above-described embodiment, the operating state of each driving function ECU is individually changed so that the vehicle 20 can reach the destination along the set route. However, if reaching the destination is the top priority, it is believed that changes to the route to the destination can be permitted if overall power consumption can be reduced.

[0092] For example, in Figure 11 In the example shown, Route 1, initially set, is the shortest route to the destination. However, if vehicle 20 is traveling along Route 1, it cannot reach the destination solely through autonomous driving; remote control is required along the way. Therefore, on Route 1, both the autonomous driving ECU 211 and the remote control ECU 212 must be activated. On the other hand, Route 2 has a longer distance to the destination than Route 1, but it can be reached solely through autonomous driving. Therefore, on Route 2, only the autonomous driving ECU 211 can be activated, while the remote control ECU 212 can be stopped or put into hibernation. The amount of power consumed by vehicle 20 until reaching its destination depends on the number of activations of the driving function ECUs and the distance traveled. If the power consumption of Route 2 is less than that of Route 1, and selecting Route 2 can suppress the power consumption below the remaining power level, the remote control ECU 212 is stopped or put into hibernation, and a route change is made from Route 1 to Route 2.

[0093] For example, Figure 12 As shown, the remote operation ECU 212 in the above embodiment can be separated into a remote support ECU 212A for remote support and a remote driving ECU 212B for remote driving. In this case, remote support is provided as support for autonomous driving. Therefore, when the remote support ECU 212A is activated, the autonomous driving ECU 211 must also be activated. Meanwhile, the remote driving ECU 212B can change its operating state independently of the operating states of the autonomous driving ECU 211 and the remote support ECU 212A.

[0094] Figure 12 Four specific examples of operational state changes are shown, illustrating the situation where the autonomous driving ECU 211, remote support ECU 212A, and remote driving ECU 212B are all in the active state and it is determined that the destination cannot be reached while maintaining the current operational state. In the first specific example, from top to bottom, the autonomous driving ECU 211 is maintained in the active state, while the remote support ECU 212A and remote driving ECU 212B are stopped or put into hibernation. In this case, only the autonomous driving function is enabled.

[0095] In the second specific example, the automatic driving ECU 211 and the remote support ECU 212A are maintained in the activated state, and the remote driving ECU 212B is stopped or put into sleep mode. In this case, the automatic driving function and the remote support function can be used as the driving function after the change.

[0096] In the third specific example, the automatic driving ECU 211 and the remote driving ECU 212B are kept activated, and the remote support ECU 212A is stopped or put into hibernation. In this case, the automatic driving function and the remote driving function can be used as the driving function after the change.

[0097] In the fourth specific example, the remote driving ECU 212B is maintained in the activated state, and the automatic driving ECU 211 and the remote support ECU 212A are stopped or put into sleep mode. In this case, only the remote driving function can be used as the driving function after the change.

[0098] As shown in the above specific example, there are multiple options when changing the operating states of the three driving function ECUs that are currently in operation. Figure 13 This figure explains an example of a method for selecting a driving function ECU to be operated and a driving function ECU to be stopped or dormant. Figure 13 In the example shown, the individual power consumption is calculated for each of the automatic driving ECU 211, the remote support ECU 212A, and the remote driving ECU 212B. Then, a combination of driving function ECUs whose power consumption does not exceed the remaining power is selected. Figure 13 In the example shown, the autonomous driving ECU 211 and the remote support ECU 212A are activated, while the remote driving ECU 212B is stopped or put into hibernation. In this example, it is also possible to activate only the autonomous driving ECU 211. However, from the perspective of providing service to passengers, it is preferable to also activate the remote support ECU 212A so that remote support can be provided at any time.

[0099] It should be noted that the autonomous driving ECU 211 can switch its operating mode between a long-term prediction mode and a short-term prediction mode. The remote support ECU 212A and the remote driving ECU 212B can each switch their operating modes between a high-speed communication mode and a low-speed communication mode. Changing the operating mode can also be used as a method for shifting some of the multiple driving function ECUs currently in operation to a power-saving state.

Claims

1. An automatic driving device, characterized in that: include: Multiple driving function ECUs, capable of driving the vehicle on behalf of the passengers; as well as The driving function switching ECU is configured to individually change the operating states of the plurality of driving function ECUs according to a route to a destination and a remaining power level. Wherein, the multiple driving function ECUs include: an autonomous driving ECU configured to autonomously control the vehicle; and a remote operation ECU configured to operate the vehicle according to an external remote operation, The driving function switching ECU is configured to, when it is predicted that the vehicle cannot reach the destination with the remaining power, shift some of the driving function ECUs in operation among the plurality of driving function ECUs to a power saving state; The autonomous driving ECU has a long-term prediction mode for predicting into the distant future and a short-term prediction mode for predicting into the near future. The autonomous driving ECU is configured to normally operate in the long-term prediction mode. The automatic driving ECU is configured to operate in the short-time prediction mode in the power saving state, The driving function switching ECU is configured to select, from the operating states of the plurality of driving function ECUs, a combination of the route and the operating states of the plurality of driving function ECUs that enables the vehicle to reach the destination, when the route is changed due to a prediction that the vehicle cannot reach the destination with the remaining power. The action state includes a start state, a stop state or a sleep state.

2. The automatic driving device according to claim 1, wherein: The driving function switching ECU is configured such that, when the automatic driving ECU and the remote operation ECU are in operation, the remote operation ECU is preferentially shifted to the power saving state.

3. The automatic driving device according to claim 1 or 2, characterized in that: The driving function ECU is configured to stop or sleep in the power saving state.

4. The automatic driving device according to claim 1 or 2, characterized in that: The remote operation ECU has a high-speed communication mode for communicating with the outside at a high communication speed and a low-speed communication mode for communicating with the outside at a low communication speed. The remote operation ECU is configured to normally operate in the high-speed communication mode, The remote operation ECU is configured to operate in the low-speed communication mode in the power saving state.

5. An autonomous driving method comprising: automatically controlling a vehicle using a plurality of driving function ECUs each capable of driving the vehicle on behalf of a passenger; and individually changing the operating states of the plurality of driving function ECUs according to a route to a destination and remaining power by a driving function switching ECU. The plurality of driving function ECUs include: an autonomous driving ECU configured to autonomously control the vehicle; and a remote operation ECU configured to cause the vehicle to operate according to external remote operation, The autonomous driving method is characterized by comprising: Acquire the remaining power and the route to the destination; and individually changing the operating states of the plurality of driving function ECUs according to the paths and the remaining power, The automatic driving method further includes: if it is predicted that the vehicle cannot reach the destination with the remaining power, shifting some of the driving function ECUs in operation among the plurality of driving function ECUs to a power saving state; The autonomous driving ECU has a long-term prediction mode for predicting into the distant future and a short-term prediction mode for predicting into the near future. The autonomous driving ECU is configured to normally operate in the long-term prediction mode. The automatic driving ECU is configured to operate in the short-time prediction mode in the power saving state, The driving function switching ECU is configured to select, from the operating states of the plurality of driving function ECUs, a combination of the route and the operating states of the plurality of driving function ECUs that enables the vehicle to reach the destination, when the route is changed due to a prediction that the vehicle cannot reach the destination with the remaining power. The action state includes a start state, a stop state or a sleep state.

6. A non-transitory storage medium storing a command that can be executed by a driving function switching ECU, wherein the driving function switching ECU performs the following function, wherein the non-transitory storage medium is characterized in that: The functions include individually changing the operating states of multiple driving function ECUs according to the remaining power and the route to the destination. in, The plurality of driving function ECUs have a function of driving the vehicle on behalf of the passenger. Furthermore, the plurality of driving function ECUs include: an autonomous driving ECU configured to autonomously control the vehicle; and a remote operation ECU configured to operate the vehicle according to an external remote operation, The function further includes: if it is predicted that the vehicle cannot reach the destination with the remaining power, some of the driving function ECUs in operation among the plurality of driving function ECUs are shifted to a power saving state; The autonomous driving ECU has a long-term prediction mode for predicting into the distant future and a short-term prediction mode for predicting into the near future. The autonomous driving ECU is configured to normally operate in the long-term prediction mode. The automatic driving ECU is configured to operate in the short-time prediction mode in the power saving state, The driving function switching ECU is configured to select, from the operating states of the plurality of driving function ECUs, a combination of the route and the operating states of the plurality of driving function ECUs that enables the vehicle to reach the destination, when the route is changed due to a prediction that the vehicle cannot reach the destination with the remaining power. The action state includes a start state, a stop state or a sleep state.

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