CN111762025B - Vehicle control system - Google Patents

Abstract

Provided is a vehicle control system capable of improving both safety and traveling durability of a vehicle after an emergency stop occurring during automatic driving. The control device (15) comprises: an automatic driving control unit (35); a discharge control unit (71) that controls discharge of the electric power stored in the high-voltage power storage element 62; and a vehicle state determination unit (51) for determining the state of the vehicle on the basis of the information received from the vehicle sensor (7). The automatic driving control unit 35 executes a stopping process for stopping the vehicle when the predetermined condition for which it is difficult to continue the vehicle based on the running of the control device (15) or the driver is satisfied during the running of the vehicle. After the vehicle is stopped by executing the parking process (ST 13: YES, ST15: YES), the discharge control unit (71) executes a discharge process (ST 14) for discharging the electric power stored in the high-voltage electric storage element (62) in accordance with the result of the determination (ST 12) by the vehicle state determination unit (51).

Description

Vehicle control system

Technical Field

The present disclosure relates to a vehicle control system that performs automatic driving.

Background

A control device for preventing adverse effects due to a high voltage, such as a failure of operation of other equipment or a failure of operation due to a high voltage during a collision, and a failure of the vehicle to travel by itself after the collision, in a vehicle having a high-voltage power storage device is known (patent document 1). The control device comprises: a collision prediction unit that predicts a collision of the vehicle and calculates a collision prediction time; and a discharging unit that stops power supply to the power storage device and forcibly discharges the power stored in the power storage device, wherein the discharging unit discharges the power before a collision prediction time after a collision of the vehicle is predicted.

Further, according to the definition of SAE J3016 (2016), the level of automatic driving of the vehicle is set to 6 stages of level 0 (no automatic driving) to level 5 (full automatic driving). Further, according to non-patent document 1, it is required to set the following minimum risk policy (MRM) in the class 3 automated guided vehicle: if it is determined that it is difficult to continue the automatic driving by the system and the driving cannot be handed over from the system to the driver, the vehicle is automatically and safely stopped. In connection with this, a vehicle control device for parking is known which performs an emergency parking function for automatically parking a vehicle by detecting an abnormality in the state of an actuator (patent document 2).

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open No. 2004-129367

Patent document 2: japanese patent application laid-open No. 2018-131202

Non-patent literature

Non-patent document 1: the city of the national road is "automatic, the system of the motor vehicle is the part of the security technology of the motor vehicle", 9 months in 2018, p.5

Disclosure of Invention

Problems to be solved by the invention

After the emergency stop function is performed, the relative speed difference with the other vehicle that is traveling becomes large, and the possibility of collision with the other vehicle becomes high. Therefore, when the control device that controls the vehicle that is automatically driven starts to perform the emergency stop function or when the vehicle is stopped thereafter, it is considered to forcibly discharge the electric power stored in the power storage device in order to prevent adverse effects due to the high voltage and to improve the safety of the vehicle.

However, after the start of the emergency stop function or after the stop of the vehicle, the abnormal state of the driver may be eliminated, and the driver may manually start driving. In this case, if the power storage device is discharged, the vehicle cannot travel in accordance with the driving operation of the driver, and it may be difficult to continue traveling. Therefore, it is not preferable to uniformly discharge the power storage device in accordance with the execution of the emergency stop function or the stop of the vehicle.

In view of the above circumstances, an object of the present invention is to provide a vehicle control system capable of improving both safety of a vehicle after an emergency stop occurring during automatic driving and improvement of traveling durability.

Means for solving the problems

In order to solve the above problem, one embodiment of the present invention is a vehicle control system (1) including: a control device (15) that performs steering, acceleration, and deceleration of the vehicle; an intervention detection device (10, 11) that detects an intervention of a driver in driving; a vehicle sensor (7) that detects a state of the vehicle; and a high-voltage power storage element (62) that is provided to the vehicle independently of a main power source, wherein the control device includes: an automatic driving control unit (35) that executes a stopping process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied during traveling of the vehicle; a discharge control unit (71) that controls discharge of the electric power stored in the high-voltage power storage element; and a vehicle state determination unit (51) that determines the state of the vehicle based on the information received from the vehicle sensor, wherein after the vehicle is stopped by executing the parking process (ST 13: YES, ST15: YES), the discharge control unit executes a discharge process (ST 14) that discharges the electric power stored in the high-voltage electric storage element, based on the determination result (ST 12) of the vehicle state determination unit. Here, the high-voltage power storage element is an electrical element that stores high-voltage power that is boosted for charging a high-voltage main power supply mounted on a vehicle, or an electrical element that stores high-voltage power for boosting power supplied from the main power supply mounted on the vehicle.

According to this configuration, when it is difficult to continue the running of the vehicle, the discharge control unit switches the discharge operation of the high-voltage power storage element after the vehicle is stopped, according to the state of the vehicle. Therefore, it is possible to improve both safety of the vehicle by performing the discharge treatment and traveling continuation of the vehicle after the discharge treatment.

In the above configuration, the vehicle state determination unit (51) may determine whether or not the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor (7) (ST 11, ST 12),

when the vehicle state determination unit determines that manual driving of the vehicle is not possible (ST 12: NO), the discharge control unit (71) executes the discharge process (ST 14) after the vehicle is stopped by executing the parking process (ST 13: YES).

According to this configuration, when it is determined that the vehicle cannot be driven manually, the high-voltage power storage device is discharged after the vehicle is stopped by executing the parking process, and thus the safety of the vehicle after parking can be improved.

In the above configuration, when the vehicle state determination unit (51) determines that manual driving of the vehicle is not possible (ST 12: yes), the discharge control unit (71) may execute the discharge process (ST 14) after a predetermined time has elapsed since the vehicle was stopped by executing the parking process (ST 18: yes).

According to this configuration, even when it is determined that the vehicle can be driven manually, the high-voltage power storage element is discharged after a predetermined time has elapsed since the vehicle is stopped, and thus the safety of the vehicle after the vehicle is stopped can be improved. Further, the discharge of the high-voltage power storage element is not performed until a predetermined time elapses from the stop of the vehicle, whereby the traveling persistence of the vehicle after the stop can be improved.

In the above configuration, when it is determined by the vehicle state determination unit (51) that manual driving of the vehicle is possible (ST 12: yes), and before the predetermined time elapses (ST 18: no), an input of a driving operation is detected by the intervention detection device (10, 11) (ST 17: yes), the discharge control unit (71) may not execute the discharge process (ST 14).

According to this configuration, if it is determined that the vehicle is manually drivable, if there is an input of a driving operation from the driver in a period from the stop of the vehicle to the elapse of a predetermined time, the high-voltage power storage element is not discharged, and the traveling continuation of the vehicle after the stop can be improved.

In the above configuration, the vehicle state determination unit (51) may determine whether or not the vehicle is in a manually drivable state (ST 11, ST 12) based on information received from the vehicle sensor (7), and if at least one of a 1 ST condition and a 2 nd condition is satisfied, the discharge control unit (71) may execute the discharge process (ST 14), the 1 ST condition being that the vehicle state determination unit determines that manual driving is impossible (ST 12: "no"), and the 2 nd condition being that a predetermined time (ST 18: "yes") has elapsed since the vehicle is stopped (ST 15: "yes") by executing the parking process, and no driving operation input (ST 17: "no") is detected by the intervention detection device (10, 11).

According to this configuration, when it is determined that the vehicle cannot be driven manually, the high-voltage power storage device is discharged after the vehicle is stopped, and thus the safety of the vehicle after the vehicle is stopped can be improved. On the other hand, by discharging the high-voltage power storage element when a predetermined time has elapsed since the stop of the vehicle in a state in which there is no input of the driving operation from the driver, both the improvement of the safety of the vehicle after the stop and the improvement of the traveling continuation of the vehicle after the stop in a case in which the vehicle can be manually driven can be achieved.

In the above configuration, when it is determined by the vehicle state determination unit (51) that manual driving of the vehicle is possible (ST 12: "yes"), the discharge control unit (71) may execute a step-down process (ST 16) of reducing the voltage of the electric power stored in the high-voltage electric storage element after the vehicle is stopped by executing the stopping process (ST 15: "yes").

According to this configuration, the discharge time of the high-voltage power storage element performed when the predetermined time has elapsed after the vehicle is stopped can be shortened, and the adverse effect caused by the high-voltage power in the case where the collision occurs before the predetermined time has elapsed can be reduced.

In order to solve the above problem, one embodiment of the present invention is a vehicle control system (1) including: a control device (15) that performs steering, acceleration, and deceleration of the vehicle; an intervention detection device (10, 11) that detects an intervention of a driver in driving; a vehicle sensor (7) that detects a state of the vehicle; and a high-voltage electric storage device (63, 62)) provided to the vehicle, the control device including: an automatic driving control unit (35) that executes a stopping process for stopping the vehicle when a predetermined condition that the vehicle is difficult to continue traveling by the control device or the driver is satisfied during traveling of the vehicle; a discharge control unit (71) that controls the discharge of the electric power stored in the high-voltage electric storage device; and a vehicle state determination unit (51) that determines the state of the vehicle based on the information received from the vehicle sensor, wherein after the vehicle is stopped by executing the parking process (ST 13: YES, ST15: YES), the discharge control unit executes a discharge process (ST 14) that discharges the electric power stored in the high-voltage electric storage device, based on the determination result (the result of ST 12) of the vehicle state determination unit. Here, the high-voltage electric storage device is a high-voltage main power source mounted on the vehicle, and an electric device that stores high-voltage electric power that is boosted for charging the high-voltage main power source, or an electric device that stores high-voltage electric power for boosting electric power supplied from the main power source mounted on the vehicle.

According to this configuration, when it is difficult to continue the running of the vehicle, the discharge control unit switches the discharge operation of the high-voltage electric storage device after the vehicle is stopped, according to the state of the vehicle. Therefore, it is possible to improve both safety of the vehicle by performing the discharge treatment and traveling continuation of the vehicle after the discharge treatment.

ADVANTAGEOUS EFFECTS OF INVENTION

As described above, according to the present invention, it is possible to provide a vehicle control system that combines an improvement in safety of a vehicle after occurrence of an emergency stop during automatic driving and an improvement in traveling continuation.

Drawings

Fig. 1 is a functional configuration diagram of a vehicle on which a vehicle control system according to an embodiment is mounted.

Fig. 2 is a flowchart of a parking process of the vehicle control system according to the embodiment.

Fig. 3 is a flowchart of a high-voltage power process performed as part of the rollback process and the parking maintenance process shown in fig. 2.

Description of the reference numerals

1: vehicle control system

7: vehicle sensor

10: driving operation device (intervention detection device)

11: occupant monitoring device (intervention detecting device)

15: control device

35: automatic driving control unit

36: abnormal state determination unit

51: vehicle state determination unit

52: occupant state determination unit

61: main power supply

62: high-voltage power storage element

63: high-voltage accumulator

71: discharge control unit

Detailed Description

Hereinafter, an embodiment of a vehicle control system according to the present invention will be described with reference to the accompanying drawings. An example in which the vehicle control system of the present invention is applied to a system for controlling a vehicle traveling in a country or region where left traveling is adopted will be described below.

As shown in fig. 1, a vehicle control system 1 is included in a vehicle system 2 mounted on a vehicle. The vehicle system 2 includes a propulsion device 3, a braking device 4, a steering device 5, an outside recognition device 6, a vehicle sensor 7, a communication device 8, a navigation device 9 (map device), a driving operation device 10, an occupant monitoring device 11, an HMI 12 (HumanMachine Interface: human-machine interface), an automatic driving level switch 13, an outside notification device 14, and a control device 15. The respective components of the vehicle system 2 are connected to each other by a communication means such as CAN 16 (Controller Area Network: controller area network) so as to be able to transmit signals.

The propulsion device 3 is a device that applies driving force to the vehicle, and includes, for example, a power source and a transmission. The power source includes at least one of an internal combustion engine such as a gasoline engine or a diesel engine, and an electric motor. The brake device 4 is a device that applies a braking force to a vehicle, and includes, for example, a caliper that presses a pad against a brake rotor, and an electric cylinder that supplies hydraulic pressure to the caliper. The brake device 4 may include a parking brake device that restricts rotation of the wheel by a cable. The steering device 5 is a device for changing the rudder angle of a wheel, and includes, for example, a rack and pinion mechanism for steering the wheel and an electric motor for driving the rack and pinion mechanism. The propulsion means 3, the braking means 4 and the steering means 5 are controlled by a control means 15.

The outside recognition device 6 is a device for detecting an object or the like outside the vehicle. The outside world recognition device 6 includes sensors such as a radar 17, a laser radar 18 (LIDAR), and an outside camera 19 that capture electromagnetic waves or light from the periphery of the vehicle to detect an object or the like outside the vehicle. In addition, the outside recognition device 6 may be a device that receives a signal from outside the vehicle to detect an object or the like outside the vehicle. The outside recognition device 6 outputs the detection result to the control device 15.

The radar 17 emits radio waves such as millimeter waves to the surroundings of the vehicle, and detects the position (distance and direction) of the object by capturing the reflected waves. At least 1 radar 17 is mounted at any position of the vehicle. The radar 17 preferably includes at least a front radar that irradiates a radio wave toward the front of the vehicle, a rear radar that irradiates a radio wave toward the rear of the vehicle, and a pair of left and right side radars that irradiate a radio wave toward the side of the vehicle.

The lidar 18 irradiates light such as infrared rays to the surroundings of the vehicle, and detects the position (distance and direction) of the object by capturing the reflected light. At least 1 lidar 18 is provided at any position of the vehicle.

The vehicle exterior camera 19 captures an image of the surroundings of the vehicle, including objects (for example, surrounding vehicles or pedestrians) existing around the vehicle, guardrails, curbs, walls, center separation zones, shapes of roads, road marks plotted on the roads, and the like. The vehicle exterior camera 19 may be, for example, a digital camera using a solid-state imaging device such as a CCD or CMOS. At least 1 camera 19 outside the vehicle is provided at any position of the vehicle. The vehicle exterior camera 19 may include at least a front camera that images the front of the vehicle, a rear camera that images the rear of the vehicle, and a pair of side cameras that image the left and right sides of the vehicle. The vehicle exterior camera 19 may be, for example, a stereo camera.

The vehicle sensor 7 includes a vehicle speed sensor that detects the speed of the vehicle, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, an azimuth sensor that detects the orientation of the vehicle, and the like. The yaw rate sensor is, for example, a gyro sensor.

The communication device 8 performs communication between the control device 15 and the navigation device 9 and a surrounding vehicle or a server located outside the vehicle. The control device 15 can perform wireless communication with the nearby vehicle via the communication device 8. Further, the control device 15 is capable of communicating with a server providing traffic control information via the communication device 8. Further, the control device 15 can perform communication with a portable terminal held by a person existing outside the vehicle via the communication device 8. The control device 15 can also perform communication with an emergency notification center that receives an emergency notification from the vehicle via the communication device 8.

The navigation device 9 is a device that obtains the current position of the vehicle, performs route guidance to a destination, and the like, and includes a GNSS receiver 21, a map storage 22, a navigation interface 23, and a route determination unit 24. The GNSS receiver 21 determines the position (latitude and longitude) of the vehicle from the signals received from the satellites (positioning satellites). The map storage unit 22 is configured by a known storage device such as a flash memory or a hard disk, and stores map information. The navigation interface 23 receives an input from a destination or the like of the occupant, and presents various information to the occupant by display or sound. The navigation interface 23 may include, for example, a touch panel display, a speaker, and the like. In other embodiments, the GNSS receiver 21 may be configured as a part of the communication device 8. The map storage unit 22 may be configured as a part of the control device 15 or a part of a server device capable of communicating via the communication device 8.

The map information includes road information such as the type of a road, such as an expressway, a toll road, a national road, and a prefectural road, the number of lanes of the road, the center position of each lane (including three-dimensional coordinates of longitude, latitude, and altitude), the shape of a road mark such as a road dividing line or a boundary of a lane, the presence or absence of a road, a curb, a ditch, or the like, the position of an intersection, the position of a junction and a branching point of the lanes, the area of an emergency stop zone, the width of each lane, and a sign provided on the road. The map information may include traffic control information, address information (address/zip code), facility information, telephone number information, and the like.

The route determination unit 24 determines a route to the destination based on the position of the vehicle determined by the GNSS receiver 21, the destination input from the navigation interface 23, and the map information. The route determination unit 24 may refer to the positions of the junction and the branch point of the lanes of the map information and may determine the route by including a target lane, which is a lane on which the vehicle should travel.

The driving operation device 10 receives an input operation by a driver to control the vehicle. The driving operation device 10 includes, for example, a steering wheel, an accelerator pedal, and a brake pedal. The steering device 10 may include a shift lever, a parking brake lever, and the like. A sensor for detecting an operation amount is attached to each driving operation device 10. The driving operation device 10 outputs a signal indicating the operation amount to the control device 15.

The occupant monitoring device 11 monitors the state of an occupant in the vehicle cabin. The occupant monitoring device 11 includes, for example, an indoor camera 26 that captures an image of an occupant seated in a seat in a vehicle cabin, and a grip sensor 27 provided in a steering wheel. The indoor camera 26 is a digital camera using a solid-state imaging element such as a CCD or CMOS, for example. The grip sensor 27 is a sensor that detects whether or not the driver is gripping the steering wheel and outputs the presence or absence of gripping as a detection signal. The grip sensor 27 may be formed by, for example, a capacitance sensor or a piezoelectric element provided in the steering wheel. The occupant monitoring device 11 may include a heart rate sensor provided in a steering wheel or a seat, and a seating sensor provided in a seat. In addition, the occupant monitoring device 11 may be a wearable device that is worn by the occupant and that can detect vital sign information including at least one of the heart rate and the blood pressure of the wearing occupant. At this time, the occupant monitoring device 11 may be configured to be capable of communicating with the control device 15 by a known wireless communication means. The occupant monitoring device 11 outputs the captured image and the detection signal to the control device 15.

The vehicle exterior notification device 14 is a device that notifies the outside of the vehicle by sound or light, and includes, for example, a warning lamp and a horn. A Front light (Front light) or a Tail light (Tail light), a brake light, a hazard light, or an in-vehicle light may also function as a warning light.

The HMI12 notifies the occupant of various information by display and sound, and receives an input operation from the occupant. The HMI12 includes, for example, at least one of a display device 31, a sound emitting device 32 such as a buzzer or a speaker, and an input interface 33 such as a GUI switch or a mechanical switch on a touch panel, wherein the display device 31 is a touch panel or a display lamp including a liquid crystal or an organic EL. The navigation interface 23 may function as the HMI 12.

The automatic driving level switch 13 is a switch that receives an instruction to start automatic driving from the occupant. The automatic driving level switch 13 may be a mechanical switch or a GUI switch displayed on a touch panel, and is disposed at an appropriate position in the vehicle interior. The automatic driving level switch 13 may be constituted by the input interface 33 of the HMI12 or by the navigation interface 23.

The control device 15 is an Electronic Control Unit (ECU) composed of a CPU, ROM, RAM, and the like. The control device 15 executes arithmetic processing in accordance with a program by a CPU, thereby executing various vehicle controls. The control device 15 may be configured by 1 piece of hardware, or may be configured by a unit configured by a plurality of pieces of hardware. At least part of the respective functional units of the control device 15 may be realized by hardware such as LSI, ASIC, FPGA, or the like, or may be realized by a combination of software and hardware.

The control device 15 performs at least level 0 to level 3 automatic driving control (hereinafter referred to as automatic driving) in combination with various vehicle controls. The grade is a grade obtained based on the definition of SAE J3016, and is determined in association with the degree of intervention for driving operation of the driver and vehicle periphery monitoring.

In the automatic driving of the class 0, the control device 15 does not control the vehicle, and the driver performs all driving operations. That is, the automatic driving of the level 0 means so-called manual driving.

In the automatic driving of level 1, the control device 15 performs a part of the driving operation, and the driver performs the rest of the driving operation. For example, the class 1 automatic driving includes constant speed running and inter-vehicle distance control (ACC; adaptive Cruise Control: adaptive cruise control), lane keeping assist control (LKAS; lane Keeping Assistance System: lane keeping assist system). The automatic driving of level 1 is performed when the following condition is satisfied: there are no abnormalities among various devices (e.g., the outside world recognition device 6, the vehicle sensor 7) required to perform the level 1 automatic driving.

In the level 2 automatic driving, the control device 15 performs all driving operations. The automatic driving of level 2 is performed when the following condition is satisfied: the driver performs vehicle periphery monitoring, the vehicle is located in a predetermined area, and there is no abnormality in various devices required to perform the level 2 automatic driving.

In the level 3 automatic driving, the control device 15 performs all driving operations. Performing level 3 autopilot when the following condition is satisfied: the driver is in a posture that enables vehicle surroundings to be monitored as needed, the vehicle is located in a predetermined area, and there is no abnormality in various devices required to perform the level 3 automatic driving. In the condition of performing the level 3 automatic driving, for example, when the vehicle is traveling on a congested road is included. Whether or not the vehicle is traveling on a congested road may be determined based on traffic control information provided from a server outside the vehicle, or may be determined based on whether or not the vehicle speed obtained by a vehicle speed sensor is equal to or less than a predetermined slow travel determination value (for example, 30 km/h) within a predetermined time range.

In this way, in the automatic driving of the class 1 to the class 3, the control device 15 performs at least one of steering, acceleration, deceleration, and periphery monitoring. When in the automatic driving mode, the control device 15 executes automatic driving of the class 1 to the class 3. Hereinafter, steering, acceleration, and deceleration are described as driving operations, and driving operations and periphery monitoring are described as driving, as necessary.

In the present embodiment, when the control device 15 receives an instruction to execute the automatic driving, the automatic driving level switch 13 selects the level of the automatic driving according to the environment in which the vehicle is traveling, based on the detection result of the outside recognition device 6 and the position of the vehicle acquired by the navigation device 9, and changes the level. However, the control device 15 may change the level according to the input to the automatic driving level switching switch 13.

As shown in fig. 1, the control device 15 includes an automatic driving control unit 35, an abnormal state determination unit 36, a state management unit 37, a travel control unit 38, and a storage unit 39.

The automatic driving control unit 35 includes an external recognition unit 40, a vehicle position recognition unit 41, and an action planning unit 42. The outside recognition unit 40 recognizes the shape of the road, whether or not there is a pavement or a road mark, and an obstacle located in the periphery of the vehicle, based on the detection result of the outside recognition device 6. The obstacle includes, for example, a guardrail, an electric pole, a surrounding vehicle, a pedestrian, and the like. The outside recognition unit 40 can acquire the position, speed, acceleration, and other states of the surrounding vehicle based on the detection result of the outside recognition device 6. The position of the nearby vehicle may be identified as a representative point such as the center of gravity position or the angular position of the nearby vehicle, or as an area represented by the contour of the nearby vehicle.

The vehicle position identifying unit 41 identifies a driving lane, which is a lane in which the vehicle is driving, and a relative position and angle of the vehicle with respect to the driving lane. The vehicle position identifying unit 41 identifies a driving lane based on, for example, the map information held by the map storage unit 22 and the position of the vehicle acquired by the GNSS receiver 21. Further, a dividing line of the periphery of the vehicle drawn on the road surface may be extracted from the map information, and the relative position and angle of the vehicle with respect to the travel lane may be identified by comparing the shape of the dividing line captured by the off-vehicle camera 19.

The action planning unit 42 sequentially generates an action plan for driving the vehicle along the route. More specifically, first, the action planning unit 42 determines an event for traveling the vehicle on the target lane determined by the route determination unit 24 without contacting the obstacle. The event comprises: a constant speed driving event of driving in the same driving lane at a constant speed; a following event of a preceding vehicle following the same travel lane at a set speed set by an occupant or a speed less than or equal to a speed determined according to a travel environment of the vehicle; a lane change event that changes a driving lane of the vehicle; overtaking events that override the lead vehicle; a merging event for merging vehicles at a merging point of a road; a branch event for driving the vehicle in a target direction at a branch point of the road; an automatic driving end event for ending the automatic driving and setting to the manual driving; and a stop event in which the vehicle is stopped when a predetermined condition indicating that it is difficult to continue driving by the control device 15 or the driver is satisfied during the running of the vehicle.

The conditions for determining a parking event by the action planning unit 42 include the following: during the running of the automatic driving, the driver's input to the indoor camera 26, the grip sensor 27, or the automatic driving level switch 13 corresponding to the intervention request (delivery request) for the driver to drive is not detected. The intervention request is the following alert: the driver is notified that a part of the driving right is transferred, and is requested to perform at least one of a driving operation and a vehicle periphery monitoring corresponding to the transferred driving right. The conditions for determining a parking event by the action planning unit 42 may include the following: during running of the vehicle, the action planning unit 42 determines that the driver has not performed driving operation and vehicle periphery monitoring according to the driving authority to be charged. The conditions for determining a parking event by the action planning unit 42 may include the following: during running of the vehicle, the action planning unit 42 determines that the driver is in a state of stopping at a heart rate, for example, based on signals from the heart rate sensor and the indoor camera 26, and cannot perform driving operations.

The action planning unit 42 further generates a target track on which the vehicle should travel in the future, based on the determined event. The target track is obtained by sequentially arranging track points, which are points where the vehicle should reach at each time. The action planning unit 42 may generate the target trajectory based on the target speed and the target acceleration set for each event. At this time, the information of the target speed and the target acceleration is represented by the interval of the track points.

The travel control unit 38 controls the propulsion device 3, the braking device 4, and the steering device 5 so that the vehicle passes through the target track generated by the action planning unit 42 at a predetermined timing.

The storage unit 39 is formed of ROM, RAM, or the like, and stores information necessary for processing by the automatic driving control unit 35, the abnormal state determination unit 36, the state management unit 37, and the travel control unit 38.

The abnormal state determination unit 36 includes a vehicle state determination unit 51 and an occupant state determination unit 52. The vehicle state determination unit 51 analyzes signals of various devices (for example, the outside world recognition device 6 and the vehicle sensor 7) that affect the automatic driving of the level under execution, and determines whether an abnormality that makes it difficult to maintain the automatic driving under execution has occurred in the various devices.

The occupant state determination unit 52 determines whether the state of the driver is in an abnormal state based on a signal from the occupant monitoring device 11. The abnormal state includes the following states: in automatic driving, which is not more than level 1 and in which the driver is obligated to steer, it is difficult for the driver to steer. The state in which steering is difficult for the driver specifically includes: a state in which the driver is asleep, a state in which the driver is not active due to illness or injury, or an unconscious state, a state in which the heartbeat of the driver is stopped, and the like. The occupant state determination unit 52 may determine that the state of the driver is in an abnormal state when no occupant inputs the grip sensor 27 during automatic driving in which the driver is obliged to perform steering at a level of 1 or less. Further, the occupant state determination portion 52 determines the open/close state of the eyelid of the driver from the extracted face image. The occupant state determination unit 52 determines that the driver is asleep, feeling extremely tired, unconscious, or in a state of being in a heart stop, the driver is in a state in which it is difficult to perform driving operation, and the driver is in an abnormal state, when the state in which the eyelid of the driver is closed continues for a predetermined time or when the number of times of eyelid closure per unit time is equal to or greater than a predetermined threshold value. The occupant state determination unit 52 may also acquire the posture of the driver from the captured image, and determine that the driver is in an inactive state due to illness or injury when the posture of the driver is not suitable for driving operation and the posture is maintained unchanged for a predetermined time period, and the driver's state may be an abnormal state.

In the automatic driving having the level of the surroundings monitoring obligation, that is, the automatic driving having the level of 2 or less, the abnormal state includes a state in which the driver does not fulfill the obligation of the vehicle surroundings monitoring. The state in which the driver does not fulfill the obligation of monitoring the surroundings of the vehicle includes either a state in which the driver does not hold the steering wheel or a state in which the driver's line of sight is not directed toward the front of the vehicle. The occupant state determination unit 52 detects whether the driver is gripping the steering wheel, for example, based on a signal from the grip sensor 27, and determines that the vehicle is in an abnormal state in which the driver is not obligating to monitor the surroundings of the vehicle when the driver is not gripping the steering wheel. Further, the occupant state determination unit 52 determines whether or not the state of the driver is in an abnormal state based on the image captured by the indoor camera 26. For example, the occupant state determination unit 52 extracts a face region of the driver from the captured image using a known image analysis means. The occupant state determination portion 52 further extracts inner corners of the eyes, outer corners of the eyes, and iris portions including pupils (hereinafter referred to as black eye kernels) from the extracted face region. The occupant state determination unit 52 obtains the direction of the line of sight of the driver based on the extracted positions of the inner corners of the eyes, the outer corners of the eyes, the black eye kernel, the outline shape of the black eye kernel, and the like, and determines that the driver is in a state in which the obligation of monitoring the surroundings of the vehicle is not satisfied when the line of sight of the driver is not directed toward the front of the vehicle.

In the automatic driving at the level of no periphery monitoring obligations, that is, the automatic driving at the level 3, the abnormal state means a state in which the driving rotation cannot be promptly performed when the driving rotation request is made to the driver. The state in which the driving rotation is disabled includes a state in which the system monitoring is disabled, and the state in which the system monitoring is disabled includes a state in which the driver is disabled from monitoring a screen display or the like that displays an alarm, including a state in which the driver is asleep and is looking rearward. In the present embodiment, in the level 3 automatic driving, the abnormal state includes the following states: when the vehicle periphery monitoring is notified so that the driver can monitor the vehicle periphery, the obligation of the vehicle periphery monitoring cannot be realized. In the present embodiment, the occupant state determination unit 52 causes the display device 31 of the HMI 12 to display a predetermined screen, and instructs the driver to view the display device 31. Then, the occupant state determination unit 52 detects the line of sight of the driver by the indoor camera 26, and determines that the vehicle is under no obligation to monitor the surroundings of the vehicle when it is determined that the line of sight of the driver is not directed to the display device 31 of the HMI 12.

The occupant state determination unit 52 detects whether the driver is gripping the steering wheel, for example, based on a signal from the grip sensor 27, and determines that the driver is in an abnormal state in which the obligation to monitor the surroundings of the vehicle is not satisfied when the driver does not grip the steering wheel. Further, the occupant state determination unit 52 determines whether or not the state of the driver is in an abnormal state based on the image captured by the indoor camera 26. For example, the occupant state determination unit 52 extracts a face region of the driver from the captured image using a known image analysis means. The occupant state determination portion 52 further extracts inner corners of eyes, outer corners of eyes, and iris portions including pupils (hereinafter referred to as black eye kernels) from the extracted face region. The occupant state determination unit 52 obtains the direction of the line of sight of the driver based on the extracted positions of the inner corners of the eyes, the outer corners of the eyes, the black eye kernel, the outline shape of the black eye kernel, and the like, and determines that the driver is in a state in which the obligation of monitoring the surroundings of the vehicle is not satisfied when the line of sight of the driver is not directed toward the front of the vehicle.

The state management unit 37 determines the level of automatic driving based on at least one of the vehicle position, the operation of the automatic driving level switching switch 13, and the determination result of the abnormal state determination unit 36. Further, the state management unit 37 controls the action planning unit 42 based on the determined level, and performs automatic driving according to each level. For example, when the automatic driving is the level 1 automatic driving and the constant speed driving control is executed, the state management unit 37 limits the event determined by the action planning unit 42 to only the constant speed driving event.

The state management unit 37 performs the automatic driving corresponding to the set level, and also performs the level raising and lowering.

More specifically, the state management unit 37 increases the level when the condition for automatic driving of the level after the transition is satisfied and the automatic driving level change switch 13 is input to instruct the increase of the level for automatic driving.

The state management unit 37 performs the intervention request processing when the condition for performing the automatic driving of the level under execution is satisfied or when the instruction for lowering the level is input to the automatic driving level switch 13. In the intervention request process, the state management unit 37 first notifies the driver of a handover request. The notification to the driver is made by a message to the display device 31, display of an image, or generation of sound or warning sound from the sound generating device 32. The notification to the driver may be continued for a predetermined time after the intervention request processing is started. Further, the notification to the driver may be continued until the occupant monitoring device 11 detects an input.

The conditions for performing the automatic driving of the level under execution are not satisfied, including: when the vehicle moves to an area where automatic driving of a lower level than the currently executing level can be executed only; and when the abnormality determination unit 36 determines that an abnormality that makes it difficult to continue automatic driving has occurred in the driver or the vehicle.

After the notification to the driver, the state management unit 37 detects whether or not an input indicating the intervention of the driver into the driving is present in the indoor camera 26 or the grip sensor 27. The method of detecting whether or not an input is present depends on the level after the transition. When shifting to level 2, the state management unit 37 extracts the direction of the line of sight of the driver from the image acquired by the indoor camera 26, and determines that there is an input indicating the intervention of the driver in driving when the line of sight of the driver is directed toward the front of the vehicle. When the state management unit 37 detects the grip of the steering wheel of the driver by the grip sensor 27 at the time of transition to the level 1 or the level 0, it determines that an input indicating intervention into driving is present. That is, the indoor camera 26 and the grip sensor 27 function as an intervention detection device that detects intervention of the driver in driving. The state management unit 37 may detect whether or not an input indicating intervention in driving is present based on an input to the automatic driving level switch 13.

The state management unit 37 lowers the level when an input indicating intervention into the driving is detected within a predetermined time from the start of the intervention request process. In this case, the level of the automatic driving after the descent may be 0 or the highest level in the executable range.

The state management unit 37 causes the action planning unit 42 to generate a parking event when no input corresponding to the intervention of the driver into the driving is detected for a predetermined time from the execution of the intervention request process. A parking event is an event that causes the vehicle to roll back in control and to park in a safe location (e.g., an emergency stop zone, a roadside zone, a curb, a parking area, etc.). The sequence of steps performed in this parking event is referred to herein as MRM (Minimal Risk Maneuver: minimum risk strategy).

After the generation of the parking event, the control device 15 shifts from the automatic driving mode to the automatic parking mode, and the action planning unit 42 executes the parking process. Hereinafter, an outline of the parking process will be described with reference to fig. 2.

In the parking process, first, a notification process is executed (ST 1). In the notification process, the action planning unit 42 operates the off-vehicle notification device 14 to notify the outside of the vehicle. For example, the action planning unit 42 operates a horn included in the off-vehicle notification device 14 to periodically generate a warning sound. The notification process continues until the stop process ends. After the notification process is completed, the action planning unit 42 may operate the horn according to the situation and continue to generate the warning sound.

Next, a rollback process is performed (ST 2). The rollback processing is processing for limiting events that can be generated by the action planning unit 42. The rollback processing prohibits the generation of an event of changing lanes to a passing lane, a passing event, a merge event, or the like, for example. In addition, the rollback processing may also limit the upper limit speed and the upper limit acceleration of the vehicle in comparison with the case where the parking processing is not performed in various events.

Next, a parking area determination process is performed (ST 3). The parking area determination process extracts a plurality of parking areas, which are areas suitable for parking, such as road shoulders or a back-off space in the traveling direction of the vehicle, from the vehicle-mounted position reference map information. Then, 1 parking area is selected from the plurality of parking areas according to the size of the parking area, the distance between the parking area and the vehicle position, or the like.

Next, a movement process is performed (ST 4). In the movement process, a route for reaching the parking area is determined, various events for traveling on the route are generated, and a target track is determined. The travel control unit 38 controls the propulsion device 3, the braking device 4, and the steering device 5 based on the target trajectory determined by the action planning unit 42. Thus, the vehicle travels along the route to reach the parking area.

Next, the parking position determination process is executed (ST 5). In the parking position determination process, the parking position is determined based on the obstacle, road sign, or the like located in the vicinity of the vehicle, which is recognized by the outside recognition unit 40. In addition, in the parking position determination process, there is a case where the parking position cannot be determined in the parking area due to the presence of a surrounding vehicle or an obstacle. If the parking position cannot be determined in the parking position determination process (no in ST 6), the parking area determination process (ST 3), the movement process (ST 4), and the parking position determination process (ST 5) are repeated in this order.

If the parking position can be determined in the parking position determination process (yes in ST 6), a parking execution process is executed (ST 7). In the parking execution process, the action planning unit 42 generates a target track from the current location and the parking space of the vehicle. The travel control unit 38 controls the propulsion device 3, the braking device 4, and the steering device 5 based on the target trajectory determined by the action planning unit 42. Thus, the vehicle moves toward the parking position and stops at the parking position.

After the parking execution process is executed, a parking maintenance process is executed (ST 8). In the parking maintenance process, the travel control unit 38 drives the parking brake device in response to a command from the action planning unit 42 to maintain the vehicle in the parking position. Then, the action planning unit 42 may transmit the emergency notification to the emergency notification center through the communication device 8. After the parking maintenance process is completed, the parking process is ended.

In this way, the autopilot control unit 35 of the control device 15 executes the parking process for stopping the vehicle when the driver's input to the intervention detection device (the indoor camera 26, the grip sensor 27) corresponding to the intervention request for driving by the driver is not detected during the travel under the autopilot.

In this parking maintenance process, the control device 15 performs a discharge process for improving safety and traveling continuation of the vehicle after the emergency stop occurring in the automatic driving. Hereinafter, equipment provided in a vehicle for the discharge process and the discharge process will be described in detail.

As shown in fig. 1, the vehicle system 2 further has a main power source 61 and a high-voltage power storage element 62. The main power supply 61 is a chargeable and dischargeable power supply having the largest electric storage capacity mounted on the vehicle. The main power source 61 may be a lead storage battery, a lithium ion battery, a nickel metal hydride battery, a NAS battery, or the like. The voltage of the main power source 61 may be a low voltage of about 12V, which is generally used for automobiles, or a high voltage of 144V or 172V, 200V or more, which is higher than 12V, for example.

The high-voltage power storage element 62 is an electrical element that stores high-voltage power that is boosted for charging the main power supply 61, or an electrical element that stores high-voltage power for boosting power supplied from the main power supply 61. Specifically, when the voltage of the main power supply 61 is low, such as about 12V, the high-voltage power storage element 62 may be a capacitor (condenser) or a capacitor (capacitor) that stores high-voltage power higher than 12V, or a capacitor that boosts the power supplied from the main power supply 61. When the voltage of the main power supply 61 is high, such as 144V, the high-voltage power storage element 62 may be a capacitor or a storage device that stores high-voltage power boosted to a voltage equal to or higher than the voltage of the main power supply 61, so as to charge the main power supply 61 with power generated by a generator having a low voltage of about 12V. Alternatively, the high-voltage power storage element 62 may be a capacitor or an accumulator that stores the boosted high-voltage power for supplying the power from the main power supply 61 to the high-voltage power supply 61, which is a discharge unit of an exhaust gas purification device or an ignition device of an engine that requires the power higher than the voltage of the main power supply 61. That is, the high-voltage power storage element 62 herein means an electric element that stores a voltage higher than that of the main power supply 61. In the present embodiment, the voltage of the main power source 61 is a high voltage such as 144V, which is higher than the voltage generally used for automobiles. Hereinafter, the main power supply 61 and the high-voltage power storage element 62 are collectively referred to as a high-voltage power storage 63.

The control device 15 includes a discharge control unit 71, and the discharge control unit 71 controls discharge of the electric power stored in the high-voltage power storage element 62. The discharge control unit 71 performs a discharge process of discharging the electric power stored in the high-voltage power storage element 62 at a predetermined timing. Further, discharge control unit 71 performs a step-down process of reducing the electric power stored in high-voltage power storage element 62 at a predetermined timing.

The vehicle state determination unit 51 analyzes the signal received from the vehicle sensor 7 in addition to the above determination, and determines whether an abnormality that makes it difficult to perform manual driving has occurred in various devices that affect manual driving (for example, the propulsion device 3, the brake device 4, the steering device 5, and the vehicle sensor 7).

The occupant state determination unit 52 determines whether or not the driver has operated the driving operation device 10 of the vehicle (whether or not there is an input of a driving operation from the driver) based on the signal from the occupant monitoring device 11 and the signal from the sensor attached to each driving operation device 10, in addition to the above determination. That is, the sensors attached to each of the driving operation devices 10 also function as an intervention detection device that inputs driving operations including steering, acceleration, and deceleration of the vehicle from the driver's intention to accept the intervention driving.

Fig. 3 is a flowchart of a high-voltage power process performed as part of the rollback process and the parking maintenance process shown in fig. 2. In the high-voltage power processing, a manual driving availability determination processing is initially executed (ST 11). In the manual driving availability determination process, the vehicle state determination unit 51 determines whether manual driving is available based on the signal from the vehicle sensor 7. When the parking event is generated as a trigger, the action planning unit 42 starts the parking process and then makes this determination. This determination may be repeated until the vehicle stops.

Next, it is determined whether manual driving is possible (ST 12), and if manual driving is not possible (no in ST 12), it is determined whether the vehicle has stopped (ST 13). If the vehicle is not stopped in the determination of ST13 (no), the process is repeated. When the vehicle has stopped in the determination of ST13 (yes), the discharge process is executed (ST 14), and the high-voltage power process ends. In the discharging process, the discharging control unit 71 discharges all the electric power stored in the high-voltage power storage element 62. In this way, immediately after the vehicle stops, the electric charge of the high-voltage electric storage element 62 is discharged entirely, and adverse effects due to the high-voltage electric power when the vehicle is collided with by another vehicle after the vehicle stops are eliminated, so that the safety of the vehicle can be improved. Here, the adverse effect due to the high-voltage power means that the operation of other devices of the vehicle is impaired or disabled due to the high voltage stored in the high-voltage power storage element 62, and the vehicle may not be able to run by itself after an accident.

If manual driving is possible in the determination in ST12 (yes), it is also determined whether or not the vehicle has stopped (ST 15). If the vehicle is not stopped in the determination of ST15 (no), the process is repeated. In the case where the vehicle has stopped in the determination of ST15 ("yes"), a step-down process is performed (ST 16). In the step-down process, discharge control unit 71 discharges a part of the electric power stored in high-voltage power storage element 62, and thereby steps down the voltage of high-voltage power storage element 62 to a predetermined voltage. This process is to suppress adverse effects due to the high-voltage power stored in the high-voltage power storage element 62 when the vehicle is collided with by another vehicle after the vehicle is stopped. Here, the predetermined voltage is as low as possible within a range in which the discharge control unit 71 can perform the discharge process on the high-voltage power storage element 62.

Next, it is determined whether or not there is an input of a driving operation from the driver (ST 17). The determination is performed by the occupant state determination portion 52 based on the signal from the occupant monitoring device 11 and the signal from the sensor attached to each of the driving operation devices 10. If there is an input of the driving operation in the determination of ST17 (yes), the high-voltage power process ends. At this time, since the electric power of the predetermined voltage is stored in the high-voltage power storage element 62, the manual driving according to the driving operation of the driver can be performed early.

If there is no input of the driving operation in the determination in ST17 (no), it is determined whether or not a predetermined time has elapsed since the vehicle stopped (ST 18). When the predetermined time has not elapsed since the vehicle stopped (no in ST 18), the processing in ST17 and ST18 is repeated. When the predetermined time has elapsed without determining that there is an input of the driving operation (yes in ST 18), the discharge process is executed (ST 14), and the high-voltage power process is ended.

The operational effects of the vehicle control system 1 configured as described above will be described below.

In the present embodiment, after the vehicle is stopped by executing the parking process shown in fig. 2 (ST 13: yes, ST15: yes), the discharge control unit 71 executes the discharge process on the high-voltage power storage element 62 according to the result of the determination by the vehicle state determination unit 51 (ST 12) (ST 14). In this way, when it is difficult to continue the running of the vehicle, the discharge control unit 71 switches the discharge operation of the high-voltage power storage element 62 after the vehicle is stopped, according to the state of the vehicle. Therefore, the safety of the vehicle can be improved by performing the discharge process (ST 14) and the traveling continuation of the vehicle after the discharge process (ST 14) can be improved.

When the vehicle state determination unit 51 determines that manual driving of the vehicle is not possible (ST 12: no), the discharge control unit 71 executes the stopping process shown in fig. 2 and then stops the vehicle (ST 13: yes), and then executes the discharging process (ST 14). In this way, when it is determined that the vehicle cannot be driven manually, the safety of the parked vehicle is improved by discharging the high-voltage power storage element 62 after the vehicle is stopped by executing the parking process.

When it is determined by the vehicle state determining unit 51 that manual driving of the vehicle is possible (ST 12: yes), the discharge control unit 71 executes the discharge process after a predetermined time has elapsed since the vehicle was stopped by executing the parking process shown in fig. 2 (ST 18: yes) (ST 14). In this way, even when it is determined that the vehicle can be driven manually, the high-voltage power storage element 62 is discharged after a predetermined time has elapsed since the vehicle stopped, thereby improving the safety of the vehicle after the vehicle is stopped. Further, the discharge of the high-voltage power storage element 62 is not performed until a predetermined time elapses from the stop of the vehicle, so that the traveling continuation of the vehicle after the stop is improved.

When it is determined by the vehicle state determination unit 51 that manual driving of the vehicle is possible (ST 12: yes), and the input of the driving operation is detected by the intervention detection means (10, 11) before a predetermined time elapses (ST 18: no) (ST 17: yes), the discharge control unit 71 does not execute the discharge process (ST 14). In this way, if it is determined that manual driving of the vehicle is possible, if there is an input of a driving operation from the driver until a predetermined time elapses from the stop of the vehicle, the discharge of the high-voltage power storage element 62 is not performed, so that the traveling duration of the vehicle after the stop is improved.

When the 1 ST condition that the vehicle state determination unit 51 determines that manual driving is not possible (ST 12: no) is satisfied, the discharge control unit 71 executes a discharge process (ST 14). Further, the discharge control unit 71 executes the discharge process (ST 14) when the 2 nd condition is satisfied, that is, when a predetermined time (ST 18: "yes") has elapsed since the vehicle is stopped (ST 15: "yes") by executing the parking process shown in fig. 2, without detecting the input of the driving operation (ST 17: "no") by the intervention detection means (10, 11). That is, the discharge control unit 71 performs the discharge process when at least one of the condition 1 and the condition 2 is satisfied (ST 14). In this way, when it is determined that the vehicle cannot be driven manually, the high-voltage power storage element 62 is discharged after the vehicle is stopped, and the safety of the vehicle after the vehicle is stopped is improved. On the other hand, by discharging high-voltage power storage element 62 when a predetermined time has elapsed since parking in a state where there is no input of the driving operation from the driver, it is possible to achieve both an improvement in safety of the vehicle after parking and an improvement in traveling continuation of the vehicle after parking in a case where the vehicle is capable of manual driving.

When it is determined by the vehicle state determining unit 51 that the vehicle can be driven manually (ST 12: yes), the discharge control unit 71 executes a step-down process for reducing the electric power stored in the high-voltage electric storage element 62 after executing the parking process shown in fig. 2 to stop the vehicle (ST 15: yes) (ST 16). In this way, the discharge time of the high-voltage power storage element 62 performed when the predetermined time elapses after the vehicle is stopped is shortened, and the adverse effect caused by the high-voltage power in the case where the collision occurs before the predetermined time elapses is reduced.

< modification >

Next, a modification of the present invention will be described. In this modification, the discharge control unit 71 shown in fig. 1 is configured to perform a discharge process of discharging the electric power stored in the high-voltage electric storage device 63 at a predetermined timing. The discharge control unit 71 is configured to execute a step-down process for reducing the electric power stored in the high-voltage electric storage device 63 at a predetermined timing. In the discharging process and the step-down process, the discharging control unit 71 may discharge and step-down only the main power supply 61 in the high-voltage electric storage device 63, or may discharge and step-down both the main power supply 61 and the high-voltage electric storage element 62.

In the high-voltage power processing shown in fig. 3, the following processing is performed. Hereinafter, only the processes different from the above embodiments will be described, and the description of the same processes will be omitted. In this modification, after the vehicle is stopped by executing the parking process shown in fig. 2 (ST 13: yes, ST15: yes), the discharge control unit 71 executes the discharge process on the high-voltage electric storage device 63 according to the result of the determination by the vehicle state determination unit 51 (ST 12) (ST 14). In this way, when it is difficult to continue the running of the vehicle, the discharge control unit 71 switches the discharge operation of the high-voltage electric storage device 63 after the vehicle is stopped, according to the state of the vehicle. Therefore, the safety of the vehicle can be improved by performing the discharge process (ST 14) and the traveling continuation of the vehicle after the discharge process (ST 14) can be improved.

When it is determined by the vehicle state determination unit 51 that manual driving of the vehicle is possible (ST 12: yes), the discharge control unit 71 executes a step-down process for reducing the electric power stored in the high-voltage electric storage device 63 after stopping the vehicle by executing the parking process shown in fig. 2 (ST 15: yes) (ST 16). In this way, the discharge time of the high-voltage electric storage device 63 performed when the predetermined time elapses after the vehicle is stopped is shortened, and the adverse effect due to the high-voltage power in the case where the collision occurs before the predetermined time elapses can be reduced.

The description of the specific embodiments has been completed above, but the present invention is not limited to the above embodiments and can be widely modified and implemented. For example, the specific structure and arrangement of the components and parts, the number, the specific contents and order of the processes, and the like can be appropriately changed within the scope not departing from the gist of the present invention. On the other hand, not all the components shown in the above embodiments are necessarily essential, and can be appropriately selected.

Claims (5)

1. A vehicle control system, characterized in that,

the vehicle control system includes:

a control device that performs steering, acceleration, and deceleration of the vehicle;

An intervention detection device that detects an intervention of a driver in driving;

a vehicle sensor that detects a state of the vehicle; and

a high-voltage power storage element provided to the vehicle independently of a main power supply,

the control device comprises:

an automatic driving control unit that executes a stopping process for stopping the vehicle when a predetermined condition is satisfied that the vehicle is difficult to continue traveling based on the control device or the driver while the vehicle is traveling;

a discharge control unit that controls discharge of electric power stored in the high-voltage power storage element; and

a vehicle state determination unit that determines a state of the vehicle based on information received from the vehicle sensor,

after the vehicle is stopped by executing the stopping process, the discharge control unit executes a discharge process of discharging the electric power stored in the high-voltage electric storage element based on a determination result of the vehicle state determination unit,

the vehicle state determination portion determines whether the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor,

when it is determined by the vehicle state determination unit that manual driving of the vehicle is not possible, the discharge control unit executes the discharge process after the vehicle is stopped by executing the parking process,

When it is determined by the vehicle state determination unit that manual driving of the vehicle is possible, the discharge control unit executes the discharge process after a predetermined time has elapsed since the vehicle was stopped by executing the parking process.

2. The vehicle control system according to claim 1, characterized in that,

the discharge control portion does not execute the discharge process when it is determined by the vehicle state determination portion that manual driving of the vehicle is possible and an input of a driving operation is detected by the intervention detection device before the predetermined time elapses.

3. The vehicle control system according to claim 1, characterized in that,

the vehicle state determination portion determines whether the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor,

in the case where at least one of conditions 1 and 2 is satisfied, the discharge control section executes the discharge process,

the 1 st condition is: the vehicle state determination portion determines that manual driving is not possible,

the condition 2 is: the predetermined time elapses after the vehicle is stopped by executing the parking process without detecting an input of a driving operation by the intervention detecting means.

4. The vehicle control system according to any one of claims 1 to 3, characterized in that,

when it is determined by the vehicle state determination unit that manual driving of the vehicle is possible, the discharge control unit executes a step-down process for reducing the voltage of the electric power stored in the high-voltage electric storage element after the vehicle is stopped by executing the parking process.

5. A vehicle control system, characterized in that,

the vehicle control system includes:

a control device that performs steering, acceleration, and deceleration of the vehicle;

an intervention detection device that detects an intervention of a driver in driving;

a vehicle sensor that detects a state of the vehicle; and

a high-voltage electric storage device provided in the vehicle,

the control device comprises:

an automatic driving control unit that executes a stopping process for stopping the vehicle when a predetermined condition is satisfied that the vehicle is difficult to continue traveling based on the control device or the driver while the vehicle is traveling;

a discharge control unit that controls discharge of the electric power stored in the high-voltage electric storage device; and

a vehicle state determination unit that determines a state of the vehicle based on information received from the vehicle sensor,

After the vehicle is stopped by executing the parking process, the discharge control unit executes a discharge process of discharging the electric power stored in the high-voltage electric storage device based on the determination result of the vehicle state determination unit,

the vehicle state determination portion determines whether the vehicle is in a state in which manual driving is possible based on information received from the vehicle sensor,

when it is determined by the vehicle state determination unit that manual driving of the vehicle is not possible, the discharge control unit executes the discharge process after the vehicle is stopped by executing the parking process,

when it is determined by the vehicle state determination unit that manual driving of the vehicle is possible, the discharge control unit executes the discharge process after a predetermined time has elapsed since the vehicle was stopped by executing the parking process.