JP2017140928A - Automatic driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic driving device that is able to reduce situations in which, if a manual driving operation is present, automatic driving is switched to manual driving against the intention of a driver.SOLUTION: If a manual driving operation is present, the absolute value of a difference between a first target position and an actual position is smaller than a position threshold value, and the absolute value of a difference between the first target speed and the actual speed is smaller than a speed threshold value, travel of a vehicle V is controlled by a travel control unit 15 of an automatic driving device 100 such that the vehicle V travels following, for example, a second target position in which a manual driving operation is reflected on the first target position. If, for example, a difference between the first target position and the actual position is small as a result of a manual driving operation, an erroneous operation by a driver occurs, or the driver wants to reflect a manual driving operation on automatic driving while continuing the automatic driving, the automatic operation reflecting the manual driving operation is continued. This makes it possible to reduce situations in which, when a manual driving operation is present, automatic driving is switched to manual driving against the intention of a driver.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an automatic driving apparatus.

  2. Description of the Related Art Conventionally, as described in Patent Document 1, there is known an apparatus capable of switching a driving state of a vehicle from automatic driving to manual driving. When it is determined that the vehicle tends to deviate from the lane, the device of Patent Document 1 performs steering in a direction that avoids deviating from the lane by a steering actuator. In the device of Patent Document 1, when the amount of change in the steering angle per unit time becomes equal to or greater than a set threshold value, and the steering angle is equal to or greater than the set steering angle after a set time, the driver starts automatic driving. It is determined that switching to manual operation is intended, and the drive of the steering actuator is stopped.

Japanese Patent Laid-Open No. 2003-081115

  By the way, in the above technique, since the driving of the steering actuator is stopped based on the steering angle or the like, if there is an erroneous operation by the driver, automatic driving can be switched to manual driving against the driver's intention. There is. If there is an erroneous operation by the driver, the driver may not be prepared to control the driving of the vehicle only with his own manual driving operation when switching from automatic driving to manual driving. is there. Also, if the driver wants to drive the vehicle at a distance from the side of an obstacle such as a large car, or if the driver is facing the crosswind, hail, or road surface slope, the center of the lane at the target position for automatic driving There is a case where the vehicle is required to travel at a distance from the vehicle, or a driver who wants to drive the vehicle traveling away from the center of the lane at the target position for automatic driving due to cross wind, hail, road surface inclination, or the like. However, when such a driver wants to reflect the manual driving operation to the automatic driving while continuing the automatic driving, the manual driving operation can switch the automatic driving to the manual driving against the driver's intention. There is.

  Therefore, an object of the present invention is to reduce that automatic driving is switched to manual driving against the driver's intention when there is a manual driving operation.

  The present invention relates to a travel environment recognition unit for recognizing a travel environment of a vehicle, a travel state recognition unit for recognizing a travel state of the vehicle, a travel environment recognized by the travel environment recognition unit, and a travel recognized by the travel state recognition unit. A target generation unit that generates a first target position and a first target speed according to a state, a driving operation input unit that receives a manual driving operation by a driver of the vehicle, a first target position and a first target generated by the target generation unit Based on one target speed and a manual driving operation received by the driving operation input unit, a traveling control unit that controls the traveling of the vehicle, a measuring unit that measures the actual position and the actual speed of the vehicle, and a target generating unit A difference calculation unit that calculates the difference between the generated first target position and the actual position measured by the measurement unit, and the difference between the first target speed generated by the target generation unit and the actual speed measured by the measurement unit And The travel control unit controls the travel of the vehicle so that the vehicle travels according to the first target position and the first target speed when there is no manual driving operation accepted by the driving operation input unit, and the driving operation input There is a manual operation received by the unit, the absolute value of the difference between the first target position calculated by the difference calculation unit and the actual position is less than the position threshold, and the first target speed calculated by the difference calculation unit When the absolute value of the difference between the actual speed and the actual speed is less than the speed threshold, the second target position reflecting the manual driving operation in the first target position and the second target position reflecting the manual driving operation in the first target speed The travel of the vehicle is controlled so that the vehicle travels according to the target speed, there is a manual driving operation accepted by the driving operation input unit, and the absolute difference between the first target position and the actual position calculated by the difference calculating unit Value is position threshold Or if there is a manual driving operation accepted by the driving operation input unit, and the absolute value of the difference between the first target speed and the actual speed calculated by the difference calculating unit is greater than or equal to the speed threshold value. In this case, the automatic driving device controls the traveling of the vehicle so that the vehicle travels according to the manual driving operation.

  According to this configuration, the driving control unit of the automatic driving device has a manual driving operation, the absolute value of the difference between the first target position and the actual position is less than the position threshold, and the first target speed and the actual speed are When the absolute value of the difference between the two is less than the speed threshold, the vehicle follows the second target position reflecting the manual driving operation in the first target position and the second target speed reflecting the manual driving operation in the first target speed. Is controlled so that the vehicle travels. As described above, when the difference between the first target position and the actual position caused by the manual driving operation is small and there is an erroneous operation by the driver, or when the driver continues the automatic driving, the manual driving operation is performed for the automatic driving. When it is desired to reflect the automatic operation, the automatic operation reflecting the manual operation is continued. For this reason, when there exists manual driving | operation operation, it can reduce that automatic driving | operation switches to manual driving against a driver | operator's intention.

  According to the automatic driving device of the present invention, it is possible to reduce the case where the automatic driving is switched to the manual driving against the driver's intention when there is a manual driving operation.

It is a block diagram which shows the structure of the automatic driving device which concerns on 1st Embodiment. It is a flowchart which shows the basic process of the automatic driving device of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The automatic driving apparatus 100 shown in FIG. The automatic driving apparatus 100 can switch the driving state of the vehicle V from the automatic driving to the manual driving according to the manual driving operation by the driver of the vehicle V. The automatic driving means that the travel of the vehicle V is controlled so that the vehicle V travels according to a first target position and a first target speed, which will be described later, generated by the automatic driving device 100.

  In addition, in the automatic driving, the manual driving operation by the driver of the vehicle V is reflected in the second target position and the first target speed, which will be described later, in which the manual driving operation by the driver of the vehicle V is reflected in the first target position. It includes that the traveling of the vehicle V is controlled so that the vehicle V travels according to the second target speed. On the other hand, the manual driving means that the traveling of the vehicle V is controlled so that the vehicle V travels only in accordance with the manual driving operation by the driver of the vehicle V. The manual driving operation means an operation on the steering wheel, the accelerator pedal, and the brake pedal by the driver of the vehicle V.

  As shown in FIG. 1, an automatic driving apparatus 100 includes an external sensor 1, a GPS [Global Positioning System] receiving unit 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an HMI [Human Machine Interface] 7, Auxiliary equipment U and ECU [Electronic Control Unit] 10 are provided.

  The external sensor 1 is a detection device that detects an external situation that is peripheral information of the vehicle V. The external sensor 1 includes at least one of a camera, a radar [Radar], and a rider [LIDAR: Laser Imaging Detection and Ranging]. The camera is an imaging device that captures an external situation of the vehicle V.

  The camera is provided on the back side of the windshield of the vehicle V, for example. The camera transmits imaging information related to the external situation of the vehicle V to the ECU 10. The camera may be a monocular camera or a stereo camera. The stereo camera has two imaging units arranged so as to reproduce binocular parallax. The imaging information of the stereo camera includes information in the depth direction.

  The radar detects an object such as a preceding vehicle outside the vehicle V using radio waves (for example, millimeter waves). The radar detects an object by transmitting radio waves around the vehicle V and receiving radio waves reflected by the object. The radar transmits information related to the detected object to the ECU 10.

  The rider detects an object such as a preceding vehicle outside the vehicle V using light. The rider transmits light around the vehicle V, receives the light reflected by the object, measures the distance to the reflection point, and detects the object. The rider transmits information regarding the detected object to the ECU 10. The cameras, riders, and radars do not necessarily have to be provided in duplicate.

  The GPS receiving unit 2 measures the position of the vehicle V (for example, the latitude and longitude of the vehicle V) by receiving signals from three or more GPS satellites. The GPS receiver 2 transmits position information regarding the measured position of the vehicle V to the ECU 10. Instead of the GPS receiver 2, other means that can specify the position of the vehicle V such as the latitude and longitude of the vehicle V may be used.

  The internal sensor 3 is a detection device that detects the traveling state of the vehicle V. The internal sensor 3 includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The internal sensor 3 includes at least a steering sensor, an accelerator pedal sensor, and a brake pedal sensor in order to detect an operation amount of a manual driving operation.

  The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, for example, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor transmits the detected speed information about the speed of the vehicle V (information about the rotational speed of the wheels) to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle V and a lateral acceleration sensor that detects lateral acceleration of the vehicle V. For example, the acceleration sensor transmits acceleration information of the vehicle V to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle V. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor transmits the detected yaw rate information of the vehicle V to the ECU 10.

  The steering sensor is a detector that detects an operation amount of a steering operation on a steering wheel by a driver of the vehicle V, for example. The operation amount detected by the steering sensor is, for example, the steering angle of the steering wheel or the steering torque with respect to the steering wheel. A steering sensor is provided with respect to the steering shaft of the vehicle V, for example. The steering sensor outputs information including the steering angle of the steering wheel or the steering torque for the steering wheel to the ECU 10.

  The accelerator pedal sensor is a detector that detects the amount of depression of the accelerator pedal, for example. The amount of depression of the accelerator pedal is, for example, the position of the accelerator pedal (pedal position) with a predetermined position as a reference. The predetermined position may be a fixed position or a position changed by a predetermined parameter. The accelerator pedal sensor is provided with respect to the shaft portion of the accelerator pedal of the vehicle V, for example. The accelerator pedal sensor outputs operation information corresponding to the amount of depression of the accelerator pedal to the ECU 10.

  The brake pedal sensor is a detector that detects the amount of depression of the brake pedal, for example. The amount of depression of the brake pedal is, for example, the position of the brake pedal (pedal position) with a predetermined position as a reference. The predetermined position may be a fixed position or a position changed by a predetermined parameter. The brake pedal sensor is provided, for example, for the brake pedal portion. The brake pedal sensor may detect an operating force of the brake pedal (such as a pedaling force against the brake pedal or a master cylinder pressure). The brake pedal sensor outputs operation information corresponding to the depression amount or operation force of the brake pedal to the ECU 10.

  The map database 4 is a database provided with map information. The map database is formed in, for example, an HDD [Hard disk drive] mounted on the vehicle V. The map information includes, for example, road position information, road shape information (for example, curves, straight line types, curve curvatures, etc.), and intersection and branch point position information. Furthermore, it is preferable to include the output signal of the external sensor 1 in the map information in order to use information on the position and shape of the shielding structure such as a building or a wall, or SLAM (Simultaneous Localization and Mapping) technology. The map database may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle V.

  The navigation system 5 is a device that provides guidance to the driver of the vehicle V to the destination set by the driver of the vehicle V. The navigation system 5 calculates a route on which the vehicle V travels based on the position information of the vehicle V measured by the GPS receiver 2 and the map information in the map database 4. For example, the navigation system 5 calculates a target route from the position of the vehicle V to the destination, and notifies the driver of the target route by displaying the display of the HMI 7 and outputting sound from the speaker of the HMI 7. The navigation system 5 transmits information on the target route of the vehicle V to the ECU 10. The navigation system 5 may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle V.

  The actuator 6 is a device that controls the behavior of the vehicle V during automatic driving such as acceleration, deceleration, and steering of the vehicle V. The actuator 6 includes at least an engine actuator, a brake actuator, and a steering actuator. The engine actuator controls the driving force of the vehicle V by controlling the amount of air supplied to the engine (throttle opening) in accordance with a control signal from the ECU 10. In the case where the vehicle V is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. When the vehicle V is an electric vehicle, a control signal from the ECU 10 is input to a motor as a power source to control the driving force.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 10. Thereby, the steering actuator controls the steering torque of the vehicle V.

  The HMI 7 is an interface for outputting and inputting information between an occupant (including a driver) of the vehicle V and the automatic driving apparatus 100. The HMI 7 includes, for example, a display panel for displaying image information to the occupant, a speaker for audio output, an operation button or a touch panel for the occupant to perform an input operation, a microphone for the occupant to input audio, and the like. ing.

  The auxiliary device U is a generic term for devices that are not included in the actuator 6. The auxiliary equipment U in the present embodiment includes, for example, a headlight, a direction indicator, a hazard lamp, an air conditioner, a wiper, and the like. A headlight, a direction indicator, a hazard lamp, and the like of the auxiliary device U are turned on by a control signal from the ECU 10. The auxiliary device U may be automatically controlled by a control signal from the ECU 10 according to the temperature around the vehicle V, the weather, and the like.

  The ECU 10 controls the operation of each part of the automatic driving device 100 during automatic driving. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The ECU 10 includes a travel environment recognition unit 11, a travel state recognition unit 12, a target generation unit 13, a driving operation input unit 14, a travel control unit 15, a measurement unit 16, a difference calculation unit 17, and a display control unit 18. In the ECU 10, a program stored in the ROM is loaded into the RAM and executed by the CPU, thereby executing control of each part such as the traveling environment recognition unit 11 described above. The ECU 10 may be composed of a plurality of electronic control units.

  The travel environment recognition unit 11 recognizes the travel environment of the vehicle V based on information acquired by the external sensor 1, the GPS reception unit 2, and the map database 4. The traveling environment means, for example, a situation outside the vehicle V, and means, for example, the shape of the road ahead of the vehicle V, the position and relative speed of obstacles such as other vehicles around the vehicle V, and the like. Based on the information acquired by the external sensor 1, the traveling environment recognition unit 11 acquires, for example, information on lane boundary lines (white lines, yellow lines) of lanes, other vehicles, and the like. Based on the information acquired by the GPS receiving unit 2 and the map database 4, the traveling environment recognition unit 11 determines the position of the vehicle V, the shape of the lane in which the vehicle V is traveling, the width, the presence or absence of an adjacent lane, and the presence or absence of a branch. Get information about the presence or absence of merging.

  The traveling state recognition unit 12 recognizes the traveling state of the vehicle V based on information acquired by the external sensor 1, the GPS receiving unit 2, the internal sensor 3, and the map database 4. The traveling state means, for example, the speed, acceleration, deceleration, yaw rate, and position of the vehicle V. The traveling state recognition unit 12 can recognize the speed, acceleration, deceleration, and yaw rate of the vehicle V by the internal sensor 3. Further, the traveling state recognition unit 12 recognizes the position of the vehicle V in the lane based on the position of the vehicle V measured by the GPS receiving unit 2 and the map information in the vicinity of the position of the vehicle V in the map database 4. Can do. The traveling state recognition unit 12 may recognize the position of the vehicle V in the lane based on the boundary line of the lane detected by the camera of the external sensor 1.

  The target generation unit 13 generates a first target position and a first target speed according to the driving environment recognized by the driving environment recognition unit 11 and the driving state recognized by the driving state recognition unit 12. The first target position means a position where the vehicle V generated according to the traveling environment and the traveling state should travel. The first target position means, for example, the position of the vehicle V in the width direction of the lane in which the vehicle V travels, and may be the center of the lane. Further, the first target position may be, for example, a position in the traveling direction of the lane in which the vehicle V travels, or may be an arbitrary position on the map. The first target speed means a speed at which the vehicle V generated by the automatic driving device 100 should travel according to the traveling environment and the traveling state. The first target speed may be, for example, the maximum speed defined by laws of the lane in which the vehicle V travels. Further, when a preceding vehicle is present in front of the vehicle V, the first target speed may be the same speed as the preceding vehicle in order to follow the preceding vehicle. The target generation unit 13 generates a first target position and a first target speed for each preset time.

  The driving operation input unit 14 receives a manual driving operation by the driver of the vehicle V by the steering sensor, the accelerator pedal sensor, and the brake pedal sensor of the internal sensor 3.

  The travel control unit 15 drives the actuator 6 based on the first target position and the first target speed generated by the target generation unit 13 and the manual driving operation received by the driving operation input unit 14. The travel of the vehicle V is controlled. The traveling control unit 15 controls traveling of the vehicle V so that the vehicle V travels according to the first target position and the first target speed when there is no manual driving operation accepted by the driving operation input unit 14. The operation of the traveling control unit 15 when there is a manual driving operation accepted by the driving operation input unit 14 will be described later.

  The measuring unit 16 measures the actual position and the actual speed of the vehicle V using the external sensor 1, the GPS receiving unit 2, the internal sensor 3, and the map database. The actual position means, for example, the actual position of the vehicle V in the width direction of the lane in which the vehicle V travels. The actual speed means an actual speed with respect to the road surface of the vehicle V, for example. The measuring unit 16 recognizes the position of the vehicle V in the lane based on the position of the vehicle V measured by the GPS receiving unit 2 and the map information in the vicinity of the position of the vehicle V in the map database 4. can do. The measurement unit 16 may recognize the position of the vehicle V in the lane based on the boundary line of the lane detected by the camera of the external sensor 1. The measuring unit 16 can measure the actual speed of the vehicle V by the vehicle speed sensor of the internal sensor 3. The first target position, the second target position, and the actual position of the vehicle V can be based on any position such as the center of gravity, the front end, and the rear end of the vehicle V.

  The difference calculation unit 17 uses the difference between the first target position generated by the target generation unit 13 and the actual position measured by the measurement unit 16, and the first target speed generated by the target generation unit 13 and the measurement unit 16. Calculate the difference from the measured actual speed.

  The difference between the first target position and the actual position and the difference between the first target speed and the actual speed may be caused by crosswind, dredging, road surface inclination, and the like. Further, as described above, in the automatic driving, the traveling of the vehicle V is controlled so that the vehicle V travels according to the second target position or the like in which the manual driving operation by the driver of the vehicle V is reflected in the first target position. To be included. Therefore, the difference between the first target position and the actual position and the difference between the first target speed and the actual speed can also be caused by a manual driving operation by the driver of the vehicle V. As will be described later, the traveling control unit 15 of the automatic driving apparatus 100 according to the present embodiment performs automatic driving during execution based on the difference between the first target position and the actual position and the difference between the first target speed and the actual speed. Switch to manual operation.

  When the driving state of the vehicle V is switched from the automatic driving to the manual driving, the display control unit 18 transmits information regarding the stop of the automatic driving and the switching from the automatic driving to the manual driving to the driver of the vehicle V by the HMI 7. To inform. Information notification by the HMI 7 can be performed by video displayed on the display panel and audio output from the speaker.

  Next, processing executed by the automatic driving apparatus 100 will be described. In the following description, it is assumed that the vehicle V is traveling on an automobile exclusive road such as an expressway in an automatic driving state. As shown in FIG. 2, the traveling environment recognition unit 11 of the ECU 10 of the automatic driving apparatus 100 recognizes the traveling environment of the vehicle V (S1). The traveling state recognition unit 12 of the ECU 10 of the automatic driving apparatus 100 recognizes the traveling state of the vehicle V (S2).

  The target generation unit 13 of the ECU 10 of the automatic driving apparatus 100 generates a first target position and a first target speed (S3). For example, the target generation unit 13 generates the center position of the lane in the width direction of the lane in which the vehicle V travels as the first target position. Moreover, the target production | generation part 13 produces | generates the maximum speed prescribed | regulated by the law of the lane where the vehicle V drive | works as a 1st target position.

  The measurement unit 16 of the ECU 10 of the automatic driving apparatus 100 measures the actual position and the actual speed of the vehicle V (S4). The difference calculation unit 17 of the ECU 10 of the automatic driving apparatus 100 includes a difference between the first target position generated by the target generation unit 13 and the actual position measured by the measurement unit 16, and a first generated by the target generation unit 13. The difference between the target speed and the actual speed measured by the measuring unit 16 is calculated (S5). The difference between the first target position and the actual position is, for example, a distance from the center of the lane of the vehicle V in the width direction of the lane in which the vehicle V travels. Further, the difference between the first target speed and the actual speed is, for example, a speed difference between the maximum speed determined by the law of the lane in which the vehicle V travels and the actual speed of the vehicle V.

  When there is no manual driving operation accepted by the driving operation input unit 14 of the ECU 10 of the automatic driving device 100 (S6), the traveling control unit 15 of the ECU 10 of the automatic driving device 100 determines the first target position and the first target speed. The travel of the vehicle V is controlled so that the vehicle V travels according to (S7). That is, when there is no manual driving operation by the driver of the vehicle V, the traveling control unit 15 continues to maintain the driving state of the automatic driving. For example, the travel control unit 15 controls the travel of the vehicle V so that the vehicle V continues to travel in the center position of the lane at the maximum speed defined by the lane laws.

  There is a manual driving operation accepted by the driving operation input unit 14 (S6), the absolute value of the difference between the first target position and the actual position calculated by the difference calculating unit is less than the position threshold, and the difference calculating unit When the calculated absolute value of the difference between the first target speed and the actual speed is less than the speed threshold (S8), the travel control unit 15 reflects the manual driving operation on the first target position. The travel of the vehicle V is controlled so that the vehicle V travels according to the second target speed in which the manual driving operation is reflected on the position and the first target speed (S9).

  The position threshold value is a threshold value of a position difference for determining whether or not to switch from automatic operation to manual operation, and is represented by a distance, for example. The size of the position threshold may be changed according to the traveling environment and the traveling state. For example, the size of the position threshold value may be set larger as the width of the lane in which the vehicle V is traveling is larger. For example, when the width of the lane in which the vehicle V is traveling is d, the position threshold can be set to d / 5 to d / 3, and can be set to d / 4.

  The speed threshold value is a speed difference threshold value for determining whether to switch from automatic operation to manual operation. The magnitude of the speed threshold may be changed according to the traveling environment and the traveling state. For example, the magnitude of the speed threshold value may be set larger as the maximum speed defined by laws of the lane in which the vehicle V is traveling is faster.

  For example, the second target position may be set to any position between the first target position and a position where the vehicle V is predicted to travel based on the steering angle of the manual driving operation, the accelerator opening, and the brake amount. For example, it can be set to a position intermediate between the first target position and the position where the vehicle V is predicted to travel based on the steering angle accelerator opening and the brake amount of the manual driving operation. Further, the second target speed can be set to, for example, a speed between the first target speed and a speed at which the vehicle V is predicted to travel based on the accelerator opening degree and the brake amount of the manual driving operation. The intermediate speed between the first target speed and the speed at which the vehicle V is predicted to travel can be set based on the accelerator opening degree and the brake amount of the manual driving operation.

  That is, when there is an erroneous operation by the driver, or when the driver wants to drive the vehicle V at a distance from the side of an obstacle such as a large vehicle, or when the driver has a crosswind, a kite, and a slope of the road surface. When the vehicle V is desired to run at a distance from the center of the lane of the first target position for automatic driving, or when the driver is in the middle of the lane of the first target position for automatic driving due to crosswinds, hail, road surface inclination, etc. If the difference between the first target position and the actual position is small and the difference between the first target speed and the actual speed is small, as in the case where the vehicle V traveling away from the vehicle is to be returned to the center of the lane, the travel control unit 15 continues the automatic driving while reflecting the manual driving operation by the driver of the vehicle V.

  When there is a manual driving operation accepted by the driving operation input unit 14 and the absolute value of the difference between the first target position and the actual position calculated by the difference calculating unit 17 is greater than or equal to the position threshold, and the driving operation input unit 14 In any of the cases where there is a manual driving operation accepted by and the absolute value of the difference between the first target speed and the actual speed calculated by the difference calculating unit 17 is equal to or greater than the speed threshold (S6, S8). The travel control unit 15 controls the travel of the vehicle V so that the vehicle V travels according to the manual driving operation (S10).

  That is, when the driver wants to switch the driving state from automatic driving to manual driving, when the difference between the first target position and the actual position is large, or when the difference between the first target speed and the actual speed is large. The traveling control unit 15 stops the automatic operation and switches the operation state from the automatic operation to the manual operation. The display control unit 18 of the ECU 10 of the automatic driving apparatus 100 notifies the driver of the vehicle V of information regarding the stop of automatic driving and the switching from automatic driving to manual driving by the HMI 7 (S11).

  According to this embodiment, there is a manual driving operation by the traveling control unit 15 of the automatic driving apparatus 100, the absolute value of the difference between the first target position and the actual position is less than the position threshold, and the first target speed and When the absolute value of the difference from the actual speed is less than the speed threshold, the second target position in which the manual driving operation is reflected in the first target position and the second target in which the manual driving operation is reflected in the first target speed The travel of the vehicle V is controlled so that the vehicle V travels according to the speed. As described above, when the difference between the first target position and the actual position caused by the manual driving operation is small and there is an erroneous operation by the driver, or when the driver continues the automatic driving, the manual driving operation is performed for the automatic driving. When it is desired to reflect the automatic operation, the automatic operation reflecting the manual operation is continued. For this reason, when there exists manual driving | operation operation, it can reduce that automatic driving | operation switches to manual driving against a driver | operator's intention.

  As mentioned above, although embodiment of this invention was described, this invention is implemented in various forms, without being limited to the said embodiment. For example, the automatic driving device 100 does not include the display control unit 18, and the notification to the driver regarding the stop of the automatic driving and the switching from the automatic driving to the manual driving may be omitted.

  In the automatic driving, it is sufficient that the vehicle V is controlled so that the vehicle V travels at least according to the first target position generated by the automatic driving device 100. For automatic driving, the vehicle is moved to the first target position. Control of the traveling of the vehicle V so that the vehicle V travels according to the second target position reflecting the manual driving operation by the driver of V may be included. The target generation unit 13 generates a first target position according to the travel environment recognized by the travel environment recognition unit 11 and the travel state recognized by the travel state recognition unit 12, and the travel control unit 15 includes the target generation unit 13. Based on the first target position generated by the driving operation input unit 14 and the manual driving operation received by the driving operation input unit 14, the traveling of the vehicle V is controlled, and the measuring unit 16 measures the actual position of the vehicle V and determines the difference. The calculation unit 17 calculates the difference between the first target position generated by the target generation unit 13 and the actual position measured by the measurement unit 16, and the travel control unit 15 receives the manual operation received by the driving operation input unit 14. When there is no driving operation, the traveling of the vehicle V is controlled so that the vehicle V travels according to the first target position, and there is a manual driving operation received by the driving operation input unit 14, which is calculated by the difference calculation unit 17. When the absolute value of the difference between the first target position and the actual position is less than the position threshold, the vehicle V travels according to the second target position reflecting the manual driving operation at the first target position. When the travel of V is controlled and there is a manual driving operation received by the driving operation input unit 14, and the absolute value of the difference between the first target position and the actual position calculated by the difference calculating unit 17 is greater than or equal to the position threshold value. Alternatively, the traveling of the vehicle V may be controlled so that the vehicle V travels according to a manual driving operation.

  In the automatic driving, it is sufficient that the vehicle V travels at least so that the vehicle V travels according to the first target speed generated by the automatic driving apparatus 100. For automatic driving, the vehicle is set to the first target speed. It may be included that the traveling of the vehicle V is controlled such that the vehicle V travels according to the second target speed reflecting the manual driving operation by the V driver. The target generation unit 13 generates a first target speed according to the travel environment recognized by the travel environment recognition unit 11 and the travel state recognized by the travel state recognition unit 12, and the travel control unit 15 Based on the first target speed generated by the driving operation input unit 14 and the manual driving operation accepted by the driving operation input unit 14, the traveling of the vehicle V is controlled, and the measuring unit 16 measures the actual speed of the vehicle V and determines the difference. The calculation unit 17 calculates the difference between the first target speed generated by the target generation unit 13 and the actual speed measured by the measurement unit 16, and the travel control unit 15 receives the manual operation received by the driving operation input unit 14. When there is no driving operation, the traveling of the vehicle V is controlled so that the vehicle V travels according to the first target speed, and there is a manual driving operation received by the driving operation input unit 14. When the absolute value of the difference between the first target speed and the actual speed is less than the speed threshold, the vehicle V travels according to the second target speed that reflects the manual driving operation on the first target speed. When the travel of V is controlled, there is a manual driving operation accepted by the driving operation input unit 14, and the absolute value of the difference between the first target speed calculated by the difference calculating unit 17 and the actual speed is greater than or equal to the speed threshold value Alternatively, the traveling of the vehicle V may be controlled so that the vehicle V travels according to a manual driving operation.

  DESCRIPTION OF SYMBOLS 1 ... External sensor, 2 ... GPS receiving part, 3 ... Internal sensor, 4 ... Map database, 5 ... Navigation system, 6 ... Actuator, 7 ... HMI, 10 ... ECU, 11 ... Running environment recognition part, 12 ... Running state recognition , 13 ... Target generating unit, 14 ... Driving operation input unit, 15 ... Running control unit, 16 ... Measurement unit, 17 ... Difference calculation unit, 18 ... Display control unit, 100 ... Automatic driving device, V ... Vehicle, U ... Auxiliary equipment.

Claims (1)

A driving environment recognition unit that recognizes the driving environment of the vehicle;
A traveling state recognition unit for recognizing the traveling state of the vehicle;
A target generation unit that generates a first target position and a first target speed according to the travel environment recognized by the travel environment recognition unit and the travel state recognized by the travel state recognition unit;
A driving operation input unit for receiving a manual driving operation by a driver of the vehicle;
A travel control unit for controlling travel of the vehicle based on the first target position and the first target speed generated by the target generation unit and the manual driving operation received by the driving operation input unit; ,
A measuring unit for measuring an actual position and an actual speed of the vehicle;
The difference between the first target position generated by the target generation unit and the actual position measured by the measurement unit, and the first target velocity generated by the target generation unit and the measurement by the measurement unit A difference calculation unit for calculating a difference from the actual speed;
With
The travel controller is
When there is no manual driving operation accepted by the driving operation input unit, the vehicle is controlled to travel according to the first target position and the first target speed,
There is the manual driving operation received by the driving operation input unit, the absolute value of the difference between the first target position and the actual position calculated by the difference calculation unit is less than a position threshold, and the difference calculation When the absolute value of the difference between the first target speed and the actual speed calculated by the unit is less than a speed threshold, the second target position reflecting the manual driving operation in the first target position and the Controlling the travel of the vehicle so that the vehicle travels according to a second target speed reflecting the manual driving operation in a first target speed;
When there is the manual driving operation received by the driving operation input unit, and the absolute value of the difference between the first target position and the actual position calculated by the difference calculation unit is greater than or equal to a position threshold, and the driving In any case where there is the manual driving operation accepted by the operation input unit, and the absolute value of the difference between the first target speed and the actual speed calculated by the difference calculation unit is equal to or greater than a speed threshold value Is an automatic driving device that controls the traveling of the vehicle so that the vehicle travels according to the manual driving operation.

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