JP2007199939A - Automatic operation controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic operation controller for sufficiently securing an inter-vehicle distance with a vehicle traveling behind in addition to an inter-vehicle distance with a vehicle traveling ahead in the case of changing an automatic operation to manual operation. <P>SOLUTION: A vehicle 50, a vehicle 51 and a vehicle 52 are mounted with automatic operation controllers so that line traveling control can be executed when those vehicles form a rank for traveling. When the vehicle 51 leaves the line traveling, the vehicle 50 and the vehicle 52 are informed of the intention by communicator 26, and the inter-vehicle distance between the front vehicle 50 traveling ahead of the vehicle 51 and the vehicle 51 and the inter-vehicle distance between a back vehicle 52 traveling behind the vehicle 51 and the vehicle 51 are extended by the control of the automatic operation controller. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic driving control device that is mounted on a mobile vehicle such as an automobile and controls automatic driving of the vehicle.

  Conventionally, an automatic driving system for automatically driving a vehicle such as an automobile is known. Under such an automatic driving system, for example, a plurality of automobile vehicles traveling on a highway or the like are more likely to travel in groups and form a vehicle group than to travel individually, for example, labor saving and traffic relaxation It is thought that there are many cases where this is preferable. Therefore, in the automatic driving system, research is being conducted on how to form a platoon with a plurality of vehicles and automatically run the entire platoon.

  Between vehicles that form a platoon and travel in a platoon, control information about the preceding vehicle is transmitted to the following vehicle, or conversely, control information about the following vehicle is transmitted to the preceding vehicle. Through such information exchange between vehicles, each vehicle is subjected to platooning control in which driving operations such as direction change, acceleration, and deceleration are performed in consideration of the entire platoon. When the platooning control is performed, the distance between the vehicles is set to be considerably shorter than a case where a normal driver is driven by a manual operation for the purpose of reducing traffic congestion. Specifically, it has been studied to reduce the inter-vehicle distance between vehicles under platooning control to about several tens of cm to 1 m. Therefore, when a vehicle running in a platoon is switched from automatic driving to driving by manual operation to leave the platoon, a very advanced driving technique is required for a normal driver. Since it is not realistic to force a normal driver to use such advanced driving techniques, it is normal for a vehicle running in a convoy to switch from automatic operation to manual operation and leave the convoy. It is necessary to take some kind of measures to increase the distance to the distance that the driver can handle.

In order to cope with the above, for example, Patent Document 1 (Japanese Patent Laid-Open No. 2001-273588) discloses a steering control unit that performs steering control of the host vehicle and travels in front of or behind the host vehicle. By controlling the inter-vehicle distance control means for controlling the inter-vehicle distance with another vehicle, and the steering control means and the inter-vehicle distance control means, the driver's own vehicle that can be driven manually is assembled with the other vehicle. A row running control device comprising row running control means for controlling the vehicle to automatically run in a state, wherein the row running control means cancels the row running by the driver in a state where the host vehicle is running in a row. Is detected, the steering control by the steering control means is canceled to allow the driver to manually operate the steering and Then, the control of the inter-vehicle distance by the inter-vehicle distance control means is continued over a period until the own vehicle leaves the platoon, and further, during the period, the inter-vehicle distance control means controls the self-vehicle and the other vehicle ahead. A convoy travel control device is disclosed in which the distance between the vehicle and the vehicle is controlled to become gradually longer.
JP 2001-273588 A

  In the platooning control device disclosed in Patent Document 1, the inter-vehicle distance control means gradually increases the inter-vehicle distance between the host vehicle and the other vehicles ahead in the period until the host vehicle leaves the platoon by manual steering. However, the inter-vehicle distance between the host vehicle and the other vehicle behind is not taken into consideration. That is, in the row running control device disclosed in Patent Document 1, after the driver operates to cancel the row running, the inter-vehicle distance with other vehicles running in front is controlled so as to increase. Since the other vehicle traveling behind travels in accordance with the normal control of the platooning control device, the distance between the vehicle and the host vehicle is controlled to be kept short. When other vehicles traveling behind are controlled in this way, there will be vehicles that stick to the back of the host vehicle even after the driver cancels platooning and tries to drive by manual steering. The driver will feel a great fear of being hit from behind. In particular, after switching from automatic driving to driving by manual steering, the driver's intuition for driving by manual steering has not returned, so the fear is even greater.

  In order to solve such a problem, the invention according to claim 1 is directed to an automatic operation control apparatus having a formation forming means for controlling a formation in which a formation is formed by a plurality of vehicles. A detachment means for performing detachment control from the platoon when traveling in a platoon, a distance between the vehicle and the vehicle in front of the vehicle that is detaching from the platoon by the detachment means, and the An inter-vehicle distance securing unit that performs control to increase the inter-vehicle distance between a rear vehicle traveling behind the vehicle and the vehicle is characterized.

  According to the present invention, when changing from automatic driving to driving by manual operation during platooning, in addition to the inter-vehicle distance with the vehicle traveling in front, the inter-vehicle distance with the vehicle traveling in the rear is sufficiently ensured. So, the driver doesn't feel a fear of being hit from behind.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a system configuration of an automatic driving control apparatus according to an embodiment of the present invention. This automatic operation control device is mounted on each vehicle traveling in a platoon. The automatic operation control device of the present embodiment includes an electronic control unit (hereinafter referred to as ECU) 10, and the ECU 10 controls automatic operation and the like.

  In the present embodiment, a CCD camera 11 is provided at the front and rear of the vehicle, and a peripheral situation in a predetermined area extending in front of and in the vehicle is photographed by these CCD cameras 11. The image data of the surrounding situation photographed by the CCD camera 11 is subjected to image processing in the ECU 10 and used for control such as automatic driving.

  Reference numeral 12 denotes a distance sensor composed of a laser radar, a millimeter wave radar, or the like that detects an inter-vehicle distance from other vehicles traveling in front of and behind the vehicle. Reference numeral 13 denotes a vehicle speed sensor that detects the vehicle speed of the host vehicle. Information of the distance sensor 12 and the vehicle speed sensor 13 is input to the ECU 10 and used for control such as automatic driving.

  A steering wheel 15 is provided at the driver's seat of the vehicle. A steering angle sensor 16 that detects a steering amount of the steering wheel 15 according to the rotation of the steering wheel 15 and a steering actuator 14 that applies a steering force to the steering wheel 15 are provided. Furthermore, it is provided.

  In the automatic driving control device of the present embodiment, when the vehicle is in the automatic driving mode, the steering 15 is not simulated and rotated by the actuator 14 in accordance with the steering angle of the tire 28, so-called by-wire technology. Is used. That is, when the vehicle is in the automatic driving mode, the signal of the steering angle sensor 16 is not used in the ECU 10, and no signal is input from the ECU 10 to the actuator 14, and the actuator 14, steering 15, steering angle The sensor 16 is separated from the ECU 10.

  When the driver cancels the automatic driving and the operation mode by manual operation is selected, the ECU 10 controls the actuator 14 to apply a steering force to the steering wheel 15, and the driver can feel a feeling of steering. Further, in the driving mode by manual operation, a signal from the steering angle sensor 16 that detects the steering amount of the steering wheel 15 is input to the ECU 10 and reflected in the steering of the tire 28.

  An accelerator pedal 18 is provided in the driver's seat of the vehicle, and a depression amount detection sensor 19 that detects the depression amount of the accelerator pedal 18 in response to depression of the accelerator pedal 18 and an accelerator pedal that applies depression force to the accelerator pedal 18. An actuator 17 is further provided.

  In the automatic driving control device of the present embodiment, when the vehicle is in the automatic driving mode, the depression amount of the accelerator pedal 18 is simulated by the actuator 17 according to the throttle opening of the engine (motor) 29. The so-called by-wire technology is not used. That is, when the vehicle is in the automatic driving mode, the signal of the depression amount detection sensor 19 is not used in the ECU 10, and no signal is input from the ECU 10 to the actuator 17, and the actuator 17, the accelerator pedal 18, The depressing amount detection sensor 19 is in a state of being separated from the ECU 10.

  When the driver cancels the automatic operation and the operation mode by manual operation is selected, the ECU 10 controls the actuator 17 to apply the depression force to the accelerator pedal 18, and the driver can feel a feeling of operation. . Further, in the operation mode by manual operation, a signal from the depression amount detection sensor 19 that detects the depression amount of the accelerator pedal 18 is input to the ECU 10 to determine the throttle opening of the engine (motor) 29 and the state of the transmission 30. Reflected.

  A shift lever 21 is provided in the driver's seat of the vehicle, and a lever position detection sensor 21 that detects the position of the shift lever 21 and a shift lever that applies a driving force for moving the shift lever 21 to a predetermined range position. An actuator 22 is further provided.

  In the automatic driving control device of the present embodiment, when the vehicle is in the automatic driving mode, the position of the shift lever 21 is not simulated by the actuator 20 in accordance with the state of the transmission 30. Wire technology is used. That is, when the vehicle is in the automatic driving mode, the signal of the lever position detection sensor 21 is not used in the ECU 10, and no signal is input from the ECU 10 to the actuator 20, and the actuator 20, the shift lever 21, The lever position detection sensor 21 is separated from the ECU 10.

  When the driver cancels the automatic operation and the operation mode by manual operation is selected, the ECU 10 controls the actuator 20 to apply a driving force to the shift lever 21, thereby causing the shift lever 21 to be in a predetermined range position. As a result, the driver can know what state the transmission 30 is in. In the operation mode by manual operation, a signal from the lever position detection sensor 21 that detects the position of the shift lever 21 is input to the ECU 10 and reflected in the state of the transmission 27.

  In the present example, the shift lever 21 is used as the operation means of the transmission 30, but other operation means can be used. For example, a push-down switch can be used as the operation means of the transmission 30. When such a switch is employed, a display means is provided as to which range the transmission is in. In this case, since there is no physical movable part, the structure of an actuator etc. is not required.

  Further, as an operating means of the transmission 30, a neutral return lever type switch that can be placed in a desired range by tilting during operation, and stands upright in the vertical direction and returns to the neutral position when the operation is finished. It can also be adopted. When such a switch is employed, a display means is provided as to which range the transmission is in. In this case, since the switch is configured to always return when not operated, the configuration of the actuator or the like can be omitted.

  A brake pedal 24 is provided in the driver's seat of the vehicle, and a depression amount detection sensor 25 that detects the depression amount of the brake pedal 24 according to depression of the brake pedal 24 and a brake pedal that applies depression force to the brake pedal 24. An actuator 23 is further provided.

  In the automatic driving control device of the present embodiment, when the vehicle is in the automatic driving mode, the amount of depression of the brake pedal 24 is not simulated by the actuator 23 in accordance with the driving of the brake 31. Wire technology is used. That is, when the vehicle is in the automatic driving mode, the signal of the depression amount detection sensor 25 is not used in the ECU 10, and no signal is input from the ECU 10 to the actuator 23. The actuator 23, the brake pedal 24, The depressing amount detection sensor 25 is in a state of being separated from the ECU 10.

  When the driver cancels the automatic operation and the operation mode by manual operation is selected, the ECU 10 controls the actuator 23 to apply a depression force to the brake pedal 24, and the driver can feel a feeling of operation. . In the operation mode by manual operation, a signal from the depression amount detection sensor 25 that detects the depression amount of the brake pedal 24 is input to the ECU 10 and reflected in the state of the brake 31 and the transmission 30.

  26 is an inter-vehicle communication device for transmitting / receiving various information to / from other vehicles around the host vehicle, and 27 is a traffic information communication device that transmits / receives various information to / from public communication facilities installed on the road network. It is a communication device. Information obtained by the inter-vehicle communication device 26 and the traffic information communication device 27 is used in the ECU 10 for control of automatic driving. In addition, the ECU 10 transmits its own driving control information from the own vehicle to the other vehicle by the inter-vehicle communication device 26. By using such an inter-vehicle communication device 26, in the automatic operation mode, control information about the preceding vehicle is transmitted to the following vehicle between vehicles that form a formation and run in the formation, or conversely, Control information is transmitted to the preceding vehicle.

  In the automatic operation mode, the steering angle of the tire 28, the throttle opening of the engine (or motor) 29, the state of the transmission 30, and the state of the brake 31 are changed based on a control signal from the ECU 10. It is configured as follows. In the operation mode by manual operation, the operation information of the steering wheel 15, the accelerator pedal 18, the shift lever 21, and the brake pedal 24 by the driver is transmitted to the tire 28, the engine (or motor) 29, the transmission via the ECU 10. 30 and transmitted to the brake 31.

  Reference numeral 30 denotes a self-driving cancel switch for canceling the automatic driving of the vehicle and changing the driving to a manual operation by the driver, and is provided at the driver's seat. Reference numeral 33 denotes a display arranged in the driver's seat for notifying the driver of various information such as the steering angle of the tire 28, the throttle opening of the engine (or motor) 29, the state of the transmission 30, and the state of the brake 31. It is a panel.

  With reference to FIG. 2, an example of behavior when a vehicle having an automatic operation control device having the above-described system configuration is released in a platooning and the automatic operation mode is canceled and the operation is changed to a manual operation by a driver will be described. To do. FIG. 2 is a diagram illustrating the behavior of the platoon when the driver cancels the automatic driving mode and switches to driving by manual operation while the vehicle 51 is traveling in the platoon. As shown below, such behavior is controlled in cooperation by an automatic operation control device mounted on each vehicle traveling in a platoon.

  2A shows a state in which the vehicle 50, the vehicle 51, and the vehicle 52 are used as the vehicle 50, and the vehicle is traveling in a row. During such a row running, the distance between the vehicle 50 and the vehicle 51 and the distance between the vehicle 51 and the vehicle 52 are set to the distance d1. Here, the distance d1 is an inter-vehicle distance between vehicles that are running in a convoy that is set by the automatic driving control device. This distance d1 is set to a distance of about several tens of cm to 1 m, which is considerably shorter than a case where a normal driver is driven by a manual operation for the purpose of reducing traffic congestion. Therefore, when a vehicle running in a platoon tries to leave the platoon by switching from automatic driving to driving by manual operation, it can be handled by normal driver driving techniques in front and rear of the vehicle. The automatic driving control device performs setting so as to provide a sufficient inter-vehicle distance. A sufficient inter-vehicle distance that can be accommodated by such a normal driver's driving technique is defined as an inter-vehicle distance for driving by manual operation, and the inter-vehicle distance is d2.

  The behavior when the automatic operation mode is canceled and the operation is changed to the manual operation by the driver is as follows. First, the vehicle 51 is in a state where the vehicle 51, the vehicle 51, and the vehicle 52 are running in a platoon. The driver of the driver operates the automatic driving release switch 32 in the driver's seat and instructs the automatic driving release ((1) in FIG. 2). Upon receiving this instruction, the ECU 10 of the automatic driving control apparatus uses the inter-vehicle communication device 26 to release the automatic driving of the vehicle 51 for the vehicle 50 traveling in the front and the vehicle 52 traveling in the rear. (2 in FIG. 2).

  Next, as shown in FIG. 2B, the ECU 10 of the automatic driving control device for the vehicle 50 controls the transmission 30 and the brake 31 to decelerate, so that the inter-vehicle distance from the vehicle 50 traveling ahead is d2. ((3) in FIG. 2). At the same time, the ECU 10 of the automatic driving control device of the vehicle 52 that has received the notification that the vehicle 51 cancels the automatic driving controls the transmission 30 and the brake 31 to decelerate, and with the vehicle 51 that travels ahead. The inter-vehicle distance is set to d2 ((4) in FIG. 2). The ECU 10 of the automatic driving control device of the vehicle 51 confirms from the information from the distance sensor 12 that the inter-vehicle distance between the vehicle 50 traveling forward and the vehicle 52 traveling rearward is d2. In addition, the ECU 10 of the automatic driving control device checks whether or not the driver can perform an appropriate driving operation manually, and cancels the automatic driving when the checking can be performed. In this way, the vehicle 51 leaves the platooning ((5) in FIG. 2).

  Thus, according to this embodiment, when changing to driving by manual operation, in addition to the inter-vehicle distance with the vehicle traveling ahead, the inter-vehicle distance with the vehicle traveling rearward can be sufficiently ensured. Therefore, the driver does not feel a fear of being hit from behind.

  The above is the operation when the automatic operation mode is canceled by the automatic operation control device of the present embodiment. Next, a flowchart for the automatic operation control apparatus to perform such an operation will be described. In addition, even if it controls based on another flowchart, automatic driving mode cancellation | release operation | movement by this embodiment can be performed, and the flowchart shown here is only an example for controlling an automatic driving control apparatus to the last. .

  FIG. 3 is a diagram illustrating a flowchart for control of the automatic driving control device of the vehicle 51 that releases the automatic driving mode. First, when the driver's automatic driving cancel switch 32 is operated by the driver, the flow is started (S100), and an automatic driving cancel request is made to the automatic driving control device (S101). Next, in S102, it is determined whether the condition that the inter-vehicle distance with the vehicle 50 traveling ahead is greater than d2 and the inter-vehicle distance with the vehicle 52 traveling behind is greater than d2. Here, if the condition of S102 is satisfied, the process proceeds to S104, and if not satisfied, the process proceeds to S103, and a routine for securing an inter-vehicle distance described later is entered.

  In S104, the steering wheel 14, the accelerator pedal 18, the shift lever 21 and the like are moved to appropriate positions. In the operation in this step, for example, in the case of the steering wheel 15, the ECU 10 controls the actuator 14 in accordance with the steering angle of the tire in the automatic driving, so that the movement of the steering wheel 15 is simulated to match the driving situation. . Similarly, the ECU 10 controls the actuator 17, the actuator 20, and the actuator 23 to reproduce the movements of the accelerator pedal 18, the shift lever 21, and the brake pedal 24 in a simulated manner according to the driving situation by automatic driving.

  When the operation of S104 is completed, the process proceeds to S105. In S105, it is determined whether automatic driving can be canceled. In this step, it is determined whether or not the driver can adapt to manual steering. After switching from automatic driving to driving by manual steering, the driver has not returned to intuition for driving by manual steering. For this purpose, the ECU 10 of the automatic driving control device checks whether or not the driver can perform an appropriate driving operation by manual steering. As a specific method, after the automatic driving release switch 32 is pressed, the ECU 10 causes the driver to perform a simulated driving operation. The actual operation at this stage is actually performed by the ECU 10. Comparing the driving operation by this driver with the driving operation judged to be optimal by the automatic driving control device, and confirming that the difference within a certain value can be maintained for a certain period of time, the driver can operate properly. The process proceeds to S106, the automatic operation is canceled, and the process is stopped (S107). On the other hand, if it is determined in S105 that the driver cannot perform proper driving, the process proceeds to S107. In S107, the operation means such as the steering wheel 14, the accelerator pedal 18, and the shift lever 21 are moved to the neutral position by the actuator, and the automatic driving is not released. Then, in S108, the entire process ends.

  Next, a routine for securing the inter-vehicle distance in S103 of the flowchart shown in FIG. 3 will be described. FIG. 4 is a diagram showing a flowchart of a routine for the automatic driving control device of the vehicle 51 that cancels the automatic driving mode to perform control for securing the inter-vehicle distance.

  When the routine for securing the inter-vehicle distance is started in S110, in S111, the ECU 10 transmits information indicating that the host vehicle cancels the automatic driving to the surrounding vehicles by the inter-vehicle communication device 26.

  Next, proceeding to S112, based on the information from the distance sensor 12, the sum of the distance between the vehicle 50 traveling ahead and the distance between the vehicle 52 traveling rearward is taken, and the sum is twice d2. Determine whether it is larger or smaller.

  Here, if it is determined that the sum is smaller than twice d2, the process proceeds to S113, and if it is determined that the sum is twice or more d2, the process proceeds to S118. In S113, it is determined whether the distance from the vehicle 52 traveling behind is greater or smaller than dmin. Here, the distance dmin is defined as the minimum required inter-vehicle distance in the platooning by the automatic driving control device, and this distance is shorter than d1. In the platooning by the normal automatic driving control device, the inter-vehicle distance is set to the distance d1 with a certain margin.

  If it is determined in S113 that the distance from the vehicle 52 traveling behind is greater than dmin, the process proceeds to S114, and the host vehicle is decelerated.

  In S113, if it is determined that the distance from the vehicle 52 traveling behind is dmin or less, the process proceeds to S115, and it is determined whether the inter-vehicle distance from the vehicle 50 traveling in front is greater than or less than d1.

  If it is determined in S115 that the inter-vehicle distance with the vehicle 50 traveling ahead is greater than d1, the process proceeds to S116. In this step, there is no allowance for the distance to the vehicle 52 traveling behind, and there is still an allowance for the distance to the vehicle 50 traveling forward, so the host vehicle 51 is accelerated.

  In S115, if it is determined that the inter-vehicle distance with the vehicle 50 traveling ahead is d1 or less, the process proceeds to S117. In this step, since there is no allowance for the distance from the vehicle 52 traveling behind and no allowance for the distance from the vehicle 50 traveling forward, the host vehicle 51 is allowed to travel as it is.

  In S112, based on the information from the distance sensor 12, the sum of the distance from the vehicle 50 traveling in the front and the distance from the vehicle 52 traveling in the rear is determined, and it is determined that the sum is more than twice d2. Then, the process proceeds to S118.

  In S118, a determination is made as to whether the distance from the vehicle 51 traveling ahead is larger or smaller than d2.

  If it is determined in S118 that the distance from the vehicle 51 traveling ahead is greater than d2, the process proceeds to S119. In this step, since there is a margin in the distance from the vehicle 51 traveling ahead, the host vehicle 51 is accelerated.

  If it is determined in S118 that the distance from the vehicle 51 traveling ahead is d2 or less, the process proceeds to S120. In this step, the host vehicle 51 is decelerated because the distance from the vehicle 51 traveling ahead is shorter than the inter-vehicle distance d2 required for driving by manual operation.

  In step S121, the process returns.

  Next, the control of the automatic driving control device for the vehicle 52 traveling behind the vehicle 51 that releases the automatic driving mode will be described. FIG. 5 is a diagram illustrating a flowchart for control of the automatic driving control device of the vehicle 52 that travels behind the vehicle 51 that releases the automatic driving mode.

  The process is started from S130, and in S131, the inter-vehicle communication device 26 of the automatic driving control device receives information indicating that the vehicle 51 cancels the automatic driving from the vehicle 51 traveling ahead. Then, the process proceeds to S132, and in S132, distance information between the vehicle 51 traveling ahead is acquired by the distance sensor 12 of the automatic driving control device, and it is determined whether or not this distance is greater than d2.

  In S132, if it is determined that the distance between the vehicle 51 traveling ahead is d2 or less, the process proceeds to S133, and a routine for securing the inter-vehicle distance is executed.

  In S132, if it is determined that the distance from the vehicle 51 traveling ahead is greater than d2, the process proceeds to S134 and the process is terminated.

  Next, the routine for ensuring the inter-vehicle distance in S133 of the flowchart shown in FIG. 5 will be described. FIG. 6 is a flowchart illustrating a routine for the automatic driving control device of the vehicle 52 that travels behind the vehicle 51 that releases the automatic driving mode to perform control for securing the inter-vehicle distance.

  When the routine for securing the inter-vehicle distance is started in S140, it is determined in S141 whether there is a vehicle traveling behind by the information from the CCD camera 11 of the automatic driving control device.

  If it is determined in S141 that there is no vehicle traveling behind based on the information from the CCD camera 11, the process proceeds to S142. In step S142, the host vehicle 52 is decelerated to increase the distance from the vehicle 51 traveling ahead.

  If it is determined in S141 that there is a vehicle traveling behind based on the information from the CCD camera 11, the process proceeds to S143. In S143, the distance from the vehicle traveling behind is determined from the distance sensor 12. Based on the information, it is determined whether this distance is greater than dmin.

  If it is determined in S143 that the distance from the vehicle traveling behind is greater than dmin, the process proceeds to S144, and in S144, the host vehicle 52 is decelerated so as to leave a distance from the vehicle traveling forward. I do.

  In S143, when it is determined that the distance to the vehicle traveling behind is not more than dmin, the process proceeds to S145.

  In S145, it is determined whether the distance from the vehicle 51 traveling ahead is greater than d1.

  If it is determined in S145 that the distance from the vehicle 51 traveling ahead is greater than d1, the process proceeds to S146, and in S146, the acceleration of the host vehicle 52 is reduced so as to reduce the distance from the vehicle 51 traveling forward. I do. In this way, the vehicle is accelerated to ensure a distance from the following vehicle as much as possible.

  If it is determined in S145 that the distance from the vehicle 51 traveling ahead is d1 or less, the process proceeds to S147. In S146, control is performed so as to maintain the current speed. This is because, in S146, both the distance from the vehicle 51 traveling in the front and the distance from the vehicle traveling in the rear are limits as the inter-vehicle distance in performing automatic driving.

  In step S148, return processing is performed.

  In the state of S146 and S147, the automatic driving control device of the vehicle 52 cannot perform control to increase the inter-vehicle distance for the vehicle 51, but this is the control of the automatic driving control device of the following vehicle of the vehicle 52. It is assumed that this is limited to exceptional cases such as a mistake or a vehicle following the vehicle 52 does not include an automatic driving control device. With respect to the processing for such an exceptional case, a further control flow can be added without departing from the technical idea of the present invention.

  Next, another control method of the automatic operation control device of this embodiment will be described. In the following, when there are vehicles that have been in platooning with multiple vehicles and have exited the platooning mode and have left the platooning, how will each vehicle rejoin the platooning based on other control methods of the automatic driving control device? I will explain how it works.

  When running a platoon with multiple vehicles, there is a concept of leading the platoon with a leading vehicle that runs at the head of the platoon, and in particular the idea of forming a platoon without such a leader. Based on the concept of the street, it is possible to design an automatic driving control device for each vehicle forming the formation.

  First, how each vehicle behaves according to the operation of the automatic driving control device of each vehicle will be described based on the concept of forming a formation without setting a leading vehicle. FIG. 7 is a diagram showing how to move to a group again without a leader when there is a vehicle that has canceled the automatic operation mode and left the formation while running in a row with multiple vehicles. .

  FIG. 7A shows a state in which the vehicle 50, the vehicle 51, the vehicle 52, and the vehicle 53 are running in a row. During such a row running, the distance between the vehicle 50 and the vehicle 51, between the vehicle 51 and the vehicle 52, and between the vehicle 52 and the vehicle 53 is set to the distance d1. The distance d1 is an inter-vehicle distance between vehicles that are traveling in a platoon, which is set by the automatic driving control device. This distance d1 is set to a distance of about several tens of cm to 1 m, which is considerably shorter than a case where a normal driver is driven by a manual operation for the purpose of reducing traffic congestion. Therefore, when a vehicle running in a platoon tries to leave the platoon by switching from automatic driving to driving by manual operation, it can be handled by normal driver driving techniques in front and rear of the vehicle. The automatic driving control device performs setting so as to provide a sufficient inter-vehicle distance. A sufficient inter-vehicle distance that can be accommodated by such a normal driver's driving technique is defined as an inter-vehicle distance for driving by manual operation, and the inter-vehicle distance is d2.

  The behavior when the automatic operation mode is canceled and the operation is changed to the manual operation by the driver is as follows. First, the vehicle 50, the vehicle 51, the vehicle 52, and the vehicle 54 shown in FIG. Then, the driver of the vehicle 51 operates the automatic driving release switch 32 in the driver's seat to instruct the automatic driving release ((1) in FIG. 7). Upon receiving this instruction, the ECU 10 of the automatic driving control apparatus uses the inter-vehicle communication device 26 to release the automatic driving of the vehicle 51 for the vehicle 50 traveling in the front and the vehicle 52 traveling in the rear. (2 in FIG. 7).

  Next, as shown in FIG. 7B, the ECU 10 of the vehicle 52 that travels rearward after receiving the notification controls the transmission 30 and the brake 31 to decelerate, and the distance between the vehicle 51 and the vehicle 51 that travels ahead. The distance is set to d2 ((3) in FIG. 7). Accordingly, the ECU 10 of the vehicle 53 that travels further behind the vehicle 52 controls the transmission 30 and the brake 31 to decelerate, so that the distance between the vehicle 52 and the vehicle 52 that travels in front is the distance between the vehicles during normal platooning. The distance d1 is set ((4) in FIG. 7).

  After securing a sufficient inter-vehicle distance behind, the ECU 10 of the vehicle 51 controls the transmission 30 and the brake 31 to decelerate so that the inter-vehicle distance with the vehicle 50 traveling in front is d2 (see FIG. 7 (5)).

  If it becomes such a state, ECU10 of the automatic driving | running control apparatus of the vehicle 51 will use information from the distance sensor 12 that the distance between the vehicle 50 which drive | works ahead and the vehicle 52 which drive | works back is d2. Check. In addition, the ECU 10 of the automatic driving control device checks whether or not the driver can perform an appropriate driving operation manually, and cancels the automatic driving if the checking is possible ((6) in FIG. 7).

  As shown in FIG. 7C, the vehicle 51 released from the automatic operation leaves the platoon by changing the lane or the like ((7) in FIG. 7). After the vehicle 51 leaves the platoon, the ECU 10 of the vehicle 52 controls the transmission 30 and the brake 31 to accelerate the vehicle so that the distance between the vehicle 50 and the vehicle 50 traveling in front is d1 (FIG. 7). (8)). In addition, the ECU 10 of the vehicle 53 controls and accelerates the transmission 30 and the brake 31 so that the distance between the vehicle 52 and the vehicle 52 traveling ahead becomes d1 (FIG. 7, (9)). )).

  Each vehicle is controlled as described above by the automatic driving control device of each vehicle, and as shown in FIG. 7D, the vehicle 50, the vehicle 52, and the vehicle 54 are again running in a row. It becomes a state.

  Next, how to make each vehicle behave by the operation of the automatic driving control device of each vehicle will be described based on the idea of setting a leading vehicle and forming a platoon. FIG. 8 is a diagram showing how the platoon is moved to the group again with the leader as a reference when there is a vehicle that has been released from the platoon by releasing the automatic operation mode while the platoon is traveling with multiple vehicles. is there.

  FIG. 8A shows a state in which a vehicle 50, a vehicle 51, a vehicle 52, and a vehicle 53 are used as a vehicle 50, and the vehicle is running in a platoon. During such a row running, the distance between the vehicle 50 and the vehicle 51, between the vehicle 51 and the vehicle 52, and between the vehicle 52 and the vehicle 53 is set to the distance d1. Here, the distance d1 is an inter-vehicle distance between vehicles that are running in a convoy that is set by the automatic driving control device. This distance d1 is set to a distance of about several tens of cm to 1 m, which is considerably shorter than a case where a normal driver is driven by a manual operation for the purpose of reducing traffic congestion. Therefore, when a vehicle running in a platoon tries to leave the platoon by switching from automatic driving to driving by manual operation, it can be handled by normal driver driving techniques in front and rear of the vehicle. The automatic driving control device performs setting so as to provide a sufficient inter-vehicle distance. A sufficient inter-vehicle distance that can be accommodated by such a normal driver's driving technique is defined as an inter-vehicle distance for driving by manual operation, and the inter-vehicle distance is d2.

  The behavior when the automatic operation mode is canceled and the operation is changed to the manual operation by the driver is as follows. First, the vehicle 51 is in a state where the vehicle 51, the vehicle 51, and the vehicle 52 are running in a platoon. The driver of the driver operates the automatic driving release switch 32 in the driver's seat and instructs the automatic driving release ((1) in FIG. 8). Receiving this instruction, the ECU 10 of the automatic driving control apparatus notifies the leading vehicle 50 traveling ahead using the inter-vehicle communication device 26 that the vehicle 51 cancels the automatic driving (FIG. 8). (2)).

  In this embodiment, since the automatic driving control device of each vehicle is controlled based on the concept of setting up a leading vehicle and forming a platoon, the automatic driving cancellation information of the vehicle 51 is first for the leading vehicle 50, Be notified. The leading vehicle 50 that has received the notification of the automatic driving cancellation information of the vehicle 51 notifies the vehicle 52 and the vehicle 52 that travel behind the vehicle 51 of the information that the platooning is divided by the detachment of the vehicle 51. ((3) in FIG. 8). The vehicle 52 and the automatic driving cancellation information of the vehicle 52 that have received such notification set the vehicle 52 as a new leading vehicle ((4) in FIG. 8).

  Next, as shown in FIG. 8B, the ECU 10 of the vehicle 52 that travels rearward after receiving the notification controls the transmission 30 and the brake 31 to decelerate, and the distance between the vehicle 51 and the vehicle 51 that travels ahead The distance is set to d2 ((5) in FIG. 8). In accordance with the behavior of the new leading vehicle 52, the ECU 10 of the vehicle 53 traveling behind controls the transmission 30 and the brake 31 to decelerate, so that the distance between the vehicle 52 traveling forward and the vehicle 52 traveling forward is normal. The distance between the vehicles is set to d1 ((6) in FIG. 8).

  After securing a sufficient inter-vehicle distance behind, the ECU 10 of the vehicle 51 controls the transmission 30 and the brake 31 to decelerate so that the inter-vehicle distance with the vehicle 50 traveling in front is d2 (see FIG. 8 (7)).

  If it becomes such a state, ECU10 of the automatic driving | running control apparatus of the vehicle 51 will use information from the distance sensor 12 that the distance between the vehicle 50 which drive | works ahead and the vehicle 52 which drive | works back is d2. Check. In addition, the ECU 10 of the automatic operation control device performs a check and confirmation as to whether or not the driver can perform an appropriate driving operation manually, and cancels the automatic operation when this confirmation is possible ((8) in FIG. 8).

  As shown in FIG. 8C, the vehicle 51 released from the automatic operation leaves the platoon by changing the lane or the like ((9) in FIG. 8). After the vehicle 51 leaves the platoon, the ECU 10 of the vehicle 52 controls the transmission 30 and the brake 31 to accelerate the vehicle so that the distance between the vehicle 50 and the vehicle 50 traveling ahead becomes d1 (FIG. 8). (10)). In addition, the ECU 10 of the vehicle 53 controls and accelerates the transmission 30 and the brake 31 so that the distance between the vehicle 52 and the vehicle 52 traveling ahead becomes d1 (FIG. 8, (11)). )).

  Each vehicle is controlled as described above by the automatic driving control device of each vehicle, and the state shown in FIG. 8 (D) is shown in which the vehicle 50, the vehicle 52, and the vehicle 54 perform the platooning again. In such a state, the vehicle 52 functioning as a new leading vehicle notifies the vehicle 50 that the formation has joined ((11) in FIG. 8), and this time the vehicle 50 is led again. The train is reorganized as a vehicle ((12) in FIG. 8).

  In this embodiment, as described above, automatic driving is based on the concept of leading the platoon with a leading vehicle that travels at the head of the platoon, and in particular, the concept of forming the platoon without providing such a leader. Control by the control device is performed. In any of the control methods, according to the present embodiment, when changing to driving by manual operation, a sufficient inter-vehicle distance from the vehicle traveling behind can be ensured. Therefore, the driver does not feel a fear of being hit from behind.

  Next, an operation for moving the steering wheel 14, the accelerator pedal 18, the shift lever 21 and the like to appropriate positions in S104 of FIG. 3 will be described. In the vehicle according to the present embodiment that is made into a by-wire, the steering 14, the accelerator pedal 18, the shift lever 21, and the brake pedal 24 are maintained at their neutral positions during automatic driving by the automatic driving control device. That is, while the vehicle is performing automatic driving, for example, in the case of the steering wheel 15, the simulated rotation operation is not performed in accordance with the steering angle of the tire in automatic driving.

  Here, the “neutral position” refers to the rotation angle of the steering wheel when the steering wheel 14 travels in front of the pedal. The pedals of the accelerator pedal 18 and the brake pedal 24 are not operated at all. In the case of the shift lever 21, the position is in the neutral range. Hereinafter, such a position of each operation means is referred to as a “neutral position”.

  In S104 of FIG. 3, the actuators 14, 17, 20, and 23 are controlled by operating means of the steering 14, the accelerator pedal 18, the shift lever 21, and the brake pedal 24 at the neutral position during such automatic driving. Therefore, it is reproduced according to the actual driving operation. For example, in the case of the steering wheel 15, the ECU 10 controls the actuator 14 in accordance with the steering angle of the tire in automatic driving, so that the movement of the steering wheel 15 is simulated according to the driving situation. Similarly, the ECU 10 controls the actuator 17, the actuator 20, and the actuator 23 to reproduce the movements of the accelerator pedal 18, the shift lever 21, and the brake pedal 24 in a simulated manner according to the driving situation by automatic driving.

  Here, it will be described with reference to the drawings how the state of the operation means of the steering wheel 14, the accelerator pedal 18 and the brake pedal 24 in the driver's seat changes between the automatic driving and after the automatic driving cancellation instruction. FIG. 9 is a diagram illustrating a state of the driver's seat during automatic driving of the vehicle having the automatic driving control device of the present embodiment. FIG. 10 is a diagram showing a state of the driver's seat after an automatic driving release instruction of the vehicle having the automatic driving control device of the present embodiment. 9 and 10, the steering indicator 60 is displayed in accordance with the steering angle of the tire 28 regardless of the state of the steering 14, and the steering of the tire 28 is performed according to the mark position in the steering indicator 60. It shows corners. The accelerator indicator 61 is displayed according to the throttle opening of the engine (motor) 29 regardless of how much the accelerator pedal 18 is operated. The throttle opening of the motor 29 is indicated. The brake indicator 62 is displayed according to the operating state of the brake 31 regardless of how much the brake pedal 24 is operated. The state of the brake 31 is indicated by the mark position in the brake indicator 62. As shown. Reference numeral 63 denotes a windshield provided on the entire surface of the driver's seat.

  As shown in FIG. 9, since the vehicle of the present embodiment is made by-wire, in the driver's seat during automatic driving, the steering wheel 14, the accelerator pedal 18, and the brake pedal 24 are all held at the neutral position. The actual driving situation can be referred to by a steering indicator 60, an accelerator indicator 61, and a brake indicator 62.

  When an instruction to cancel the automatic driving is given by the driver, the automatic driving control device of the present embodiment controls the inter-vehicle distance as described above, and the steering 14, accelerator pedal 18, Control is performed so that the brake pedal 24 is simulated. Such control is shown in S104 in FIG. 3, and the state of the driver's seat at that time is as shown in FIG.

  When the instruction for canceling the automatic driving is given as described above, the actuators drive the operation means such as the steering wheel 14, the accelerator pedal 18, and the brake pedal 24 all at once. When the vehicle starts to move, the driver is mentally frustrated, and each operating means such as the steering wheel 14 moves suddenly, which may hit the driver's limbs and injure the driver. Therefore, in the automatic operation control device of the present embodiment, after the operation of canceling the automatic operation is given, when the operation means such as the steering wheel 14, the accelerator pedal 18 and the brake pedal 24 are driven by the actuator, it takes a certain time. Then, control is performed so as to reach the simulated operation position of each operation means.

  The control of the automatic driving control device when the operation means such as the steering is moved to an appropriate position after the driver gives an instruction to cancel the automatic driving will be described with reference to FIG. FIG. 11 is a flowchart illustrating a routine for the automatic driving control device to move each operation means such as a steering to an appropriate position after an instruction to cancel the automatic driving is given by the driver. Note that the control of the automatic driving control apparatus according to this flowchart is merely an example, and the control of the automatic driving control apparatus of the present embodiment can be controlled by another flowchart. In the present invention, the automatic driving control apparatus may be controlled using any flowchart as long as it does not depart from the technical idea of the present invention.

  When this routine is started in S150, first, in S151, 0 is set to t and the count-up by the timer is started. Next, in S152, it is compared whether t is smaller than td. Here, td is the time from t = 0 until reaching the simulated operation position of each operation means. That is, in the control of the automatic operation control apparatus of the present embodiment, each operation means is brought to a simulated operation position over time from t = 0 to t = td.

  Taking the steering 14 as an example, taking the time td to bring the steering 14 to a simulated operation position will be described. When the rotation angle of the steering wheel 14 is θ and the steering angle of the tire is Θ, the rotation angle θ and the steering angle Θ can be expressed by the following equation (1) by a predetermined proportional constant k.

θ = k · Θ (1)
If it takes time from t = 0 to t = td to bring the steering wheel 14 to a simulated operation position, the rotation angle θ at time t can be expressed as the following equation (2). .

θ = k · Θ · t / td (0 ≦ t ≦ td) (2)
Such a concept can be applied to other operation means of pedals.

  Returning to the flowchart of FIG. 11, if it is determined in S152 that t is smaller than td, the process proceeds to S153. For example, in the case of steering, the rotation angle θ of the steering wheel 14 is based on the equation (2). Is calculated. In S154, each operation means such as the steering wheel 14 is moved by the actuator based on the value calculated in S153. In S155, the elapsed time Δt is added to t.

  In S152, the process proceeds to S156 where it is determined that t is equal to or greater than td, and the process returns in S156.

  Since the operation means such as the steering is moved to an appropriate position by the control of the automatic driving control device as described above, in the present embodiment, for example, the driver suddenly starts moving the steering 14 or the like. The operation means such as the steering wheel 14 suddenly moves so that they do not hit the driver's limbs and the driver is not injured.

  Next, it will be described that the automatic operation control device determines whether or not automatic operation can be canceled in S105 of FIG. After switching from automatic driving to driving by manual steering, the driver does not return to the intuition for driving by manual steering and cannot always perform an appropriate driving operation. Therefore, the automatic driving control device moves the steering wheel 15, the accelerator pedal 18 and the like to appropriate positions in S104, and then checks the driving skill of the driver by causing the driver to perform a simulated driving operation for a certain period of time.

  More specifically, in S104, the automatic driving control device moves the steering wheel 15, the accelerator pedal 18 and the like to appropriate positions by the actuator, but after that, the actuator moves to the steering wheel 15, in accordance with the driving operation of the automatic driving control device. The force that moved the accelerator pedal 18 and the like is reduced over a certain period of time. The driver cannot perform an appropriate driving operation unless force is applied to the steering wheel 15, the accelerator pedal 18, etc. in a form that complements this. Under such circumstances, the driver is allowed to perform a simulated driving operation for a certain period of time. Note that the actual operation at this stage is actually performed by the automatic operation control device.

  Through the simulated driving operation of the driver under such circumstances, the driving operation by the driver is compared with the driving operation judged to be optimal by the automatic driving control device, and if this comparison result is within a certain value for a certain time The driver determines that the driver can perform an appropriate operation, cancels the automatic operation completely, and shifts to the operation by manual operation by the driver. If it is determined that the driver cannot perform proper operation, the automatic operation is not released.

  Next, whether or not automatic driving can be canceled by the automatic driving control device will be described based on an operation example by a driver in the driver's seat. FIG. 12 is a diagram illustrating a state in which the driver is performing an appropriate driving operation after the automatic driving cancellation request. FIG. 13 is a diagram illustrating a state where the driver is performing an inappropriate driving operation after the automatic driving cancellation request.

  12 and 13, the steering indicator 60 is displayed in accordance with the steering angle of the tire 28 regardless of the state of the steering 14. The steering of the tire 28 is performed according to the mark position in the steering indicator 60. It shows corners. The accelerator indicator 61 is displayed according to the throttle opening of the engine (motor) 29 regardless of how much the accelerator pedal 18 is operated. The throttle opening of the motor 29 is indicated. The brake indicator 62 is displayed according to the operating state of the brake 31 regardless of how much the brake pedal 24 is operated. The state of the brake 31 is indicated by the mark position in the brake indicator 62. As shown. Reference numeral 63 denotes a windshield provided on the entire surface of the driver's seat. 12 and 13, what is applied to the steering wheel 14 represents the driver's hand, and each of the brake pedal 24 and the accelerator pedal 18 is applied to the driver's foot.

  In the example of FIG. 12, the driver operates the steering wheel 14 along the right curve, and the operation also matches the mark position in the steering indicator 60. Further, the operation of the accelerator pedal 18 also substantially coincides with the mark position in the accelerator indicator 61. If the driver can perform such an appropriate driving operation for a certain period of time, the automatic driving control device completely cancels the automatic driving.

  In the example of FIG. 13, the driver operates the steering 14 in the reverse direction with respect to the right curve, and the operation is contrary to the mark position in the steering indicator 60. Further, as shown by the accelerator indicator 61, the driver does not step on the accelerator pedal 18 but presses the brake pedal 24 on the contrary, although the accelerator pedal 18 must be operated. When the driver continues such an inappropriate driving operation, there is a risk of causing an accident if the automatic driving is canceled. Therefore, the automatic driving control device does not completely cancel the automatic driving but continues the automatic driving.

  The control of the automatic driving control apparatus when the automatic driving control apparatus determines whether or not automatic driving can be canceled as described above will be described with reference to FIG. FIG. 14 is a diagram illustrating a flowchart of a control routine according to the determination of whether or not automatic driving can be canceled by the automatic driving control device of the present embodiment. Note that the control of the automatic driving control apparatus according to this flowchart is merely an example, and the control of the automatic driving control apparatus of the present embodiment can be controlled by another flowchart. In the present invention, the automatic driving control apparatus may be controlled using any flowchart as long as it does not depart from the technical idea of the present invention.

  When this routine is started in S160, first, the counter T is set to 0 in S161. Next, in S162, the force applied to the steering wheel 15, the accelerator pedal 18, and the brake pedal 24 by the actuator as described above is reduced. Subsequently, the process proceeds to S163, and in this step, the difference between the simulated driving operation of the driver and the driving operation actually performed by the automatic driving control device is measured. In S164, it is determined whether the difference between the two driving operations is within a certain value that is considered to be acceptable as an error in the driving operation, and if it is within the certain value, the process proceeds to S165. In S165, the elapsed time Δt is added to the counter T. If the previous error is not within the predetermined value, the process proceeds to S166, and the counter T is set to 0 again. In S167, the value of the counter T is compared with a predetermined time Tmin. Tmin is the minimum time that the driver must perform an appropriate driving operation in order to determine that the driver is performing an appropriate driving operation. In S167, if the value of the counter T is larger than the predetermined time Tmin, it is determined that the driving operation can be canceled in S168, and the process returns in S169. In S167, when the value of the counter T is within the predetermined time Tmin, the process returns to S162 again.

  Based on the above control, taking the accelerator pedal 18 as an example, how automatic driving is released will be described with reference to FIG. FIG. 15 shows how the throttle opening of the engine (motor) 29, the accelerator pedal depression angle, the depression angle by the driver, and the auxiliary depression force applied to the accelerator pedal 18 by the actuator 17 with the passage of time after the automatic operation release switch is pressed. It is a figure shown simply about whether it changes to. In FIG. 15, the elapsed time is shown in unit time in order to simply show the changes in the throttle opening, accelerator pedal depression angle, driver depression angle, and auxiliary depression force of the engine (motor) 29.

  FIG. 15A shows an operation example of the accelerator pedal 18 when it is determined that automatic driving can be released, and FIG. 15B shows an operation example of the accelerator pedal 18 when it is determined that automatic driving cannot be released. Explaining with reference to both figures, first, when the automatic operation release switch 32 is pressed at t = 0, the auxiliary pedaling force is gradually applied to the accelerator pedal 18 by the actuator 17. Thus, at t = 1, the accelerator pedal 18 is operated by the actuator 17 so as to completely coincide with the throttle opening. Note that as the auxiliary pedaling force is applied to the accelerator pedal 18, the pedal angle of the accelerator pedal also increases.

  Next, from t = 2, the auxiliary pedaling force on the accelerator pedal 18 by the actuator 17 is gradually reduced. In accordance with this, the driver must step on the accelerator pedal 18 by his / her own power. In the case of FIG. 15A, the driver applies a pedaling force by the driver to the accelerator pedal 18 so as to match the throttle opening with an appropriate force. However, in the case of FIG. The driver does not step on the pedal.

  From t = 3, an automatic driving cancelability determination routine is started. In the case of FIG. 15A, it is determined that automatic driving can be canceled at t = 4, and automatic driving is canceled. Even in the case of FIG. 15B, the routine for determining whether or not to cancel the automatic driving starts from t = 3. However, the driver does not apply the pedaling force to step on the accelerator pedal 18 properly, so the automatic driving is canceled at t = 4. The automatic operation is not canceled and the operation by the automatic operation control device is continued as it is.

As described above, according to the automatic driving control device of the present embodiment, after switching from automatic driving to manual steering driving, it is checked whether the driving operation of the driver is proper and then the automatic driving is completely canceled. Because it is a mechanism that can automatically cancel the automatic operation.

It is a figure which shows the system configuration | structure of the automatic driving | operation control apparatus which concerns on embodiment of this invention. It is a figure which shows the behavior of a formation when a driver cancels automatic driving mode and switches to driving by manual operation while vehicles 51 are running in a formation. It is a figure which shows the flowchart for control of the automatic driving | operation control apparatus of the vehicle which cancel | releases automatic driving | operation mode. It is a figure which shows the flowchart of the routine for the automatic driving | operation control apparatus of the vehicle 51 which cancel | releases automatic driving | operation mode to perform control which ensures the distance between vehicles. It is a figure which shows the flowchart for control of the automatic driving | operation control apparatus of the vehicle 52 which drive | works behind the vehicle 51 which cancels | releases automatic driving mode. It is a figure which shows the flowchart of the routine for the automatic driving | running control apparatus of the vehicle 52 which drive | works behind the vehicle 51 which cancel | releases automatic driving | operation mode to perform control which ensures the distance between vehicles. It is a figure which shows how it moves to a group again without a leader, when there is a vehicle which canceled the automatic operation mode and left the formation while running in a formation with a plurality of vehicles. It is a figure which shows how it moves to a group again based on a leader, when there is a vehicle which canceled the automatic operation mode and left the formation while a plurality of vehicles are traveling in the formation. It is a figure which shows the mode of the driver's seat during the automatic driving | running | working of the vehicle which has the automatic driving | operation control apparatus of this embodiment. It is a figure which shows the mode of the driver's seat after the automatic driving | operation cancellation | release instruction | indication of the vehicle which has the automatic driving | operation control apparatus of this embodiment. It is a figure which shows the flowchart for control of the automatic driving | operation control apparatus at the time of moving each operation means, such as a steering, to an appropriate position after the instruction | indication of cancellation | release of automatic driving | operation is made by the driver. These are figures which show a mode that the driver is performing appropriate driving | operation operation after an automatic driving | operation cancellation | release request | requirement. It is a figure which shows a mode that the driver is performing improper driving operation after an automatic driving | operation cancellation | release request | requirement. It is a figure which shows the flowchart of the control routine which concerns on the automatic driving | operation cancellation | release cancellation determination of the automatic driving control apparatus of this embodiment. It is a figure which shows simply about the change with time progress of throttle opening, an accelerator pedal depression angle, a driver's depression angle, and an auxiliary depression force, after pressing down an automatic driving | operation cancellation | release switch.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Electronic control unit (ECU), 11 ... CCD camera, 12 ... Distance sensor, 13 ... Vehicle speed sensor, 14 ... (For steering) actuator, 15 ... Steering, 16. .. Steering angle sensor, 17 ... (accelerator pedal) actuator, 18 ... accelerator pedal, 19 ... (accelerator pedal) depression amount detection sensor, 20 ... (shift lever) actuator, 21 ... shift lever, 22 ... (shift lever) lever position detection sensor, 23 ... (brake pedal) actuator, 24 ... brake pedal, 25 ... (brake pedal) depression amount detection Sensor, 26 ... inter-vehicle communication device, 27 ... traffic information communication device, 28 ... tire, 29 ... engine (motor), 30 ..Transmission, 31 ... Brake, 32 ... Automatic operation release switch, 33 ... Display panel, 50, 51, 52, 53 ... Vehicle, 60 ... Steering indicator, 61 ... Accelerator indicator, 62 ... Brake indicator, 63 ... Windshield

Claims (1)

In an automatic operation control device having a formation forming means for performing a control by forming a formation by a plurality of vehicles,
A detachment means for performing detachment control from the platoon when the platoon formation means is running in the multiple vehicles,
Securing the inter-vehicle distance for controlling the distance between the front vehicle and the vehicle traveling ahead of the vehicle leaving the convoy by the detachment means and the distance between the rear vehicle and the vehicle traveling behind the vehicle. Means for controlling the automatic operation.

Images