Control device

Abstract

The invention provides a control device. A control device is provided with: an acquisition unit that acquires detection data from a sensor that detects the traveling state of a vehicle capable of traveling by unmanned driving; a determination unit that determines whether or not the vehicle is located within a specific region in which the detection data is susceptible to interference; and a travel control unit that can control the travel of the vehicle using the detection data, and that, when the determination unit determines that the vehicle is within the specific area, reduces the degree of contribution of the detection data to the travel control of the vehicle compared to when the determination unit determines that the vehicle is outside the specific area.

Description

Cross-references of related applications

[0001] This application is based on Japanese application No. 2022-154586 filed on September 28, 2022 and Japanese application No. 2023-165272 filed on September 27, 2023, and the contents thereof are incorporated herein by reference. Technical Field

[0002] The present disclosure relates to a control device for controlling a vehicle. Background Art

[0003] Patent document 1 discloses a system for controlling the transfer of a vehicle capable of automatic driving from an assembly plant to a finished vehicle site using a dedicated control unit. In the transfer system disclosed in patent document 1, a control unit capable of communicating with the vehicle is installed (temporarily installed) in the vehicle cabin, and the vehicle is configured to automatically drive based on the transfer information received by the control unit from a server device outside the vehicle. Patent document 1 believes that since the control unit is disassembled by the operator after arriving at the finished vehicle site, it is possible to suppress the increase of unnecessary systems in the vehicle. Prior art literature Patent Literature

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-064388 Summary of the invention Problems to be solved by the invention

[0005] The vehicle capable of automatic driving is not limited to the case where it is transferred from the assembly plant to the finished vehicle site as in Patent Document 1. For example, there is also the case where, when transferring the vehicle completed in the factory to the area for inspection, the vehicle is transferred to the appropriate inspection area by automatic driving (self-propelled transportation) instead of using a conveyor or the like to transfer the vehicle. On the other hand, during the completion inspection of the manufactured vehicle, the vehicle may sometimes shake due to confirmation of assembly properties, confirmation of looseness, etc. In the vehicle capable of automatic driving, the steering angle is controlled based on information from the outside and data obtained from multiple sensors installed on the vehicle, etc., and automatic driving is performed. Therefore, by performing the above-mentioned inspection while obtaining these data, it is possible to obtain data reflecting the shaking of the vehicle caused by the inspection. For example, when the steering angle of the vehicle is automatically controlled, the lateral acceleration and yaw rate of the vehicle are sometimes used to calculate the control value of the target steering angle, so the shaking of the vehicle caused by the inspection may affect its calculation result. In this case, the vehicle may significantly deviate from the path it should travel during the automatic driving process. In the device of Patent Document 1, no study is made on the fact that the stability of driving under automatic driving is reduced due to inspection, and there is room for improvement.

[0006] Therefore, a technology is desired to suppress unstable driving of a vehicle under automatic driving. Technical means to solve problems

[0007] The present disclosure can be implemented as the following aspects.

[0008] (1) According to a first aspect of the present disclosure, a control device is provided. The control device includes: an acquisition unit that acquires detection data from a sensor that detects the driving state of a vehicle that can be driven unmanned; a determination unit that determines whether the vehicle is located in a specific area where the detection data is susceptible to interference; and a driving control unit that can use the detection data to control the driving of the vehicle, and when the determination unit determines that the vehicle is located in the specific area, the contribution of the detection data to the driving control of the vehicle is reduced compared to when the determination unit determines that the vehicle is located outside the specific area. According to the control device of this aspect, it is possible to suppress the unstable running of the vehicle without human driver. (2) In the control device of the above aspect, the determination unit may determine whether the vehicle is located in the specific area using the position information of the vehicle and a map indicating the specific area. According to the control device of this aspect, it is possible to easily determine whether the vehicle is located in a specific area. (3) In the control device of the above-mentioned method, the driving control unit may, when there is no person in the specific area, not reduce the contribution of the detection data to the driving control of the vehicle compared to a case where the determination unit determines that the vehicle is located outside the specific area, even if the determination unit determines that the vehicle is located within the specific area. According to the control device of this aspect, it is possible to suppress a decrease in the running performance of the vehicle due to a decrease in the contribution of the detection data when there is no person in the predetermined area. (4) In the control device of the above aspect, when the vehicle is located in the specific area and there is a slope on the travel path of the vehicle, the travel control unit may control the travel of the vehicle according to the gradient of the slope. According to the control device of this aspect, it is possible to suppress a decrease in the running performance of the vehicle when the vehicle runs on a slope. (5) In the control device of the above-mentioned method, the driving control unit can control the driving of the vehicle in a manner not using the parameters corresponding to the acceleration of the vehicle and the parameters corresponding to the yaw rate of the vehicle contained in the detection data when the determination unit determines that the vehicle is located in the specific area. According to the control device of this aspect, it is possible to suppress the driving of the vehicle without a human driver from becoming unstable when the vehicle is driving in a specific area where the vehicle is prone to shaking. (6) In the control device of the above aspect, the travel control unit may perform notification using a notification device when it is determined that the detection data is being affected by the disturbance outside the specific area. According to the control device of this aspect, it is possible to notify that the running of the vehicle without human driver outside the specific area may become unstable. The present disclosure can also be implemented in various forms other than the control device, for example, in the form of a system, a method, a computer program, and a recording medium recording the computer program. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 It is an explanatory diagram showing the configuration of the system according to the first embodiment. Figure 2 It is an explanatory diagram showing the structure of the vehicle according to the first embodiment. Figure 3 It is an explanatory diagram showing the configuration of the server according to the first embodiment. Figure 4 This is a flowchart showing the flow of vehicle control processing according to the first embodiment. Figure 5 This is a flowchart showing an example of control executed by the control device. Figure 6 This is a flowchart showing another example of control executed by the control device. Figure 7 This is a flowchart showing still another example of the control executed by the control device. Figure 8 It is an explanatory diagram showing the structure of a vehicle according to the second embodiment. Fig. 9 This is a flowchart showing the flow of vehicle control processing according to the second embodiment. Fig.10 It is an explanatory diagram showing the structure of a vehicle according to the third embodiment. DETAILED DESCRIPTION

[0010] A. First Implementation Method: Figure 1 1 is an explanatory diagram showing the configuration of a system 10 including a server 200 as a control device in the first embodiment. Figure 2 2 is an explanatory diagram showing the structure of the vehicle 100 . Figure 3 2 is an explanatory diagram showing the configuration of the server 200. Figure 1As shown, the system 10 includes a vehicle 100 that can travel without human drivers, a server 200, a plurality of off-vehicle sensors 300, and a notification device 400. In the present embodiment, the vehicle 100 is an electric vehicle (BEV: Battery Electric Vehicle). In addition, the vehicle 100 is not limited to an electric vehicle as long as it can travel without human drivers, and may be, for example, a gasoline vehicle, a diesel vehicle, a hybrid vehicle, a fuel cell vehicle, etc.

[0011] In the present disclosure, "unmanned driving" means driving that does not depend on the driving operation of the passengers on the vehicle 100. "Driving operation" means an operation related to at least one of "driving", "turning" and "stopping" of the vehicle 100. Unmanned driving is achieved by automatic or manual remote control using a device located outside the vehicle 100, or by autonomous control of the vehicle 100. A passenger who does not perform a driving operation may also be on the vehicle 100 that is driven by unmanned driving. Passengers who do not perform driving operations include, for example, a person who only sits in the driver's seat of the vehicle 100 and a person who performs actions different from driving operations. Actions different from driving operations include, for example, assembly work of parts relative to the vehicle 100, inspection of the vehicle 100, and operation of switches provided on the vehicle 100. In the following description, unmanned driving achieved by automatic remote control using a device located outside the vehicle 100 and unmanned driving achieved by autonomous control of the vehicle 100 are referred to as "automatic driving". In addition, driving that depends on the driving operation of the passengers is sometimes referred to as "manual driving".

[0012] In this embodiment, the vehicle 100 is configured to be able to travel by remote control based on the server 200. Specifically, Figure 2 As shown, the vehicle 100 includes an ECU 110 for controlling various parts of the vehicle 100, an actuator group 120 including at least one actuator driven under the control of the ECU 110, a communication device 130 for communicating with the server 200 by wireless communication, and an internal sensor group 140 including at least one internal sensor. In the present disclosure, the internal sensor means a sensor mounted on the vehicle 100 and used to obtain information of the vehicle 100.

[0013] The actuator group 120 includes an actuator of a driving device for accelerating the vehicle 100, an actuator of a steering device for changing the direction of travel of the vehicle 100, and an actuator of a braking device for decelerating the vehicle 100. The driving device includes a battery, a driving motor 121 driven by the power of the battery, and wheels rotated by the driving motor 121. The actuator of the driving device includes the driving motor 121. The driving motor 121 is a driving force source that outputs a torque for generating a driving force for the vehicle 100. The driving motor 121 is composed of a motor (electric generator) having a power generation function such as a permanent magnet synchronous motor, for example. In addition, although not shown in the figure, the vehicle 100 is equipped with various devices required for manned driving, such as a steering wheel, an accelerator pedal, a brake pedal, a device for lighting, and a device for direction indication.

[0014] The internal sensor group 140 includes a wheel speed sensor 141 for detecting pulses of wheel speed of each wheel, an acceleration sensor 142 for detecting acceleration in the lateral and longitudinal directions of the vehicle 100, a yaw rate sensor 143 for detecting a ratio of change in the yaw angle of the vehicle 100, a steering angle sensor 144 for detecting a steering angle of the vehicle 100, and a motor resolver 145 for detecting a rotation angle of the travel motor 121. These internal sensors are electrically connected to the ECU 110, each actuator, etc., for example, through a CAN, a wiring harness, etc., and are configured to output an electrical signal corresponding to a detection value or a calculated value of the acquired data to the ECU 110 as detection data.

[0015] The ECU 110 is composed of a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The memory 112 includes a ROM and a RAM. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 in a manner capable of bidirectional communication. The input / output interface 113 is connected to an actuator group 120, a communication device 130, and an internal sensor group 140.

[0016] The processor 111 functions as the actuator control unit 119 by executing the computer program PG1 pre-stored in the memory 112. The actuator control unit 119 transmits the detection data of the internal sensor group 140 to the server 200. The actuator control unit 119 receives the travel control signal from the server 200 and controls the actuator group 120 according to the received travel control signal. In the present embodiment, the travel control signal includes the acceleration and steering angle of the vehicle 100 as parameters. The travel control signal may also include the speed of the vehicle 100 instead of the acceleration of the vehicle 100. When a passenger is riding in the vehicle 100, the actuator control unit 119 can control the actuator group 120 according to the driving operation of the passenger so that the vehicle 100 travels. Regardless of whether there is a passenger in the vehicle 100, the actuator control unit 119 can control the actuator group 120 according to the travel control signal received from the server 200 so that the vehicle 100 travels.

[0017] like Figure 3 As shown, the server 200 is composed of a computer including a processor 201, a memory 202, an input / output interface 203, and an internal bus 204. The memory 202 includes a ROM and a RAM. The processor 201, the memory 202, and the input / output interface 203 are connected via the internal bus 204 in a manner capable of bidirectional communication. A communication device 205 for communicating with the vehicle 100 by wireless communication is connected to the input / output interface 203. The input / output interface 203 obtains detection data from a sensor for detecting the driving state of the vehicle 100 via the communication device 205. Therefore, the input / output interface 203 is sometimes referred to as an acquisition unit. The sensor for detecting the driving state of the vehicle 100 includes internal sensors 141 to 145 and an external sensor 300. In the present embodiment, the communication device 205 can communicate with the external sensor 300 and the notification device 400 by wired communication or wireless communication. In addition, in the present embodiment, the server 200 is sometimes referred to as a control device. In the present embodiment, the server 200 can also be referred to as a remote control device.

[0018] The processor 201 functions as a vehicle position estimation unit 210, a detection unit 220, and a travel control unit 230 by executing a computer program PG2 pre-stored in the memory 202. The vehicle position estimation unit 210 obtains detection data output from the external sensor 300, and uses the obtained detection data to estimate the current position and orientation of the vehicle 100. In addition to the detection data output from the external sensor 300, the vehicle position estimation unit 210 may also obtain detection data such as acceleration and yaw rate output from the internal sensor group 140, and use the obtained detection data to estimate the current position and orientation of the vehicle 100.

[0019] The detection unit 220 detects whether the vehicle 100 is located in a specific area where the detection data of the sensor detecting the driving state of the vehicle 100 is easily affected by interference. In other words, the detection unit 220 determines whether the vehicle 100 is located in a specific area where the detection data of the sensor detecting the driving state of the vehicle 100 is easily affected by interference. Therefore, the detection unit 220 is sometimes referred to as a determination unit. In the present disclosure, interference means a major factor that makes the driving control of the vehicle 100 unstable. Interference includes, for example, shaking of the vehicle 100, idling of wheels, disappearance of the vehicle 100 from the detection range of the external sensor 300 due to people going between the external sensor 300 and the vehicle 100, etc. The sensor detecting the driving state of the vehicle 100 includes each sensor 141 to 145 of the internal sensor group 140 and the external sensor 300. The driving control unit 230 feeds back the detection data of at least one sensor 141 to 145, 300 detecting the driving state of the vehicle 100 to the driving control of the vehicle 100. Therefore, when the detection data fed back to the running control of the vehicle 100 is affected by the disturbance, the running control of the vehicle 100 becomes unstable.

[0020] For example, when the vehicle 100 shakes, the detection data of the acceleration sensor 142 and the yaw rate sensor 143 mounted on the vehicle 100 will be affected by the shaking, and the acceleration and steering angle control of the vehicle 100 may become unstable. When the vehicle 100 shakes due to driving on an uneven road surface, not only the detection data of the acceleration sensor 142 and the yaw rate sensor 143 will be affected by the shaking, but also the detection data of the steering angle sensor 144 will be affected by the shaking due to the left and right deviation of the steering wheel. If the detection data of the steering angle sensor 144 is affected by the shaking, the steering angle control of the vehicle 100 may become unstable. When the wheels spin, the detection data of the wheel speed sensor 141 and the motor resolver 145 will be affected by the spinning, and the speed control of the vehicle 100 may become unstable. When the vehicle 100 disappears from the detection range of the exterior sensor 300 due to a person moving between the exterior sensor 300 and the vehicle 100 , the estimation accuracy of the position and orientation of the vehicle 100 using the exterior sensor 300 decreases, and the driving control of the vehicle 100 may become unstable.

[0021] In the present embodiment, the detection unit 220 determines whether the vehicle 100 is located in a specific area, i.e., a shaking area RG, where the detection data used for the driving control of the vehicle 100 is easily affected by shaking. In the following description, the specific area where the detection data of the sensor that detects the driving state of the vehicle 100 is easily affected by shaking is referred to as the shaking area RG, and the detection unit 220 is referred to as the shaking area detection unit 220. As described above, in order to confirm the assembly and looseness of the vehicle 100, an inspection of shaking occurring in the vehicle 100 is sometimes performed. Therefore, the shaking area detection unit 220 determines whether the vehicle 100 is located in the shaking area RG, a specific area where such an inspection is performed. In the present embodiment, a shaking area map MP indicating the range of the shaking area RG is pre-stored in the memory 202. The shaking area detection unit 220 uses the current position of the vehicle 100 estimated by the vehicle position estimation unit 210 and the shaking area map MP to determine whether the vehicle 100 is located in the shaking area RG.

[0022] The travel control unit 230 controls the travel of the vehicle 100 using the detection data of at least one sensor 141 to 145, 300 that detects the travel state of the vehicle 100. When the shake region detection unit 220 determines that the vehicle 100 is located in the shake region RG, the travel control unit 230 reduces the contribution of the detection data to the travel control of the vehicle 100 compared to the case where the shake region detection unit 220 determines that the vehicle 100 is located outside the shake region RG. In the present disclosure, the so-called reduction of the contribution of the detection data to the travel control of the vehicle 100 includes, for example, reducing the weighting coefficient of the detection data in the calculation formula for calculating the control command value, making the weighting coefficient of the detection data zero, or changing the calculation formula for calculating the control command value to another calculation formula whose parameters do not include the detection data. The so-called changing the calculation formula for calculating the control command value to another calculation formula whose parameters do not include the detection data includes fixing the control command value to a constant value.

[0023] In the present embodiment, the driving control unit 230 is configured to calculate a control command value for causing the vehicle 100 to drive by automatic driving, and to switch the driving mode in the automatic driving control according to the area where the vehicle 100 is driving. The driving control unit 230 generates a driving control signal including the control command value, and transmits the generated driving control signal to the vehicle 100. The vehicle 100 has a normal area driving mode for performing so-called normal automatic driving when driving on public roads, between sites in a factory KJ, etc., and a shaking area driving mode set when driving in the above-mentioned shaking area RG as driving modes when performing automatic driving. The driving control unit 230 is configured to switch the driving mode and set the shaking area driving mode when receiving information from the shaking area detection unit 220 that the vehicle 100 is driving in the shaking area RG. In addition, the shaking area driving mode is sometimes referred to as a specific area driving mode.

[0024] The swaying area driving mode is set, for example, when the vehicle 100 is driving in the factory KJ by automatic driving in the swaying area RG where the vehicle 100 may be shaken due to inspections, etc. as described above. For example, when the vehicle 100 is shipped, many inspections and checks are performed, and therefore, depending on the type of the inspections and checks, the vehicle 100 may be shaken. During automatic driving, the vehicle 100 drives based on data detected by the internal sensor group 140, the external sensor 300, etc., and therefore, if the vehicle 100 shakes, as a result of automatic driving based on changes in the acceleration and yaw rate of the vehicle 100 caused by the shaking, the vehicle 100 may deviate from the predetermined path or come into contact with other vehicles or workers. The swaying area driving mode is a driving mode set to prevent such a situation when the vehicle 100 is driving by automatic driving in an area where the vehicle 100 is intentionally shaken.

[0025] Therefore, the shaking area driving mode is a driving mode configured to suppress the influence of the shaking on the automatic driving driving when the vehicle 100 is shaken due to an inspection, etc. That is, in the shaking area driving mode, the automatic driving control is performed based on the prescribed parameters including at least one of the parameter corresponding to the wheel speed, the parameter corresponding to the rotation speed of the driving motor 121 as the driving force source, and the parameter corresponding to the steering angle of the vehicle 100, which are less susceptible to the influence of the shaking caused by the inspection, etc.

[0026] For example, in the control of the front-rear direction of the vehicle 100, feedback control is performed by calculating the vehicle speed and the acceleration of the vehicle 100 based on the pulse of the wheel speed that is not easily affected by the shaking, the rotation speed of the driving motor 121 based on the motor resolver 145, etc., and automatic driving control is performed based on the information from the off-vehicle sensor 300. In addition, in the control of the left-right direction (lateral direction) of the vehicle 100, automatic driving control is performed by performing feedback control based on the steering angle of the vehicle 100, the information from the off-vehicle sensor 300, and the vehicle speed calculated as described above. Alternatively, the dead zone area in the sensitivity characteristics of the sensor that is not easily affected by the shaking of the vehicle 100 is made narrower than the normal area driving mode or the dead zone area is not set to perform automatic driving control. The shaking area driving mode can be executed by performing at least one of these controls.

[0027] On the other hand, in the shaking area driving mode, it is configured to stop referring to the parameter corresponding to the acceleration of the vehicle 100 and the parameter corresponding to the yaw rate of the vehicle 100 among the multiple parameters referred to for the automatic driving. These parameters are parameters that are more easily affected by the shaking when the vehicle 100 is shaken due to the inspection. That is, the shaking area driving mode is a driving mode that controls the automatic driving driving based on the values ​​of sensors and the like that are less easily affected by the shaking of the vehicle 100 caused by the inspection, and does not refer to the values ​​of sensors and the like that are more easily affected. Therefore, in the normal area driving mode for automatic driving driving in the area other than the shaking area RG, for example, it is possible to perform robust driving control for a tilted road surface, whereas in the shaking area driving mode, it is possible to perform robust driving control for the shaking of the vehicle 100 caused by the inspection, etc.

[0028] like Figure 1 As shown, the vehicle exterior sensor 300 is located outside the vehicle 100. The vehicle exterior sensor 300 is used to detect the position and orientation of the vehicle 100. In the present embodiment, the vehicle exterior sensor 300 is a camera installed in the factory KJ. The vehicle exterior sensor 300 is provided with a communication device (not shown) and can communicate with the server 200 through wired communication or wireless communication. In addition, the vehicle exterior sensor 300 is not limited to a camera, and may also be a LiDAR, for example.

[0029] The notification device 400 is a device for notifying the administrator of the system 10 and the operator of the factory KJ that an abnormality has occurred in the factory KJ. In the following description, the administrator of the system 10 and the operator of the factory KJ are referred to as administrators, etc. The notification device 400 is, for example, a warning buzzer provided in the factory KJ, a warning light provided in the factory KJ, a display provided in the factory KJ, etc. The notification device 400 may also be a tablet terminal carried by an administrator, etc. The notification device 400 has a communication device not shown in the figure, and can communicate with the server 200 through wired communication or wireless communication.

[0030] In the present embodiment, the factory KJ has a first place PL1 and a second place PL2. The first place PL1 and the second place PL2 are connected by a driving road SR on which the vehicle 100 can travel. A plurality of off-vehicle sensors 300 are provided along the driving road SR in the factory KJ. The first place PL1 is a place where the assembly of the vehicle 100 is carried out. The vehicle 100 assembled in the first place PL1 is in a state where it can travel by unmanned driving. The vehicle 100 moves from the first place PL1 to the second place PL2 via the driving road SR by unmanned driving. A shaking area RG is provided on the driving road SR, and the vehicle 100 is inspected in the shaking area RG. The second place PL2 is a place where the vehicles 100 that have passed the inspection are stored. The vehicles 100 that have passed the inspection are then shipped from the factory KJ. Any position in the factory KJ where the vehicle 100 can travel is represented by the X, Y, and Z coordinates of the global coordinate system GA.

[0031] Figure 4 1 is a flowchart showing the processing flow of the automatic driving control in the present embodiment. The processor 201 of the server 200 executes the first routine R100, and the processor 111 of the vehicle 100 executes the second routine R200.

[0032] The first routine R100 includes steps S110, S120, S130, and S140. In step S110, the vehicle position estimation unit 210 uses the detection data output from the external sensor 300 to obtain the vehicle position information. In order to obtain the vehicle position information, the vehicle position estimation unit 210 can use the detection data such as acceleration and yaw rate obtained from the internal sensor group 140 in addition to the detection data output from the external sensor 300. In the present embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GA. In the present embodiment, the external sensor 300 is a camera installed in the factory KJ, and an image is output from the external sensor 300 as the detection data. The position of each external sensor 300 is fixed, the relative relationship between the global coordinate system GA and the local coordinate system of each external sensor 300 is known, and the coordinate transformation matrix for mutually transforming the coordinates of the global coordinate system GA and the coordinates of the local coordinate system of each external sensor 300 is also known. Therefore, the vehicle position estimating unit 210 can obtain the position and orientation of the vehicle 100 in the global coordinate system GA using the image obtained from the vehicle exterior sensor 300 .

[0033] Regarding the method of obtaining the position of the vehicle 100, the vehicle position estimation unit 210 can detect the shape of the vehicle 100 from the image, calculate the coordinates of the measuring point of the vehicle 100 in the coordinate system of the image (in other words, the local coordinate system of the off-vehicle sensor 300), and transform the calculated coordinates into coordinates in the global coordinate system GA, thereby obtaining the position of the vehicle 100. The shape of the vehicle 100 contained in the image can be detected by, for example, inputting the image to a detection model using artificial intelligence. As a detection model, for example, a machine learning model that has been learned in a manner that realizes either semantic segmentation or instance segmentation can be cited. As the machine learning model, for example, a convolutional neural network (hereinafter referred to as CNN) learned by supervised learning using a learning data set can be used. The learning data set includes, for example, a plurality of training images and correct answer labels, the plurality of training images including the vehicle 100, and the correct answer labels indicating whether each area in the training image is an area representing the vehicle 100 or an area other than the vehicle 100. When learning CNN, it is preferred to use back propagation (error back propagation method) to update the parameters of CNN in a manner that reduces the error between the output result of the detection model and the correct answer label. Regarding the method of obtaining the orientation of the vehicle 100, the vehicle position estimation unit 210 can use, for example, the optical flow method to calculate the movement vector of the vehicle 100 based on the position change of the feature points of the vehicle 100 between frames of the image, and estimate the orientation of the vehicle 100 based on the orientation of the movement vector, thereby obtaining the orientation of the vehicle 100.

[0034] In step S120, the driving control unit 230 determines the target position to which the vehicle 100 should go next. In the present embodiment, the target position is represented by the coordinates of X, Y, and Z in the global coordinate system GA. The server 200 pre-stores an ideal path IR on which the vehicle 100 should travel. The ideal path IR is represented by a node representing a departure point, a node representing a waypoint, a node representing a destination, and a road segment connecting each node. The driving control unit 230 uses the position information of the vehicle 100 and the ideal path IR to determine the target position to which the vehicle 100 should go next. The driving control unit 230 determines the target position on the ideal path IR that is ahead of the current position of the vehicle 100.

[0035] In step S130, the travel control unit 230 generates a travel control signal for causing the vehicle 100 to travel toward the determined target position. In the present embodiment, the travel control signal includes the acceleration and steering angle of the vehicle 100 as parameters. The travel control unit 230 calculates the current travel speed of the vehicle 100 based on the change in the position of the vehicle 100, for example, and compares the calculated travel speed with a predetermined target speed of the vehicle 100. When the travel speed is lower than the target speed, the travel control unit 230 determines the acceleration so as to accelerate the vehicle 100, and when the travel speed is higher than the target speed, the travel control unit 230 determines the acceleration so as to decelerate the vehicle 100. When the vehicle 100 is on the ideal path IR, the travel control unit 230 determines the steering angle so as to prevent the vehicle 100 from deviating from the ideal path IR, and when the vehicle 100 is not on the ideal path IR, in other words, when the vehicle 100 deviates from the ideal path IR, the travel control unit 230 determines the steering angle so as to return the vehicle 100 to the ideal path IR. When determining the acceleration and steering angle of the vehicle 100 , the travel control unit 230 can use detection data such as acceleration, speed, and steering angle acquired from the internal sensor group 140 .

[0036] In step S140, the travel control unit 230 transmits the travel control signal to the vehicle 100. The processor 201 repeatedly performs the first routine R100 including acquisition of position information of the vehicle 100, determination of a target position, generation of a travel control signal, and transmission of the travel control signal at a predetermined cycle.

[0037] During the execution of the first routine R100, the processor 111 of the vehicle 100 executes the second routine R200. The second routine R200 includes steps S210 and S220. In step S210, the actuator control unit 119 receives a travel control signal from the server 200. In step S220, the actuator control unit 119 controls the actuator group 120 using the received travel control signal, thereby causing the vehicle 100 to travel with the acceleration and steering angle included in the travel control signal. The processor 111 repeatedly performs the second routine R200 including the reception of the travel control signal and the control of the actuator group 120 at a predetermined cycle. According to the system 10 of the present embodiment, the vehicle 100 can be driven by remote control, so that the vehicle 100 can be moved without using a transport device such as a crane or a conveyor.

[0038] Figure 5 1 is a flowchart showing the processing flow of selecting a driving mode. This processing is repeatedly executed by the processor 201 of the server 200. In step S1, it is determined whether the automatic driving control of the vehicle 100 is being performed. In the case where a negative determination is made in step S1 because the automatic driving control is not being performed, the subsequent control is not performed and the flowchart is temporarily terminated.

[0039] On the contrary, when it is determined affirmatively in step S1 because the automatic driving control is being performed, the process proceeds to step S2 to determine whether the area where the vehicle 100 is currently traveling is within the shaking area RG. In step S2, it is determined whether the vehicle 100 is traveling in the shaking area RG, for example, based on the current position of the vehicle 100 estimated by the vehicle position estimation unit 210 and the shaking area map MP. In the case where the vehicle 100 is traveling in the shaking area RG, it is possible that unintended changes in acceleration and yaw rate occur in the vehicle 100 due to shaking caused by inspections, etc. In step S2, it is determined whether the vehicle 100 is traveling in an area where such shaking occurs. In the case where it is determined affirmatively in step S2 because the vehicle 100 is traveling in the shaking area RG, the process proceeds to step S3 to execute shaking area driving control.

[0040] In step S3, since the vehicle 100 is traveling in the shaking area RG, the shaking area driving mode is selected as the driving mode in the automatic driving control. As described above, the shaking area driving mode is a driving mode that takes into account the shaking of the vehicle 100 due to inspection, etc. In the shaking area driving mode, the acquisition of data from the acceleration sensor 142 and the yaw rate sensor 143 that are easily affected by the shaking of the vehicle 100 is stopped, and the following actions are performed: the vehicle 100 is controlled based on the pulse of the wheel speed that is not easily affected by the shaking of the vehicle 100, the value calculated based on the rotation speed of the motor, etc., the automatic driving is performed by narrowing the dead zone area of ​​the sensor that is not easily affected by the shaking compared to the usual automatic driving control, or the vehicle 100 is driven automatically using the speed, acceleration, yaw rate, etc. of the vehicle 100 obtained from the external information of the vehicle 100 obtained by the vehicle external sensor 300, etc. In addition, all of these actions may be performed when the shaking area driving mode is set, or at least one of them may be performed. After the shaking area driving mode configured in this way is set, this flowchart is temporarily terminated.

[0041] On the other hand, if the vehicle 100 is not traveling in the shaking area RG and the result is negative in step S2, the process proceeds to step S4 and normal automatic driving control is performed. In the case of proceeding to step S4, the possibility that the vehicle 100 is shaking due to inspection or the like is low, and therefore, the vehicle 100 can be driven by automatic driving without setting the shaking area driving mode described above. Therefore, in step S4, the driving mode is not changed, that is, the flowchart is temporarily terminated with the setting of the normal area driving mode maintained.

[0042] As described above, in the embodiment of the present disclosure, when the vehicle 100 travels in the shaking area RG in the factory KJ where the vehicle 100 may shake due to inspection or the like by automatic driving, the shaking area driving mode is set. The shaking area driving mode is a driving mode in which the vehicle 100 is controlled based on a predetermined parameter that is not easily affected by the shaking due to inspection or the like among a plurality of parameters referred to for automatic driving driving, that is, a predetermined parameter with high robustness, the sensitivity of the predetermined parameter with high robustness is further increased to control the vehicle 100, or the vehicle 100 is controlled based on the vehicle speed, acceleration, yaw rate, etc. of the vehicle 100 calculated using the detection data of the vehicle exterior sensor 300, so as to perform automatic driving. By setting the shaking area driving mode thus configured, even when the vehicle 100 shakes due to inspection or the like, the vehicle 100 is not easily affected by the shaking on the automatic driving driving. That is, the behavior of the vehicle 100 can be suppressed from becoming unstable due to the shaking due to inspection or the like, so that the automatic driving can be performed while suppressing the vehicle 100 from deviating from the ideal path IR or the vehicle 100 from contacting other vehicles or the like and workers.

[0043] Figure 6 FIG. 1 is a flowchart showing a first example of a process flow for selecting a driving mode in another embodiment. Figure 6 In the other embodiments shown, it is configured to perform Figure 5 The control is similar to that of step S1 and step S2 shown in the figure. When an affirmative determination is made in step S2 because the vehicle is traveling in the shaking area RG, the process proceeds to step S11.

[0044] In step S11, it is determined whether there are workers around the vehicle 100. Specifically, in step S11, it is determined whether there are workers around the vehicle 100 in the shaking area RG using information obtained from the off-vehicle sensor 300, operation management information obtained from a process management system not shown, etc. Alternatively, it is also possible to determine whether there are workers within a specified range from the vehicle 100 based on consideration of the automatic driving performance of the vehicle 100. In the case where it is determined affirmatively in step S11 because there are workers around the vehicle 100, the process proceeds to step S3, and the shaking area driving mode is set as the driving mode.

[0045] On the contrary, in the case where a negative judgment is made in step S11 because there are no workers around the vehicle 100, the process proceeds to step S4 and the normal area driving mode is set as the driving mode. That is, when it is confirmed that there are no workers around, the possibility of the workers coming into contact with the vehicle 100 that is automatically driving is low. Therefore, in such a case, the normal area driving mode can be used to allow the vehicle 100 to travel in the shaking area by automatic driving. As described above, the shaking area driving mode can reduce the possibility of contact between the vehicle 100 and the workers due to the change in the reference parameters, but for example, when the vehicle 100 is driving on a sloping road surface, the control performance of the automatic driving may be reduced. In contrast, in the normal area driving mode, the vehicle 100 can be driven stably even on such a slope, so the reduction in the control performance of the automatic driving can be suppressed even in the shaking area RG.

[0046] Figure 7 FIG. 2 is a flowchart showing a second example of the process flow for selecting a driving mode in another embodiment. Figure 7 In other embodiments shown, Figure 5The control is similar to step S1 and step S2 shown in the figure. When the vehicle is traveling in the shaking area RG and the result is affirmative in step S2, the process proceeds to step S21 to determine whether the road surface in the shaking area RG is inclined. In addition, when the vehicle is not traveling in the shaking area RG and the result is negative in step S2, the process proceeds to step S4 to set the normal area driving mode and temporarily terminate the flowchart.

[0047] In step S21, for example, when information related to the area where the vehicle 100 is traveling is obtained in step S2, it is determined whether there is a slope on the ideal path IR that the vehicle 100 should travel in the shaking area RG. As described above, in the shaking area driving mode, by changing the reference parameters, the automatic driving performance when the vehicle 100 travels on a slope may be reduced compared to the normal area driving mode. Therefore, in step S21, it is determined whether information related to such a slope is sent from the server 200. In the case of a negative determination in step S21 because there is no slope on the ideal path IR of the vehicle 100 in the shaking area RG, the process proceeds to step S3 to set the shaking area driving mode.

[0048] On the contrary, if it is determined affirmatively in step S21 that there is an inclined surface on the ideal path IR of the vehicle 100 in the shaking area RG, the process proceeds to step S22 to perform slope correction. In step S22, among the multiple parameters used in the shaking area driving mode, the parameters that have a relatively large influence on driving on the inclined surface are corrected by taking into account the slope of the inclined surface, such as the slope resistance. For example, if it is an uphill slope, the control value is corrected so that the driving torque output from the driving motor 121 becomes larger, and if it is a downhill slope, the control value is corrected so that the braking force generated at each wheel becomes larger, or the torque distribution between the front wheel and the rear wheel is corrected, etc.

[0049] After the slope correction in step S22 is completed, the process proceeds to step S3 to set the shaking area driving mode. In step S3, the shaking area driving mode corresponding to the parameters that have been corrected for the slope is used to make the vehicle 100 automatically drive. By setting the shaking area driving mode, the flowchart is temporarily terminated. According to such a configuration, when there is a slope in the shaking area RG, the automatic driving in the shaking area driving mode is performed based on the parameters after the slope correction. Therefore, even when the shaking area driving mode is set, the decline in the driving performance of the vehicle 100 under automatic driving caused by the change of the reference parameters can be suppressed.

[0050] According to the present embodiment described above, it is possible to suppress the driving of the vehicle 100 under automatic driving from becoming unstable. The above describes the embodiment of the present disclosure, but the present disclosure is not limited to the above example and may be appropriately changed within the scope of achieving the purpose of the present disclosure. For example, a mark such as a sign for notifying that it is a shaking area RG may be provided, and the mark may be detected by using the off-vehicle sensor 300 to determine whether the vehicle 100 is driving in the shaking area RG. According to such a configuration, even without using the above-mentioned shaking area map MP, it is possible to infer whether the vehicle 100 is driving in the shaking area RG. In addition, the shaking area driving mode may include limiting the vehicle speed and making the vehicle 100 drive automatically.

[0051] exist Figures 5 to 7 In the process shown, the travel control unit 230 may also use the notification device 400 to notify the manager or the like that the travel state of the vehicle 100 may be unstable when it is determined that the vehicle 100 is outside the shaking area RG and the detection data used for the travel control of the vehicle 100 is being affected by the disturbance. The travel control unit 230 determines that the detection data used for the travel control of the vehicle 100 is being affected by the disturbance, for example, when the measurement value included in the detection data is out of the prescribed range or the measurement value included in the detection data fluctuates greatly. In this case, the manager or the like can be made aware that the travel state of the vehicle 100 may be unstable as early as possible. Therefore, when the travel state of the vehicle 100 becomes unstable, appropriate measures can be taken as early as possible.

[0052] B. Second Implementation Method: Figure 8 1 is an explanatory diagram showing a configuration of a vehicle 100 including an ECU 110 as a control device according to the second embodiment. Fig. 9 1 is a flowchart showing the processing flow of the automatic driving control in this embodiment. In the second embodiment, the vehicle 100 is not driven by remote control by the server 200, but the vehicle 100 is driven by autonomous control, which is different from the first embodiment. The other configurations are the same as the first embodiment unless otherwise specified. In addition, in this embodiment, the ECU 110 is sometimes referred to as a control device.

[0053] like Figure 8 As shown, in this embodiment, the communication device 130 of the vehicle 100 can communicate with the external sensor 300 and the notification device 400 by wireless communication. In this embodiment, the processor 111 of the vehicle 100 functions as the vehicle position estimation unit 115, the detection unit 116, the travel control unit 117, and the actuator control unit 119 by executing the computer program PG1 pre-stored in the memory 112. The vehicle position estimation unit 115 and Figure 3Similarly, the vehicle position estimation unit 210 shown in FIG. 1 acquires vehicle position information using the detection data of the exterior sensor 300 and the detection data of the interior sensor group 140. Figure 3 Similarly, the detection unit 220 shown in the figure detects whether the vehicle 100 is located in a specific area where the detection data of the sensor that detects the driving state of the vehicle 100 is easily affected by interference. In this embodiment, the detection unit 116 obtains the shaking area map MP from the server 200, and uses the vehicle position information obtained by the vehicle position estimation unit 115 and the shaking area map MP to detect whether the vehicle 100 is located in the shaking area RG. Therefore, in the following description, the detection unit 116 is referred to as the shaking area detection unit 116. The driving control unit 117 and Figure 3 The driving control unit 230 shown in FIG. 1 switches the driving mode in the automatic driving control according to the area where the vehicle 100 is traveling. Figure 3 The driving control unit 230 shown in FIG. 1 generates a driving control signal according to the driving mode. The actuator control unit 119 obtains the driving control signal generated by the driving control unit 117 and controls the actuator group 120 according to the obtained driving control signal. Figure 3 The vehicle position estimation unit 210, the detection unit 220 and the travel control unit 230 are shown. When the sway area map MP is pre-stored in the memory 112 of the ECU 110, the system 10 may not include the server 200. The input / output interface 113 is sometimes referred to as an acquisition unit, and the detection unit 116 is sometimes referred to as a determination unit.

[0054] like Fig. 9As shown, in the present embodiment, the processor 111 of the vehicle 100 executes the third routine R300 in the automatic driving control. The third routine R300 includes steps S310, S320, S330, and S340. In step S310, the vehicle position estimation unit 115 uses the detection data output from the external sensor 300 to obtain the position information of the vehicle 100. The vehicle position estimation unit 115 may also use the detection data output from the internal sensor group 140 to obtain the position information of the vehicle 100. In step S320, the driving control unit 117 determines the target position to which the vehicle 100 should go next. In the present embodiment, the ideal path IR is pre-stored in the memory 112. In step S330, the driving control unit 117 generates a driving control signal for driving the vehicle 100 toward the determined target position. The driving control unit 117 may use the detection data output from the internal sensor group 140 to generate the driving control signal. In step S340, the actuator control unit 119 controls the actuator group 120 using the travel control signal generated by the travel control unit 117, thereby causing the vehicle 100 to travel at the acceleration and steering angle indicated by the travel control signal. The processor 111 repeatedly performs the third routine R300 including acquisition of position information of the vehicle 100, determination of the target position, generation of the travel control signal, and control of the actuator group 120 at a predetermined cycle.

[0055] According to the present embodiment described above, the driving of the vehicle 100 under automatic driving can be prevented from becoming unstable, similar to the first embodiment. In particular, in the present embodiment, the vehicle 100 can be driven by autonomous control of the vehicle 100 even without external remote control of the vehicle 100.

[0056] C. Third Implementation Method: Fig.10 1 is an explanatory diagram showing the configuration of a vehicle 100 having an ECU 110 as a control device in the third embodiment. In the third embodiment, the vehicle 100 is provided with an external sensor group 150, which is different from the second embodiment. The other configurations are the same as those in the second embodiment unless otherwise specified. In addition, in this embodiment, the ECU 110 is sometimes referred to as a control device.

[0057] The external sensor group 150 includes at least one external sensor. In the present disclosure, the external sensor means a sensor mounted on the vehicle 100 and used to obtain information about the external environment of the vehicle 100. In the present embodiment, the external sensor group 150 includes a camera 151 and a LiDAR 152 as external sensors. The external sensor group 150 is connected to the input / output interface 113 of the ECU 110.

[0058] In the present embodiment, the vehicle position estimation unit 115 obtains the vehicle position information using the detection data of the external sensor group 150 and the detection data of the internal sensor group 140. The shaking area detection unit 116 obtains the shaking area map MP from the server 200, and uses the vehicle position information obtained by the vehicle position estimation unit 115 and the shaking area map MP to detect whether the vehicle 100 is located in the shaking area RG. The driving control unit 117 switches the driving mode in the automatic driving control according to the area where the vehicle 100 is traveling. The driving control unit 117 generates a driving control signal according to the driving mode. The actuator control unit 119 obtains the driving control signal generated by the driving control unit 117, and controls the actuator group 120 according to the obtained driving control signal. In the present embodiment, the sensors for detecting the driving state of the vehicle 100 include the sensors 141 to 145 of the internal sensor group 140 and the sensors 151 to 152 of the external sensor group 150. The travel control unit 230 feeds back detection data of at least one sensor 141 to 145, 151 to 152 for detecting the travel state of the vehicle 100 to the travel control of the vehicle 100. The input / output interface 113 is sometimes referred to as an acquisition unit, and the shaking region detection unit 116 is sometimes referred to as a determination unit.

[0059] According to the present embodiment described above, similarly to the second embodiment, it is possible to suppress the unstable travel of the vehicle 100 under automatic driving. In particular, in the present embodiment, even if the exterior sensor 300 is not installed in the factory KJ, the vehicle position estimating unit 210 can obtain the vehicle position information.

[0060] D. Other implementation methods: (D1) In each of the above-mentioned embodiments, the shaking area detection units 116 and 220 use the position information of the vehicle 100 and the shaking area map MP to determine whether the vehicle 100 is located in the shaking area RG. In contrast, the shaking area detection units 116 and 220 may determine whether the vehicle 100 is located in the shaking area RG without using the shaking area map MP. For example, in a case where the shaking area RG is an area where the vehicle 100 shakes due to the unevenness of the road surface, since the uneven pattern of the road surface is known, it is possible to use a previously conducted test to make the vehicle 100 travel in the shaking area RG to understand what frequency of noise will be superimposed on the detection data of the acceleration sensor 142 mounted on the vehicle 100 traveling in the shaking area RG. The shaking area detection units 116 and 220 can determine whether the vehicle 100 is located in the shaking area RG by detecting whether the noise of the specified frequency understood by the above-mentioned test is superimposed on the detection data of the acceleration sensor 142. In this case, the travel control unit 117 or 230 may determine the control command value of the acceleration using the detection data of the acceleration sensor 142 after performing a filtering process to remove noise in the shake range travel mode.

[0061] (D2) In each of the above-mentioned embodiments, the control device 110, 200 that controls the travel of the vehicle 100 sets the shaking area travel mode when the vehicle 100 travels in the shaking area RG. In other words, the control device 110, 200 sets a specific travel mode different from the normal travel mode when the vehicle 100 travels in a specific area. On the other hand, the control device 110, 200 may also set a specific travel mode different from the normal travel mode when the vehicle 100 travels in a specific area other than the shaking area RG. For example, when using an image captured by an off-vehicle sensor 300 installed in the factory KJ to detect the position and direction of the vehicle 100, sometimes the vehicle 100 is blocked by a worker passing between the off-vehicle sensor 300 and the vehicle 100, the detection accuracy of the position and direction of the vehicle 100 decreases, and the travel of the vehicle 100 becomes unstable. Therefore, when the vehicle 100 is traveling in a specific area where workers come and go frequently, the contribution of the off-vehicle sensor 300 in acquiring the position and orientation of the vehicle 100 may be reduced compared to when the vehicle 100 is traveling outside the specific area. In addition, for example, when the position and orientation of the vehicle 100 are detected using an image captured by the off-vehicle sensor 300 installed in the factory KJ, it may be difficult to detect the vehicle 100 in the image due to the influence of sunlight, etc., and the driving of the vehicle 100 may become unstable. Therefore, when the vehicle 100 is traveling in a specific area that is easily affected by sunlight, etc. at a time that is easily affected by sunlight, etc., the contribution of the off-vehicle sensor 300 in acquiring the position and orientation of the vehicle 100 may be reduced compared to when the vehicle 100 is traveling outside the specific area.

[0062] (D3) In the first embodiment described above, the server 200 performs the processing from obtaining the position information of the vehicle 100 to generating the travel control signal. In contrast, at least a part of the processing from obtaining the position information of the vehicle 100 to generating the travel control signal may be performed by the vehicle 100. For example, the following (1) to (3) may be used.

[0063] (1) The server 200 can obtain the position information of the vehicle 100, determine the target position to which the vehicle 100 should go next, and generate a path from the current position of the vehicle 100 indicated by the obtained position information to the target position. The server 200 can generate a path to the target position between the current position and the destination, or can generate a path to the destination. The server 200 can send the generated path to the vehicle 100. The vehicle 100 can generate a travel control signal in a manner such that the vehicle 100 travels on the path received from the server 200, and control the actuator group 120 using the generated travel control signal.

[0064] (2) The server 200 may obtain the position information of the vehicle 100 and transmit the obtained position information to the vehicle 100. The vehicle 100 may determine the target position to which the vehicle 100 should go next, generate a path from the current position of the vehicle 100 indicated by the received position information to the target position, generate a travel control signal so that the vehicle 100 travels on the generated path, and control the actuator group 120 using the generated travel control signal.

[0065] (3) In the above-mentioned methods (1) and (2), the vehicle 100 may be equipped with an internal sensor group 140 and an external sensor group 150, and detection data outputted from the internal sensor group 140 and the external sensor group 150 may be used for at least one of the generation of the route and the generation of the travel control signal. For example, in the above-mentioned method (1), the server 200 may obtain the detection data of the internal sensor group 140 and the external sensor group 150, and reflect the detection data of the internal sensor group 140 and the external sensor group 150 in the route when generating the route. In the above-mentioned method (1), the vehicle 100 may obtain the detection data of the internal sensor group 140 and the external sensor group 150, and reflect the detection data of the internal sensor group 140 and the external sensor group 150 in the travel control signal when generating the travel control signal. For example, in the above-mentioned method (2), the vehicle 100 can obtain the detection data of the internal sensor group 140 and the external sensor group 150, and reflect the detection data of the internal sensor group 140 and the external sensor group 150 in the path when generating the path. In the above-mentioned method (2), the vehicle 100 can obtain the detection data of the internal sensor group 140 and the external sensor group 150, and reflect the detection data of the internal sensor group 140 and the external sensor group 150 in the travel control signal when generating the travel control signal.

[0066] (D4) In the first embodiment described above, the server 200 may also obtain the target arrival time and congestion information of the vehicle 100 at the destination, and reflect the target arrival time and congestion information in at least one of the route and the travel control signal. In addition, in the second and third embodiments described above, the vehicle 100 may also obtain the target arrival time and congestion information of the vehicle 100 at the destination from outside the vehicle 100, and reflect the target arrival time and congestion information in at least one of the route and the travel control signal.

[0067] (D5) In each of the above-described embodiments, all functional components of the system 10 may be provided in the vehicle 100. That is, the processing implemented by the system 10 described in the present disclosure may be implemented by the vehicle 100 alone.

[0068] (D6) In the first embodiment described above, the server 200 automatically generates a travel control signal to be sent to the vehicle 100. In contrast, the server 200 may generate a travel control signal to be sent to the vehicle 100 in accordance with a manual operation of an operator located outside the vehicle 100. For example, the operator may operate an operating device including a display that displays an image output from the off-vehicle sensor 300, a steering wheel for remotely operating the vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with the server 200 via wired communication or wireless communication, and the server 200 may generate a travel control signal in accordance with the operation applied to the operating device.

[0069] (D7) In each of the above-mentioned embodiments, the vehicle 100 only needs to have a structure that can be moved by unmanned driving, for example, it can also be in the form of a stand having the structure described below. Specifically, in order to perform the three functions of "driving", "turning" and "stopping" by unmanned driving, the vehicle 100 only needs to have at least an ECU 110 and an actuator group 120. In the case where the vehicle 100 obtains information from the outside for unmanned driving, the vehicle 100 can also have a communication device 130. In the case where the detection data of the internal sensor group 140 is used for unmanned driving, the vehicle 100 can also have an internal sensor group 140. In the case where the detection data of the external sensor group 150 is used for unmanned driving, the vehicle 100 can also have an external sensor group 150. That is, the vehicle 100 that can be moved by unmanned driving may not be equipped with at least a part of the interior parts such as seats and instrument panels, may not be equipped with at least a part of the exterior parts such as bumpers and fenders, and may not be equipped with a body shell. In this case, the remaining parts such as the body shell may be assembled to the vehicle 100 before the vehicle 100 is shipped from the factory KJ, or the remaining parts such as the body shell may be assembled to the vehicle 100 after the vehicle 100 is shipped from the factory KJ without being assembled to the vehicle 100. Each part may be assembled from any direction such as the upper side, the lower side, the front side, the rear side, the right side, or the left side of the vehicle 100, may be assembled from the same direction, or may be assembled from different directions. In addition, the form of the stand can also be determined in the same manner as the vehicle 100 in the above-mentioned embodiments.

[0070] (D8) The vehicle 100 can be manufactured by combining a plurality of modules. A module means a unit composed of a plurality of components that are aggregated according to the location and function of the vehicle 100. For example, the platform of the vehicle 100 can be manufactured by combining a front module that constitutes the front part of the platform, a central module that constitutes the central part of the platform, and a rear module that constitutes the rear part of the platform. In addition, the number of modules that constitute the platform is not limited to 3, and may be 2 or less or 4 or more. In addition, in addition to the components that constitute the platform, the components that constitute the parts of the vehicle 100 that are different from the platform may be modularized, or the components that constitute the parts of the vehicle 100 that are different from the platform may be modularized instead of the components that constitute the platform. In addition, various modules may also include any exterior components such as bumpers and grilles, and any interior components such as seats and consoles. In addition, not limited to the vehicle 100, any type of mobile body can be manufactured by combining a plurality of modules. Such a module can be manufactured, for example, by joining a plurality of components using welding or fixings, or by integrally molding at least a portion of the components that constitute the module into one component using casting. The molding method of integrally molding a component, especially a relatively large component, is also called Giga-casting or Mega-casting. For example, the front module, the center module, and the rear module mentioned above can also be manufactured using Giga-casting.

[0071] (D9) In the above-mentioned embodiments, the vehicle 100 is not limited to a passenger car, and may be, for example, a truck, a bus, a construction vehicle, etc. The vehicle 100 is not limited to a four-wheeled vehicle, and may be, for example, a two-wheeled vehicle, etc. The vehicle 100 is not limited to a vehicle that travels using wheels, and may be a vehicle that travels using an infinite track.

[0072] (D10) Transporting the vehicle 100 by driving the vehicle 100 without human intervention is also referred to as "self-propelled transportation". In addition, the configuration for realizing self-propelled transportation is also referred to as "vehicle remote-controlled autonomous driving transportation system". In addition, the production method of producing the vehicle 100 by self-propelled transportation is also referred to as "self-propelled production". In self-propelled production, for example, in the factory KJ that manufactures the vehicle 100, at least a portion of the transportation of the vehicle 100 is realized by self-propelled transportation.

[0073] The present disclosure is not limited to the above-mentioned embodiments, and can be implemented in various configurations within the scope of its main purpose. For example, the technical features in the embodiments corresponding to the technical features in each method described in the "Contents of the Invention" section can be appropriately replaced or combined in order to solve part or all of the above-mentioned problems, or to achieve part or all of the above-mentioned effects. In addition, as long as the technical feature is not described as a necessary part in this specification, it can be appropriately deleted. Description of Reference Numerals

[0074] 10…system, 100…vehicle, 111…processor, 112…memory, 113…input / output interface, 114…internal bus, 115…vehicle position estimation unit, 116…shake area detection unit, 117…travel control unit, 119…actuator control unit, 120…actuator group, 121…travel motor, 130…communication device, 140…internal sensor group, 141…wheel speed sensor, 142…acceleration sensor, 143…lateral A slew rate sensor, 144…a steering angle sensor, 145…a motor resolver, 150…an external sensor group, 151…a camera, 152…a LiDAR, 200…a server, 201…a processor, 202…a memory, 203…an input / output interface, 204…an internal bus, 205…a communication device, 210…a vehicle position estimation unit, 220…a shaking area detection unit, 230…a driving control unit, 300…an external sensor, 400…a notification device.

Claims

1. A control device comprising: an acquisition unit that acquires detection data from a sensor that detects a driving state of a vehicle that can be driven without human control; a determination unit that determines whether the vehicle is located in a specific area where the detection data is susceptible to interference; as well as A driving control unit that can use the detection data to control the driving of the vehicle, and, when the determination unit determines that the vehicle is located within the specific area, reduces the contribution of the detection data to the driving control of the vehicle compared to a case where the determination unit determines that the vehicle is located outside the specific area.

2. The vehicle control device according to claim 1, wherein: The determination unit determines whether the vehicle is located within the specific area using the position information of the vehicle and a map indicating the specific area.

3. The vehicle control device according to claim 1 or 2, wherein: When there is no person in the specific area, the driving control unit does not reduce the contribution of the detection data to the driving control of the vehicle compared to a case where the determination unit determines that the vehicle is located outside the specific area, even if the determination unit determines that the vehicle is located within the specific area.

4. The vehicle control device according to claim 1 or 2, wherein: The travel control unit controls the travel of the vehicle according to the gradient of the slope when the vehicle is located in the specific area and there is a slope on a travel path of the vehicle.

5. The vehicle control device according to claim 1 or 2, wherein: The travel control unit controls the travel of the vehicle without using the parameter corresponding to the acceleration of the vehicle and the parameter corresponding to the yaw rate of the vehicle included in the detection data, when the determination unit determines that the vehicle is located in the specific area.

6. The vehicle control device according to claim 1 or 2, wherein: The travel control unit performs notification using a notification device when determining that the detection data is being affected by the disturbance outside the specific area.

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