JP6187090B2 - Vehicle operation control device and vehicle operation control method - Google Patents

Description

  The present invention relates to a vehicular driving control apparatus and a vehicular driving control method capable of switching between an automatic driving mode for performing automatic driving control for automatically driving a host vehicle and a manual driving mode for performing manual driving by a driver.

  Conventionally, as a steering device capable of switching between manual steering that operates a steering mechanism in accordance with the operation of a steering wheel and automatic steering that operates the steering mechanism without depending on the operation of the steering wheel, for example, in Patent Document 1 There are techniques described. In this technique, when the detected torque of the torque sensor exceeds a predetermined value during execution of automatic steering, it is determined that the driver is overriding and the operation is forcibly switched to manual steering.

Japanese Patent Laid-Open No. 10-194150

  In the technique described in Patent Document 1, since it is determined whether or not the driver is overriding using the steering torque, it is appropriately overridden when the steering frequency is low (the steering angular velocity is low). Can be expected to do. However, when the steering frequency is high (steering angular velocity is high), steering is caused by a rotational phase difference between the tire wheel mechanically connected to the steering wheel and the ground contact surface of the tire due to the elasticity of the tire. Since the phase difference between the angle and the steering torque becomes large, it is difficult to make an appropriate override determination only with the magnitude of the steering torque.

  Then, this invention makes it a subject to provide the driving control apparatus for vehicles and the driving control method for vehicles which can determine appropriately the override of a driver and can perform switching of driving mode appropriately.

  In order to solve the above problems, according to one aspect of the present invention, a steering torque detection unit detects a steering torque applied to a steering wheel by a steering torque detection unit, and a steering angular velocity detection unit detects a steering angular velocity steered by the driver. Further, the steering work amount calculation unit calculates the steering work amount when the driver steers the steering wheel based on the steering torque detected by the steering torque detection unit and the steering angular velocity detected by the steering angular velocity detection unit. . The driving mode switching unit calculates the steering work amount during the automatic driving mode in which automatic driving control is performed to automatically drive the host vehicle in a state where the torque transmission path between the steering wheel and the steered wheels is mechanically separated. When the steering work calculated by the unit exceeds a preset determination threshold, the automatic travel control is canceled and the automatic operation mode is switched to the manual operation mode in which the driver performs manual operation.

  According to the present invention, when the steering work calculated based on the steering torque and the steering angular velocity exceeds a preset determination threshold, the automatic operation mode can be switched to the manual operation mode. Therefore, even in a situation where the steering frequency is high and the phase difference between the steering angle and the steering torque is large, when the driver overrides it, this can be properly detected and the driving mode can be switched.

It is a figure which shows the steering system of the vehicle carrying the vehicle operation control apparatus which concerns on this embodiment. It is a conceptual diagram which shows the structure of the driving control apparatus for vehicles which concerns on this embodiment. It is a flowchart which shows a driver state determination processing procedure. It is a figure which shows the relationship between the steering force of a driver, and a steering work. It is a figure explaining the code | symbol of a steering power. It is a figure which shows the relationship between the steering state at the time of periodic steering, and a steering power. It is a measurement result at the time of the correction steering about the vehicle A. It is a measurement result at the time of the correction steering about the vehicle B. It is a figure which shows the relationship between a vehicle attitude | position and correction steering.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
(Constitution)
FIG. 1 is a diagram showing a vehicle steering system equipped with a vehicle driving posture control apparatus according to the present embodiment.

  In the figure, reference numeral 1 denotes a steering wheel that can be steered by a driver. The steering wheel 1 is provided mechanically separated from the steered wheel 7. The steering wheel 1 is connected to the steering shaft 2. The steering shaft 2 is provided with a reaction force motor 3. Although not particularly illustrated, the steering shaft 2 is also provided with a steering angle sensor and a steering torque sensor, which will be described later.

  The reaction force motor 3 is for applying a steering reaction force to the steering wheel 1 by applying a torque to the steering shaft 2. Here, the steering reaction force is determined according to the magnitude of torsion torque acting on the steering system from the tire side. The reaction force motor 3 is constituted by a brushless motor or the like, and is driven according to the reaction force motor drive current output from the controller 10.

  Further, a pinion gear (not shown) is provided at the other end of the pinion shaft 4 and meshes with the pinion gear and a rack gear provided between both ends of the rack shaft 5. Both ends of the rack shaft 5 are connected to the steered wheels 7 via tie rods and knuckle arms, respectively. That is, the steered wheel 7 is steered via the tie rod and the knuckle arm when the rack shaft 5 is displaced in the vehicle width direction in accordance with the rotation of the pinion gear, so that the traveling direction of the vehicle can be changed.

The steered motor 6 is configured by a brushless motor or the like, similar to the reaction force motor 3, and is driven according to the steered motor drive current output from the controller 10. The steered motor 6 outputs a steered torque for steering the steered wheels 7 by being driven according to the steered motor drive current. Moreover, the rack axial force sensor 8 detects the road surface reaction force accompanying steering.
The controller 10 drives and controls the steered motor 6 according to the steering state of the steering wheel 1 to steer the steered wheels 7. Thereby, the turning angle of the steered wheels 7 coincides with the turning angle according to the steering state. At the same time, the controller 10 drives and controls the reaction force motor 3 in accordance with the steered state of the steered wheels 7 and applies a steering reaction force to the steering wheel 1. As a result, a steering reaction force simulating a road surface reaction force is applied to the steering wheel 1. In this way, the controller 10 performs steer-by-wire control (SBW control).

FIG. 2 is a conceptual diagram showing a configuration of the vehicle driving attitude control apparatus according to the present embodiment.
In the figure, reference numeral 101 denotes an external traveling environment detection device, and reference numeral 102 denotes a host vehicle state detection device. The external travel environment detection apparatus 101 includes, for example, a camera, a laser radar, a GPS sensor, and the like, and recognizes an external situation of the traveling vehicle such as an inter-vehicle distance from the preceding vehicle and a traveling position of the traveling vehicle. Information on the external situation recognized by the external travel environment detection device 101 is input to the automatic driving travel controller 103 (corresponding to the controller 10 in FIG. 1).

The own vehicle state detection device 102 includes, for example, a G sensor and a vehicle speed sensor, and detects current traveling state information of the own vehicle. Information detected by the own vehicle state detection device 102 is also input to the automatic driving travel controller 103.
The automatic driving travel controller 103 is constituted by, for example, a microcomputer including a CPU and a memory.

The automatic driving travel controller 103 judges the situation inside and outside the vehicle based on information received from the external running environment detection device 101 and the own vehicle state detection device 102, and the own vehicle automatically runs according to the judgment result. The automatic travel control is performed to control the rudder angle and the vehicle speed.
Specifically, the automatic driving travel controller 103 sends a route from the external traveling environment detection device 101 and the own vehicle state detection device 102 to the destination, road conditions such as traffic conditions, traffic regulations, other vehicles and obstacles. Along with travel environment information such as presence / absence, the status of the travel lane and the position and speed of the host vehicle are acquired. And the automatic driving | running | working driving controller 103 calculates a driving | running locus | trajectory based on such information, and sets the target rudder angle and target vehicle speed for drive | working along the driving | running locus | trajectory. At this time, if there is a preceding vehicle ahead of the host vehicle, the distance between the preceding vehicle and the preceding vehicle is kept constant according to the speed within a range that does not exceed the speed preset by the driver using the traveling speed setting device 110. Set a target vehicle speed. On the other hand, when there is no preceding vehicle, the target vehicle speed is set so as to keep the speed set by the traveling speed setting device 110.

  The automatic driving travel controller 103 outputs a brake control command to the brake fluid pressure control actuator 104 and realizes an accelerator control command to the throttle opening control actuator 105 in order to realize a target steering angle and a target vehicle speed for automatic travel control. Output. Further, the automatic driving controller 103 outputs a steering control command to the steering angle control actuator 106 (corresponding to the steering motor 6 in FIG. 1).

  Thereby, the brake fluid pressure control actuator 104 controls the brake device 107, and the throttle opening control actuator 105 controls the accelerator device 108. The steering angle control actuator 106 controls the steering device 109. In this way, with the steering wheel 1 and the steered wheel 7 mechanically separated, the accelerator, brake, or steering is automatically operated, and the vehicle is autonomous even if the driver does not perform a driving operation. To drive.

  The automatic / manual travel changeover switch 111 is a switch that can be operated by the driver, and can appropriately switch between an automatic operation mode for performing automatic travel control and a manual operation mode for performing manual operation by the driver. . In the manual operation mode, the above-described normal SBW control is performed so that the driver can perform a driving operation while always feeling the tire installation state.

  The automatic travel control is in a state where the driver operates the automatic / manual travel changeover switch 111 to indicate the automatic operation mode, and the automatic operation travel controller 103 can perform automatic travel control from various information. Only when it is determined. Here, the situation in which the automatic travel control is impossible includes a change in destination or route due to the driver's convenience, a sudden interruption of another vehicle, a sudden change in weather, and the like.

In this embodiment, automatic travel control is performed in a straight section or large R curve section of an expressway, and manual driving by a driver is performed on a general road.
Furthermore, the automatic driving travel controller 103 notifies the driver and passengers of this in the event of an emergency or when notification is required by a notification device 112 such as a buzzer or an alarm device.
Furthermore, the automatic driving travel controller 103 also inputs a determination result by the driver state determination controller 113. Here, based on the steering torque detected by the steering torque sensor 114 and the steering angle detected by the steering angle sensor 115, the driver state determination controller 113 determines whether or not the driver is overriding during automatic traveling control. Judgment.

When the automatic driving control controller 103 inputs a determination result indicating that the driver is overriding from the driver state determination controller 113 during the automatic driving control, the automatic driving driving controller 103 switches from the automatic driving mode to the manual driving mode. Yes.
The driver state determination controller 113 is composed of, for example, a microcomputer including a CPU and a memory. The driver state determination controller 113 can be shared by the same computer as the automatic driving travel controller 103.

FIG. 3 is a flowchart showing a driver state determination processing procedure executed by the driver state determination controller 113. This driver state determination process is repeatedly executed at every preset sampling time during automatic traveling control.
First, in step S1, the driver state determination controller 113 reads various data, and proceeds to step S2. Specifically, the steering torque T detected by the steering torque sensor 114 and the steering angle θ detected by the steering angle sensor 115 are read. Here, since the steering wheel 1 and the steered wheel 7 are mechanically separated during the automatic travel control, the steering torque T detected by the steering torque sensor 114 is applied to the steering wheel 1 by the driver. Steering torque. A steering angle θ detected by the steering angle sensor 115 is a steering angle at which the driver operates the steering wheel 1.

In step S2, the driver state determination controller 113 calculates the steering angular velocity ω based on the steering angle θ read in step S1, and proceeds to step S3.
In step S3, the driver state determination controller 113 determines the steering power W when the driver operates the steering wheel based on the steering torque T read in step S1 and the steering angular velocity ω calculated in step S2. [Nm / s] is calculated.

FIG. 4 is a diagram illustrating a relationship between the steering force of the driver and the steering work.
The steering work rate W is a steering work amount per unit time. Here, the steering work amount is the work amount of the steering operation by the driver, and the steering work rate W is the difference between the steering force F [N] of the driver acting on the steering wheel and the steering speed V [m / s]. Define as product (W = F × V). Here, the steering speed V is a product of the radius R [m] and the steering angular speed ω [rad / s] where the radius of the steering wheel is R [m] (W = F × R × ω).

Therefore, the steering power W can be expressed as a product of the steering torque T [Nm] and the steering angular velocity ω [rad / s] as a result (W = T × ω).
Generally, when the driver performs a steering operation and the steered wheels are steered, a restoring torque is generated to return the steering wheel in the neutral direction from the tire side. At this time, as shown in FIG. 5A, when the steering wheel operating direction (solid line) is different from the direction of the restoring torque from the tire side (broken line), the steering torque T and the steering angular velocity ω have the same sign. Therefore, the sign of the steering power is “positive”. On the other hand, as shown in FIG. 5B, when the steering wheel operating direction (solid line) and the direction of the restoring torque from the tire side (broken line) are the same, the sign of the steering power is “negative”. Become.

That is, as shown in FIG. 6, the steering power W generated when the driver operates the steering wheel in a direction to overcome the restoring torque from the tire side is defined as “positive” steering power W. be able to.
Here, FIG. 6 shows the relationship between the steering state and the steering power when the driver periodically performs the steering operation. In the present embodiment, the left and right direction data has the left direction as the positive direction. As described above, when the steering torque T and the steering angular velocity ω are both positive values or negative values, the driver feels the steering response, and the steering power W becomes a positive value.

  Returning to FIG. 3, in step S <b> 4, the driver state determination controller 113 calculates an arrival time TTC to an object near the host vehicle. Here, the arrival time TTC is not limited to the time until a general own vehicle reaches the preceding vehicle, but includes vehicles, bicycles, It is the arrival time to a nearby object such as a pedestrian. This arrival time TTC can be defined as a relative arrival allowance time converted from a relative distance to a nearby object and a relative speed.

  Next, in step S5, the driver state determination controller 113 sets an integration time for integrating the steering power W calculated in step S3. Here, the integration time is set to a time shorter than the arrival time TTC calculated in step S4. For example, the preset integration time is limited with the arrival time TTC calculated in step S4 as an upper limit.

In step S6, the driver state determination controller 113 integrates the steering power W calculated in step S3 over the integration time set in step S5, and calculates the steering work ΣW [Nm] (ΣW = ∫Wdt).
Next, in step S7, the driver state determination controller 113 sets a determination threshold value ΣW _TH for performing a driver override determination.

  7 and 8 show the measurement results when the vehicle posture (track) disturbed by the swell is corrected and steered along the target line in a predetermined experimental course. Among these, FIG. 7 is an example in which the driver who has boarded the vehicle A replied that “correction steering is easy” and “the line trace performance is high”. On the other hand, FIG. 8 is an example in which the driver who has boarded the vehicle B replied that “steering feeling is light”, “yaw is delayed with respect to steering”, and “correction steering is difficult”.

  Table 2 shows the results obtained by integrating the steering power W over the illustrated time interval of 0 to 6 seconds and calculating the steering work ΣW.

As is clear from Table 1, the vehicle A that is easy to correct and steer has a larger positive component of the steering work amount ΣW and a smaller negative component than the vehicle B that is difficult to correct and steer.
As a result, it can be considered that as the positive component of the steering work amount ΣW is larger, the driver's correction steering is spent to correct the vehicle posture so as to follow the target line.
Therefore, the determination threshold value ΣW _TH is set to a positive value, and is set to a size that allows the driver to determine that the steering is being corrected. The determination threshold ΣW _TH is set to a smaller value as the host vehicle speed is higher.

Next, in step S8, the driver state determination controller 113 determines whether or not the steering work amount ΣW calculated in step S6 is larger than the determination threshold value ΣW _TH set in step S7.
Then, in this step S8, when the steering workload .SIGMA.W is determined to be greater than the determination threshold value .SIGMA.W _TH, the process proceeds to step S9 it is determined that the driver has overridden outputs the determination result to the automatic operation travel controller 103 Then, the driver state determination process is terminated.

On the other hand, when it is determined that the .SIGMA.W ≦ .SIGMA.W _TH at step S8, it is determined that the driver does not override the process proceeds to step S10, after outputting the judgment result to the automatic operation travel controller 103 The driver status determination process ends.

(Operation)
Next, the operation of this embodiment will be described.
Here, a case will be described in which the vehicle posture (orientation) deviates from the traveling direction due to road surface irregularities, a road surface cant (crossing gradient), a crosswind, or the like when traveling straight on an expressway in the automatic driving mode.
At this time, if the driver does not operate the steering wheel and leaves the driving to the automatic traveling control vehicle, the steering work amount ΣW becomes 0 (No in step S8 in FIG. 3). Therefore, in this case, the driver state determination controller 113 determines that the driver has not overridden (step S10), and outputs the determination result to the automatic driving travel controller 103.

Then, the automatic driving travel controller 103 that has received the determination result from the driver state determination controller 113 continues the automatic driving control as it is without switching the operation mode. Therefore, the vehicle posture is corrected to follow the target line by autonomous traveling by automatic traveling control.
On the other hand, when the vehicle posture deviates from the traveling direction and the driver performs corrective steering to correct this, the steering work amount ΣW becomes positive. For example, when the rear vehicle flows to the left as shown by the solid line from the state where the host vehicle is running straight as shown by the dotted line in FIG. 9 (when the vehicle has a clockwise yaw angle), the correction is made. Steering is counter-steer counterclockwise (counterclockwise).

At this time, since the lateral force of the front wheel is generated in the left direction of the paper, a restoring torque is generated from the tire side to return the steering wheel to the neutral direction (clockwise). That is, the counter steer (leftward) at this time is steering in a direction that overcomes the torque (rightward) from the tire side, so the steering power W (steering work amount ΣW) becomes “positive”.
If the driver state determination controller 113 determines that the steering work amount ΣW is larger than the determination threshold value ΣW _TH (Yes in step S8), the driver state determination controller 113 determines that the driver has overridden, and the determination result is the automatic driving travel controller 103. (Step S9).

Then, the automatic operation travel controller 103 that has received the determination result from the driver state determination controller 113 switches the operation mode from the automatic operation mode to the manual operation mode. As a result, the vehicle posture is corrected to follow the target line by the correction steering by the driver.
Here, in calculating the steering work amount ΣW, the integration time for integrating the steering work rate W is set to be shorter than the arrival time TTC until the object near the host vehicle is reached. When shifting from the automatic operation mode to the manual operation mode in a scene where the distance between the vehicle and the target object (for example, the vehicle ahead) is shortened, the vehicle can reach the vehicle ahead even if the maximum allowable judgment time is This is because the time is shorter than the time until.

Thus, by setting the integration time of the steering power W shorter than the arrival time TTC, it is possible to shift to the manual operation mode at an appropriate timing, and avoidance when approaching an object in the vicinity of the host vehicle. The operation can be performed reliably.
The determination threshold ΣW _TH used for the override determination is set to a smaller value as the host vehicle speed is higher. That is, it is easier to determine that the vehicle is overridden as the host vehicle speed increases. When driving on an expressway, the higher the speed of the vehicle, the more attention is required to approach the vehicle ahead and obstacles on the road. This is because it is necessary to shift to the operation mode.

In this way, by setting the determination threshold ΣW _TH to a smaller value as the host vehicle speed is faster, it is possible to detect even a slight override, so that the driver can perform driving after performing corrective steering. Time until the mode is switched to the manual operation mode can be shortened.
As described above, in the present embodiment, the product of the steering torque T and the steering angular velocity ω is calculated as the steering power W, and this is an integration time set in consideration of the arrival time TTC to the object in the vicinity of the host vehicle. The steering work amount ΣW is calculated by integrating at. When the positive component of the steering work amount ΣW is larger than the determination threshold value ΣW _TH , it is determined that the driver is overriding. Therefore, it is possible to appropriately determine that the driver has overridden and switch from the automatic operation mode to the manual operation mode.

  In particular, it is effective for the override determination when traveling in a straight section or a large R curve section. It can be considered that the override of the driver at the time of the straight traveling is a correction steering for keeping the course of the vehicle in the lane, that is, maintaining the course. When traveling straight ahead, the absolute value of the tire slip angle is small, so the direction of the tire slip angle is easily reversed due to road surface irregularities. Therefore, when the vehicle is traveling in a straight section or a large R-curve section, the driver's override is appropriately determined, and the automatic driving mode is switched to the manual driving mode. The direction can be corrected appropriately.

  Also, during straight running, if the vehicle posture deviates from the direction of travel due to road surface irregularities, etc., the driver performs steering operation to correct the deviation amount. The required steering angular velocity may increase. In this embodiment, since the influence of both the steering torque T and the steering angular velocity ω can be taken into account, even in such a situation, the driver's corrective steering is spent for correcting the posture of the vehicle. It can be appropriately determined whether or not it has been done.

  Thus, when the driver is performing a steering operation in a direction that overcomes the torque from the tire side, it can be determined that the driver is overriding. Therefore, for example, when the driver performs steering for correcting the vehicle posture when the vehicle posture (orientation) deviates from the traveling direction due to disturbance while the host vehicle is traveling straight ahead, this correction steering is appropriately used. Can be detected.

That is, during the automatic driving mode, the driver's override can be detected while the steered motor 6 performs a tire steering operation necessary for automatic driving.
In FIG. 2, the automatic driving controller 103 corresponds to the driving mode switching unit. Further, the steering torque sensor 114 corresponds to the steering torque detector.
In FIG. 3, step S2 corresponds to the steering angular velocity detection unit, step S3 corresponds to the steering power calculation unit, and step S4 corresponds to the arrival time calculation unit. Steps S3, S5, and S6 correspond to the steering work amount calculation unit, and steps S7 to S10 correspond to the operation mode switching unit.

(effect)
In the present embodiment, the following effects can be obtained.
(1) The driver state determination controller 113 calculates the steering work ΣW resulting from the steering of the steering wheel by the driver based on the steering torque T applied by the driver to the steering wheel and the steering angular velocity ω steered by the driver. Calculate. Then, when the steering work amount ΣW exceeds the override determination threshold ΣW _TH during the automatic driving mode, the automatic driving travel controller 103 changes from the automatic driving mode in which automatic driving control is performed to the manual driving mode in which manual driving by the driver is performed. Switch.

  In this way, it is determined whether or not the driver is overriding using the steering work amount calculated based on the steering torque and the steering angular velocity. Therefore, even in a situation where the steering frequency is high and the phase difference between the steering angle and the steering torque is large, it is possible to determine whether or not the driver has properly overridden and switch the driving mode. That is, when the driver overrides the vehicle posture or the traveling direction to correct the steering operation by the driver, priority can be given.

(2) The driver state determination controller 113 calculates the product of the steering torque T and the steering angular velocity ω as a steering work rate W that is a steering work amount ΣW per unit time, and integrates this to calculate the steering work amount. ΣW is calculated.
Thus, since the product of the steering torque T and the steering angular velocity ω is the steering power W, whether or not the driver performs a steering operation in a direction that overcomes the torque from the tire side based on the sign of the steering power W. Can be determined. Further, since the steering work amount ΣW is calculated by integrating the steering work rate W detected instantaneously and instantaneously, the energy required for steering can be obtained appropriately.

(3) The driver state determination controller 113 calculates an arrival time TTC until the host vehicle reaches an object near the host vehicle. Then, the driver state determination controller 113 sets the integration time for integrating the steering power W shorter than the arrival time TTC when calculating the steering power ΣW.
Accordingly, it is possible to finish the determination as to whether or not the driver is overriding before the own vehicle reaches an object in the vicinity of the own vehicle.

(4) The driver state determination controller 113 sets the override determination threshold ΣW _TH smaller as the host vehicle speed increases.
Thereby, it becomes possible to detect even a slight override as the vehicle speed increases. Further, the time required for the detection can be shortened.
(5) Based on the steering torque applied by the driver to the steering wheel and the steering angular velocity steered by the driver, the amount of steering work by the driver steering the steering wheel is calculated. Then, the steering work amount calculated during the automatic operation mode in which the automatic traveling control for automatically traveling the host vehicle with the torque transmission path between the steering wheel and the steered wheel mechanically separated is an override determination threshold value. When ΣW _TH is exceeded, the automatic operation mode is switched from the automatic operation mode to the manual operation mode in which the driver can perform manual operation.
Thereby, a driver's override can be detected appropriately and a driving mode can be switched appropriately.

(Application examples)
(1) In the above embodiment, when the driver state determination controller 113 detects the driver's override, the automatic driving travel controller 103 can gradually shift from the automatic driving mode to the manual driving mode. In this case, the driving operation amount (steering operation amount, accelerator operation amount, braking operation amount) necessary for traveling on the target route set by the automatic traveling control is gradually brought closer to the driving operation amount by the driver. In other words, the ratio of the automatic driving mode to the driving operation amount necessary for traveling on the target route is gradually decreased.
Thereby, after detecting the driver's override, it is possible to smoothly shift from the automatic operation mode to the manual operation mode. Therefore, even when the driving operation amount in the automatic driving mode is different from the driving operation amount by the driver, there is an effect of suppressing the driver from feeling uncomfortable.

  (2) In the above embodiment, the case where the normal SBW control is performed in the manual operation mode has been described, but the present invention is not limited to this. In the case of a system in which a clutch capable of mechanically connecting and disconnecting the steering unit and the steered unit is interposed between the steering shaft 2 and the pinion shaft 4, in the manual operation mode, the clutch is engaged and the driver is engaged. Manual operation may be made possible.

  DESCRIPTION OF SYMBOLS 10 ... Driver's seat, 101 ... External driving | running environment detection apparatus, 102 ... Own-vehicle state detection apparatus, 103 ... Automatic driving | running | working controller, 104 ... Brake hydraulic pressure control actuator, 105 ... Throttle opening control actuator, 106 ... Steering angle control actuator DESCRIPTION OF SYMBOLS 107 ... Brake device 108 ... Accelerator device 109 ... Steering device 110 ... Travel speed setting device 111 ... Automatic / manual travel changeover switch 112 ... Notification device 113 ... Driver state determination controller 114 ... Steering torque sensor 115 ... Steering angle sensor

Claims (6)

There in the automatic and operation mode, the manual operation mode and vehicle driving control device capable of switching to allow manual operation by the driver to release the automatic travel control to perform automatic travel control to automatically travel vehicle And
A steering torque detector for detecting a steering torque applied by the driver to the steering wheel;
A steering angular velocity detection unit for detecting a steering angular velocity steered by the driver;
A steering work amount calculation unit for calculating a steering work amount when the driver steers the steering wheel based on the steering torque detected by the steering torque detection unit and the steering angular velocity detected by the steering angular velocity detection unit;
Driving that switches from the automatic driving mode to the manual driving mode when a positive component of the steering work calculated by the steering work calculating unit during the automatic driving mode in which the automatic driving control is performed exceeds a preset determination threshold. A vehicle operation control device comprising: a mode switching unit; A vehicle driving control device capable of switching between an automatic driving mode for performing automatic driving control for automatically driving the host vehicle and a manual driving mode for canceling the automatic driving control and enabling manual driving by the driver. And
A steering torque detector for detecting a steering torque applied by the driver to the steering wheel;
A steering angular velocity detection unit for detecting a steering angular velocity steered by the driver;
A steering work amount calculation unit for calculating a steering work amount when the driver steers the steering wheel based on the steering torque detected by the steering torque detection unit and the steering angular velocity detected by the steering angular velocity detection unit;
An operation mode switching unit that switches from the automatic operation mode to the manual operation mode when a steering work amount calculated by the steering work amount calculation unit exceeds a predetermined determination threshold during the automatic operation mode for performing the automatic traveling control; ,
An arrival time calculation unit that calculates an arrival time until the host vehicle reaches an object in the vicinity of the host vehicle,
The steering work calculation unit
A steering power calculation unit that calculates a product of the steering torque detected by the steering torque detection unit and the steering angular velocity detected by the steering angular velocity detection unit as a steering power that is the steering work amount per unit time; ,
By integrating the steering power calculated by the steering power calculation unit, the steering work is calculated ,
The steering work calculation unit sets an integration time for integrating the steering power calculated by the steering power calculation unit to be shorter than the arrival time calculated by the arrival time calculation unit. Control device. It has a vehicle speed detector that detects the vehicle speed of the host vehicle,
The operation mode switching unit, the faster the vehicle speed detected by the vehicle speed detecting section, a vehicle driving control device according to claim 1 or 2, characterized in that smaller the determination threshold. The vehicle operation control device according to any one of claims 1 to 3 , wherein the operation mode switching unit gradually switches from the automatic operation mode to the manual operation mode. The driver based on the steering angular velocity and the driver steering torque applied to the steering wheel performs the steering, the driver calculates the steering workload due to the steering of the steering wheel, the automatic traveling for running the vehicle automatically When the positive component of the steering work amount calculated during the automatic driving mode in which the control is performed exceeds a predetermined determination threshold, the automatic driving control is canceled from the automatic driving mode, and the driver can perform manual driving. The vehicle driving control method is characterized by switching to a manual driving mode. Calculate the arrival time until the host vehicle reaches an object near the host vehicle,
The product of the steering torque applied by the driver to the steering wheel and the steering angular velocity steered by the driver is calculated as the steering power,
By integrating the steering power with an integration time set shorter than the arrival time, a steering work amount due to the driver steering the steering wheel is calculated,
When the steering work calculated during the automatic driving mode for performing automatic driving control for automatically driving the host vehicle exceeds a predetermined determination threshold, the automatic driving control is canceled from the automatic driving mode. A vehicle driving control method, wherein switching to a manual driving mode enabling manual driving by a driver is provided.

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