JP2022022075A - Vehicle control device and vehicle control method - Google Patents

Abstract

To provide a vehicle control device capable of reducing the possibility of bothering a user in switching driving modes.SOLUTION: An HCU 20 is used on a vehicle having an autonomous driving mode in which every driving task is executed by a system, and a plurality of manual driving modes of different automation levels. In switching to the autonomous driving mode during a manual driving mode, the HCU 20 requests a user to perform an operation corresponding to the automation level of the current driving mode as an operation for switching to the autonomous driving mode. The number of operations in sequence for switching to the autonomous driving mode is set to increase as the automation level of the current mode decreases.SELECTED DRAWING: Figure 5

Description

The disclosure herein relates to techniques for controlling the presentation of information to users of vehicles capable of performing autonomous driving.

Patent Document 1 discloses a vehicle control device that starts automatic driving when a traffic jam is occurring and the length of the section where the traffic jam is occurring is a predetermined value or more.

Japanese Unexamined Patent Publication No. 2018-27726

There can be multiple levels of automation of driving operations, as defined, for example, by the American Society of Automotive Engineers (SAE International). Note that manual driving as a synonym for automatic driving can include not only completely manual driving in which the user performs all driving tasks, but also a state in which driving support is being executed. The user here mainly refers to an occupant seated in the driver's seat. Driving tasks include steering and acceleration / deceleration operations. Monitoring traffic conditions around the vehicle can also be included in the driving task.

It is assumed that the vehicle control device that provides the automatic driving function includes, as an operation mode, a manual driving mode in which the user performs at least a part of the driving task and an automatic driving mode in which the system performs all the driving tasks. The system here refers to an in-vehicle system mainly composed of a vehicle control device.

The transition from the manual driving mode to the automatic driving mode in such a vehicle control device detects that the user has performed a predetermined operation for switching to the automatic driving mode based on the input signal from the predetermined input device. It is carried out based on. For example, when a user operation instructing the start of automatic driving is performed via an input device, the vehicle control device switches the driving mode to the automatic driving mode after confirming the user's intention using an image or a voice message. .. Switching from the automatic operation mode to the manual operation mode can also be executed triggered by a predetermined user operation.

Assuming a system configuration in which operation changes are performed triggered by a predetermined user operation as described above, it is preferable that the system is configured so as not to bother the user as much as possible when switching the operation mode.

The present disclosure has been made based on this circumstance, and an object of the present invention is to provide a vehicle control device capable of reducing the risk of causing trouble to the user when switching the operation mode.

One of the vehicle control devices for achieving the purpose is a vehicle control device having a plurality of operation modes having different levels of automation of driving operations, and is a signal corresponding to a user's operation for switching the driving modes. An operation signal acquisition unit (F3) that acquires an operation signal from the input device (19), and an operation mode control unit (F5) that controls switching of the operation mode based on the operation signal acquired by the operation signal acquisition unit. The operation mode can be switched with different operation contents according to the combination of the current mode, which is the currently set operation mode, and the transition destination mode, which is the operation mode of the change destination.

Further, the vehicle control method for achieving the above object is a vehicle control method for changing the driving mode of the vehicle based on the operation of the user, which is executed by at least one processor, and is for switching the driving mode. Operation based on the operation signal acquisition step (S202, S205, S302, S402) for acquiring the operation signal, which is a signal corresponding to the user's operation, from the input device (19), and the operation signal acquired in the operation signal acquisition step. An operation mode change step (S206, S304, S404) for switching modes is provided, and an operation mode is provided according to a combination of the current mode, which is the currently set operation mode, and the transition destination mode, which is the change destination operation mode. It is configured so that the content of the user's operation for switching is changeable.

According to the above configuration / method, the operation for switching the operation mode is determined according to the combination of the current mode and the transition destination mode. That is, according to the above configuration / method, the operation mode can be changed by an operation according to the degree of involvement of the user in the operation operation in the current mode. As a result, it is possible to reduce the possibility of requesting an operation procedure that does not suit the user's situation in the current mode as the operation for switching the operation mode. That is, it is possible to reduce the risk of causing trouble to the user when switching the operation mode.

Further, one of the vehicle control devices for achieving the purpose is a vehicle control device having a plurality of driving modes having different levels of automation of driving operations, and the user does not need to monitor the front of the vehicle as the driving mode. A predetermined input including an automatic driving mode, which is a driving mode, a completely manual mode, which is a driving mode in which the user performs all driving operations, and a driving support mode, which is a driving mode in which the user performs some driving operations. An operation signal acquisition unit (F3) that acquires an operation signal that is a signal corresponding to the user's operation on the device (19), and an operation mode that controls switching of the operation mode based on the operation signal acquired by the operation signal acquisition unit. A control unit (F5) is provided, and the conditions for switching from the automatic operation mode to the operation support mode or the completely manual mode are set more severely than the conditions for switching from the operation support mode to the completely manual mode.

According to this configuration, it is possible to reduce the possibility that the automatic operation mode is unintentionally canceled. As a result, it is possible to reduce the risk of causing trouble to the user when switching the operation mode.

The reference numerals in parentheses described in the claims indicate, as one embodiment, the correspondence with the specific means described in the embodiments described later, and limit the technical scope of the present disclosure. is not it.

It is a block diagram which shows the whole structure of the automatic operation system 1. It is a figure which shows an example of an information presenting apparatus 18. It is a figure for demonstrating the operation mode which the automatic operation system 1 has. It is a figure for demonstrating the structure of the automatic operation apparatus 30. It is a block diagram for demonstrating the structure of HCU 20. This is an example of the current mode notification image displayed on the meter display 18B by the HCU 20. This is an example of a transition completion notification image displayed on the meter display 18B by the HCU 20. It is a flowchart for demonstrating mode switching-related processing. It is a flowchart for demonstrating the manual guidance processing. It is a sequence diagram which shows the flow at the time of transitioning from a complete manual mode to an automatic operation mode. It is a sequence diagram in the case where the automatic operation becomes impossible in the middle of shifting to the automatic operation mode. It is a flowchart for demonstrating the guidance processing at the time of steering support. It is a sequence diagram which shows the flow at the time of shifting from the 2nd support mode to the automatic operation mode. It is a flowchart for demonstrating the guidance processing at the time of altitude support. It is a figure which shows an example of the operation for switching from each manual operation mode to the automatic operation mode. It is a sequence diagram in the case of making a proposal to raise the automation level before entering a congested section. It is a figure which shows the modification of the operation mode. It is a flowchart for demonstrating the halfway cancellation process. It is a figure which shows an example of the input device for switching the automation level. It is a figure which shows an example of the operation pattern when lowering the automation level. It is a figure which shows the modification of HCU 20. It is a flowchart which shows the control example in the case of switching an automatic operation mode using pedals. It is a flowchart which shows the control example in the case of switching an automatic operation mode using a handle. It is a flowchart which shows the control example in the case of switching the automatic operation mode by using the mode changeover switch 19A.

An example of an embodiment of the present disclosure will be described with reference to the drawings. In the following, the explanation will be given by taking as an example an area where left-hand traffic is legalized. In areas where right-hand traffic is legal, it can be done upside down. The present disclosure may be modified as appropriate to comply with the local laws and customs to which the following vehicle controls apply.

FIG. 1 is a diagram showing an example of a schematic configuration of the automatic driving system 1 according to the present disclosure. The automatic driving system 1 can be mounted on a vehicle that can travel on the road. The vehicle to which the automatic driving system 1 is applied may be a four-wheeled vehicle, a two-wheeled vehicle, a three-wheeled vehicle, or the like. Motorized bicycles can also be included in motorcycles. The vehicle to which the automatic driving system 1 is applied may be an owner car owned by an individual, a shared car, a rental car, or a transportation service car. Transportation service cars include taxis, fixed-route buses, and shared buses. A shared car is a vehicle provided for a car sharing service, and a rental car is a vehicle provided for a vehicle rental service.

Hereinafter, the vehicle equipped with the automatic driving system 1 will be described as the own vehicle Ma, and the occupant seated in the driver's seat of the own vehicle Ma (that is, the driver's seat occupant) will also be described as the user. In the following description, each direction of front / rear, left / right, and up / down is defined with reference to the own vehicle Ma. Specifically, the front-rear direction corresponds to the longitudinal direction of the own vehicle Ma. The left-right direction corresponds to the width direction of the own vehicle Ma. The vertical direction corresponds to the vehicle height direction. From another point of view, the vertical direction corresponds to the direction perpendicular to the plane parallel to the front-back direction and the left-right direction.

The automatic driving system 1 provides a so-called automatic driving function of autonomously driving the own vehicle Ma. As the degree of automation of driving operation (hereinafter referred to as automation level), there may be a plurality of levels as defined by, for example, the American Society of Automotive Engineers (SAE International). For example, in the definition of SAE, the automation level is divided into 6 levels from 0 to 5 as follows.

Level 0 is a level at which the user as a driver's seat occupant performs all driving tasks without the intervention of the system. Driving tasks include, for example, steering and acceleration / deceleration. The driving task also includes monitoring the surroundings of the vehicle, for example in front of the vehicle. Level 0 corresponds to the so-called completely manual operation level. Level 1 is a level at which the system supports either steering or acceleration / deceleration. Level 2 refers to the level at which the system supports a plurality of steering operations and acceleration / deceleration operations. Levels 1 and 2 correspond to so-called driving support levels.

Level 3 refers to the level at which the system performs all operational tasks within the Operational Design Domain (ODD), while the operating authority is transferred from the system to the user in an emergency. The ODD defines conditions under which automatic driving can be executed, such as the traveling position being in a highway. At level 3, the user is required to be able to respond promptly when there is a request for a driving change from the system. In addition, instead of the user, an operator existing outside the vehicle may take over the driving operation. Level 3 corresponds to so-called conditional automatic driving.

Level 4 is a level at which the system can perform all driving tasks except under specific circumstances such as unresponsive roads and extreme environments. Level 4 corresponds to the level at which the system performs all driving tasks within the ODD. Level 4 corresponds to so-called highly automatic driving. Level 5 is the level at which the system can perform all driving tasks in any environment. Level 5 corresponds to so-called fully automatic operation. Levels 3 to 5 correspond to automatic driving. Levels 3 to 5 can also be called autonomous driving levels, which automatically execute all controls related to vehicle driving. The level pointed to by "automatic driving" in the present disclosure may be, for example, equivalent to level 3 or level 4 or higher. Hereinafter, the case where the automatic driving system 1 is configured to enable automatic driving of at least automation level 3 or higher will be described as an example.

As shown in FIG. 1, the automatic driving system 1 includes a peripheral monitoring sensor 11, a vehicle status sensor 12, a locator 13, a map storage unit 14, a V2X on-board unit 15, an occupant status sensor 16, an operation recording device 17, an information presentation device 18, and an input. The device 19, the HCU 20, and the automatic driving device 30 are provided. The configuration including the information presentation device 18, the input device 19, and the HCU 20 is configured as the HMI system 2. HMI is an abbreviation for Human Machine Interface. The HMI system 2 is a system that provides an input interface function that accepts user operations and an output interface function that presents information to the user. HCU is an abbreviation for HMI Control Unit. V2X in the member name is an abbreviation for Vehicle to X (Everything) and refers to communication technology that connects various vehicles. The "V" of V2X refers to a vehicle as the own vehicle Ma, and the "X" can refer to various existences other than the own vehicle Ma such as pedestrians, other vehicles, road equipment, networks, and servers.

The various devices or sensors constituting the automatic driving system 1 are connected as nodes to the in-vehicle network Nw, which is a communication network constructed in the vehicle. The nodes connected to the in-vehicle network Nw can communicate with each other. It should be noted that the specific devices may be configured to be able to communicate directly with each other without going through the in-vehicle network Nw. For example, the automatic operation device 30 and the operation recording device 17 may be directly electrically connected by a dedicated line. Further, in FIG. 1, the in-vehicle network Nw is configured as a bus type, but is not limited to this. The network topology may be a mesh type, a star type, a ring type, or the like. The network shape can be changed as appropriate. As the standard of the in-vehicle network Nw, various standards such as Controller Area Network (hereinafter, CAN: registered trademark), Ethernet (Ethernet is a registered trademark), FlexRay (registered trademark), and the like can be adopted.

The peripheral monitoring sensor 11 is a sensor that monitors the periphery of the own vehicle. The peripheral monitoring sensor 11 is configured to detect the presence and position of a predetermined detection object. The detection target includes, for example, a moving object such as a pedestrian or another vehicle. Other vehicles include bicycles, motorized bicycles, and motorcycles. Further, the peripheral monitoring sensor 11 is configured to be able to detect a predetermined feature. The features to be detected by the peripheral monitoring sensor 11 include road edges, medians, road markings, and three-dimensional structures installed along the road. Road markings refer to paint drawn on the road surface for traffic control and traffic regulation. For example, lane markings indicating lane boundaries, pedestrian crossings, stop lines, diversion zones, safety zones, regulatory arrows, etc. are included in the road markings. Lane lane markings are also referred to as lane marks or lane markers. Lane lane markings also include those realized by road studs such as Cat's Eye and Bot's Dots. The three-dimensional structure installed along the road is, for example, a guardrail, a road sign, a traffic light, or the like. Road signs include information signs such as direction signs and road name signs. It is preferable that the peripheral monitoring sensor 11 is configured to be able to detect a three-dimensional structure that can be used as a landmark in the localization process described later. The peripheral monitoring sensor 11 may be configured to be able to detect a falling object on the road.

As the peripheral monitoring sensor 11, for example, a peripheral monitoring camera, a millimeter wave radar, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), sonar, or the like can be adopted. The peripheral surveillance camera is an in-vehicle camera arranged so as to take an image of the outside of the own vehicle in a predetermined direction. Peripheral surveillance cameras include front cameras arranged on the upper end of the windshield on the vehicle interior side, the front grill, and the like so as to photograph the front of the own vehicle Ma. The front camera detects the above-mentioned detection target by using a classifier using, for example, a CNN (Convolutional Neural Network) or a DNN (Deep Neural Network).

The object recognition process based on the observation data generated by the peripheral monitoring sensor 11 may be executed by an ECU (Electronic Control Unit) outside the sensor, such as the automatic driving device 30. The automatic driving device 30 may have a part or all of the object recognition function included in the peripheral monitoring sensor 11 such as the front camera and the millimeter wave radar. In that case, the various peripheral monitoring sensors 11 may provide observation data such as image data and ranging data to the automatic driving device 30 as detection result data.

The vehicle state sensor 12 is a group of sensors that detect a state amount related to traveling control of the own vehicle Ma. The vehicle state sensor 12 includes a vehicle speed sensor, a steering sensor, an acceleration sensor, a yaw rate sensor, and the like. The vehicle speed sensor detects the vehicle speed of the own vehicle. The steering sensor detects the steering angle of the own vehicle. The acceleration sensor detects accelerations such as front-rear acceleration and lateral acceleration of the own vehicle. The accelerometer may also detect deceleration, which is an acceleration in the negative direction. The yaw rate sensor detects the angular velocity of the own vehicle. The type of sensor used by the automatic driving system 1 as the vehicle state sensor 12 may be appropriately designed, and it is not necessary to include all the above-mentioned sensors.

The locator 13 is a device that generates highly accurate position information and the like of the own vehicle Ma by compound positioning that combines a plurality of information. The locator 13 is configured by using, for example, a GNSS receiver. The GNSS receiver is a device that sequentially detects the current position of the GNSS receiver by receiving a navigation signal (hereinafter referred to as a positioning signal) transmitted from a positioning satellite constituting a GNSS (Global Navigation Satellite System). For example, if the GNSS receiver can receive positioning signals from four or more positioning satellites, it outputs the positioning result every 100 milliseconds. As GNSS, GPS, GLONASS, Galileo, IRNSS, QZSS, Beidou and the like can be adopted.

The locator 13 sequentially positions the position of the own vehicle Ma by combining the positioning result of the GNSS receiver and the output of the inertial sensor. For example, when the GNSS receiver cannot receive the GNSS signal, such as in a tunnel, the locator 13 performs dead reckoning (that is, autonomous navigation) using the yaw rate and the vehicle speed. The vehicle position is represented, for example, in three-dimensional coordinates of latitude, longitude, and altitude. The measured vehicle position information is output to the in-vehicle network Nw and used by the automatic driving device 30 or the like.

The locator 13 may be configured to be capable of performing localization processing. The localization process collates the coordinates of the landmark identified based on the image captured by the peripheral surveillance camera such as the front camera with the coordinates of the landmark registered in the map data, so that the details of the own vehicle Ma are matched. Refers to the process of specifying the position. Landmarks are, for example, guide signs such as direction signs, traffic lights, poles, and other three-dimensional structures installed along roads. Further, the locator 13 is configured to specify a traveling lane ID which is an identifier of the lane in which the own vehicle Ma is traveling based on the distance from the road edge detected by the front camera or the millimeter wave radar. May be. The travel lane ID indicates, for example, which lane from the left end or right end road end the own vehicle Ma is traveling. The automatic operation device 30 may have some or all of the functions included in the locator 13.

The map storage unit 14 is a non-volatile memory that stores high-precision map data. The high-precision map data here corresponds to map data showing the road structure, the position coordinates of the features arranged along the road, and the like with the accuracy that can be used for automatic driving. The high-precision map data includes, for example, three-dimensional shape data of a road, lane data, feature data, and the like. The three-dimensional shape data of the above road includes node data relating to a point (hereinafter referred to as a node) at which a plurality of roads intersect, merge, or branch, and link data relating to a road connecting the points (hereinafter referred to as a link).

The link data includes road edge information indicating the position coordinates of the road edge, the width of the road, and the like. The link data may also include data indicating the road type, such as whether the road is a motorway or a general road. The motorway here refers to a road on which pedestrians and bicycles are prohibited from entering, such as a toll road such as an expressway. The link data may include attribute information indicating whether or not the road allows autonomous driving. The lane data shows the number of lanes, the installation position information of the lane markings for each lane, the traveling direction for each lane, and the branching / merging points at the lane level.

The feature data includes the position and type information of road markings such as a stop line, and the position, shape, and type information of landmarks. As mentioned above, landmarks include three-dimensional structures installed along roads, such as traffic signs, traffic lights, poles, and commercial signs. The map storage unit 14 may be configured to temporarily store partial high-precision map data for an area within a predetermined distance from the own vehicle.

The V2X on-board unit 15 and the own vehicle Ma are devices for carrying out wireless communication with other devices. The V2X on-board unit 15 includes a wide area communication unit and a narrow area communication unit as communication modules. The wide area communication unit is a communication module for carrying out wireless communication conforming to a predetermined wide area wireless communication standard. As the wide area wireless communication standard here, various standards such as LTE (Long Term Evolution), 4G, and 5G can be adopted. The own vehicle Ma becomes a connected car that can be connected to the Internet by mounting the V2X on-board unit 15. For example, the automatic driving device 30 downloads the latest partial map data according to the current position of the own vehicle Ma from the map server in cooperation with the V2X on-board unit 15. Further, the V2X on-board unit 15 acquires traffic congestion information and weather information from an external server, a roadside unit, and the like. The traffic jam information includes location information such as the start point and the end point of the traffic jam section.

The narrow-range communication unit included in the V2X on-board unit 15 is a communication standard in which the communication distance is limited to several hundred meters or less.

It is a communication module for directly performing wireless communication with other mobile objects and roadside units existing around the own vehicle Ma according to (hereinafter, narrow area communication standard). Other moving objects are not limited to vehicles, but may include pedestrians, bicycles, and the like. As the narrow range communication standard, any one such as the WAVE (Wireless Access in Vehicular Environment) standard disclosed in IEEE1709 and the DSRC (Dedicated Short Range Communications) standard can be adopted. For example, the narrow-area communication unit broadcasts vehicle information about its own vehicle Ma to neighboring vehicles at a predetermined transmission cycle, and receives vehicle information transmitted from another vehicle. The vehicle information includes a vehicle ID, a current position, a traveling direction, a moving speed, an operating state of a turn signal, a time stamp, and the like.

The occupant state sensor 16 is a group of sensors that detect the state of the user. As the occupant status sensor 16, for example, a driver status monitor (hereinafter, DSM: Driver Status Monitor) 16A and a handle sensor 16B are provided. The automatic driving system 1 does not have to be equipped with all of these sensors. Further, the automatic driving system 1 may include a vehicle interior camera arranged so as to take an image of the driver's seat. Since the posture of the user can be specified by analyzing the image of the user, the vehicle interior camera also corresponds to the occupant state sensor 16. The vehicle interior camera can be installed, for example, at the upper end of the windshield or near the rear-view mirror.

The DSM16A sequentially detects the user's state based on the user's face image. Specifically, the DSM16A photographs the user's face using a near-infrared camera and performs image recognition processing on the captured image to perform image recognition processing on the user's face direction, line-of-sight direction, and eyelid opening degree. Etc. are detected sequentially. The DSM16A has the upper surface of the steering column cover and the instrument panel in a posture in which the near-infrared camera is pointed at the headrest of the driver's seat so that the face of the occupant sitting in the driver's seat can be photographed. It is located on the top surface, room mirror, etc. The DSM16A sequentially outputs information indicating the direction of the user's face, the direction of the line of sight, the degree of opening of the eyelids, etc. specified from the captured image to the in-vehicle network Nw as occupant state data. Further, as a more preferable embodiment in the present embodiment, the DSM 16A provides the user's face image data to the automatic driving device 30, the operation recording device 17, and the like. The image data may be output in the form of a video signal. The DSM16A also corresponds to an example of a vehicle interior camera.

The steering wheel sensor 16B is provided on the steering wheel and detects the pressure at which the user grips the steering wheel. The steering wheel sensor 16B may be a capacitance type sensor that detects that the occupant is holding the steering wheel based on the change in capacitance. The handle sensor 16B may be one that detects the torque acting on the handle (for example, a torsion bar). The fact that torque (so-called steering reaction force) is applied to the steering wheel indicates that the user is gripping the steering wheel. The output signal of the handle sensor 16B can be used as a signal indicating whether or not the user holds the handle with both hands. The detection result of the steering wheel sensor 16B is provided to the automatic driving device 30 or the like via, for example, the in-vehicle network Nw.

The operation recording device 17 is a device that records data indicating the conditions inside and outside the vehicle when the vehicle is traveling. The state inside the vehicle when the vehicle is running can include the operating state of the automatic driving device 30 and the state of the user. The data indicating the operating state of the automatic driving device 30 includes the recognition result of the surrounding environment in the automatic driving device 30, the running plan, the calculation result of the target control amount of each running actuator, and the like. Further, the image or moving image data obtained by capturing the display screen of the meter display 18B or the like may be included in the recording target. The data to be recorded is acquired from the ECU and sensors mounted on the vehicle such as the automatic driving device 30 and the peripheral monitoring sensor 11 via the in-vehicle network Nw and the like. When a predetermined recording event occurs, the operation recording device 17 records various data at a predetermined time before and after the event occurrence. As the recording event, for example, transfer of authority for driving operation, exit of ODD, execution of MRM (Minimum Risk Maneuver), collision, sudden deceleration, etc. can be adopted. The data recording destination may be a non-volatile storage medium mounted on the own vehicle Ma, or may be an external server.

The information presenting device 18 is a group of devices for presenting the operating state and the like of the automatic driving system 1 to the user. The information presenting device 18 includes, for example, as shown in FIG. 2, a HUD 18A, a meter display 18B, an acoustic device 18C, and a steering indicator 18D. The HUD 18A is a device that projects a virtual image that can be perceived by the user by projecting image light onto a predetermined area of the windshield based on a control signal and video data input from the HCU 20. The meter display 18B is a display arranged in an area located in front of the driver's seat in the instrument panel. The meter display 18B is capable of full-color display, and can be realized by using a liquid crystal display, an OLED (Organic Light Emitting Diode) display, a plasma display, or the like. The HUD 18A and the meter display 18B correspond to display devices.

The sound device 18C is a device that outputs sound from at least one speaker based on a control signal input from the HCU 20. The description of sound also includes voice and music. The audio device 18C may include a plurality of speakers. The acoustic device 18C may be a stereophonic apparatus that localizes a sound image of a virtual sound source in an arbitrary direction and an arbitrary distance in a three-dimensional space by outputting acoustic signals from three or more speakers.

The steering indicator 18D is a device including a plurality of light emitting elements provided along, for example, a rim portion of the steering wheel. As the light emitting element, a light emitting diode (LED), a light emitting transistor, or the like can be adopted. Each light emitting element can be a point light source. The steering indicator 18D is configured to be capable of outputting a plurality of types of colors. The lighting state of the steering indicator 18D is controlled based on the control signal input from the HCU 20. The steering indicator 18D plays a role of requesting the user to grip the steering wheel, that is, the steering wheel, and notifying the driving mode such as whether or not the vehicle is in automatic driving, based on the emission color.

The automatic driving system 1 does not need to include all the above-mentioned devices as the information presenting device 18. Further, as a means for presenting information to the user, a device that stimulates the user's tactile sensation, such as a vibrator embedded in the backrest of the driver's seat, can be adopted. The information presenting device 18 may include a center display provided at the uppermost portion of the instrument panel in the central portion in the vehicle width direction. Subsequent meter display 18B can be replaced with a center display. For convenience, in the present disclosure, a device for displaying an image as a real image provided on an instrument panel, such as a meter display 18B and a center display, is also referred to as a real image display or an instrument panel display in order to distinguish it from the HUD18A.

The input device 19 is a device for receiving a user's instruction operation for the automatic driving system 1. As the input device 19, a steering switch provided on the spoke portion of the steering wheel, an operation lever provided on the steering column portion, a touch panel laminated on the center display, and the like can be adopted. The above-mentioned plurality of types of devices may be provided as the input device 19. The user's operation can be read as the user's action or instruction input. The input device 19 outputs an electric signal corresponding to the operation performed by the user to the device to the HCU 20 as a user operation signal. The user operation signal includes information indicating the operation content of the user.

The HMI system 2 of the present embodiment includes, for example, a mode changeover switch 19A and a voice input device 19B as an input device 19. The mode changeover switch 19A is a switch for the user to change the operation mode. The mode changeover switch 19A includes an AD (Autonomous Driving) permission switch for instructing or permitting the start of the automatic driving mode, and an AD release switch for canceling (in other words, ending) the automatic driving mode. The AD permission switch and the AD release switch may be provided separately or may be the same switch. Here, as an example, it is assumed that the AD permission switch and the AD release switch are realized by the same switch. That is, the same switch is configured to function as an AD permission switch when not in the automatic operation mode, and to function as an AD release switch in the automatic operation mode.

Further, as the mode changeover switch 19A, a support start switch for starting a predetermined operation support mode and an AD permission switch for starting the automatic operation mode may be separately provided. Of course, the support start switch and the AD permission switch may be the same button. The support start switch and the AD permission switch correspond to the level-up switch for raising the automation level. Further, the AD release switch and the support release switch may be separately provided as the mode changeover switch 19A. Of course, the support release switch and the AD release switch may be the same button. The support release switch and the AD release switch correspond to a level down switch for lowering the automation level.

Such a mode changeover switch 19A corresponds to a switch for operating or stopping the automatic operation function and the operation support function provided by the automatic operation device 30 described later. The mode changeover switch 19A is configured as, for example, a steering switch. The up button or the forward button provided on the steering may also be used as the mode changeover switch 19A. The up button or the forward button corresponds to a button for raising the volume of the audio device 18C or the set temperature of the air conditioner. The automatic driving system 1 may be configured to use the down button or the back button provided on the steering as a cancel switch which is a button for canceling the switching of the driving mode. The operation lever provided on the steering column portion may be configured to operate as the mode changeover switch 19A.

In addition, the mode changeover switch 19A may be realized by a combination of an image displayed on the instrument panel display and a touch panel. That is, the mode changeover switch 19A may be realized as a button image (switch image) capable of detecting that it has been selected by the touch panel. Icon images can also be included in the concept of button images. When the mode changeover switch 19A is realized by the touch panel method, the mode changeover switch 19A as the AD release switch is always continuously displayed in a predetermined area of the instrument panel display during the automatic operation mode.

The voice input device 19B is a device that recognizes the user's utterance content using a voice recognition dictionary or the like. The voice input device 19B includes a microphone provided on an instrument panel, a steering wheel, and the like, and a voice recognition processing unit that analyzes a voice signal collected by the microphone as components. The voice recognition process may be configured to be executed by an external server.

The operating members such as the brake pedal, the accelerator pedal, the steering wheel, and the shift lever are also devices for the user to input instructions to the vehicle including the automatic driving system 1. Therefore, a brake pedal, an accelerator pedal, a steering wheel, a shift lever, and the like can also be included in the concept of the input device 19. When the brake pedal and the accelerator pedal are not distinguished, they are also described as pedals. For example, a signal (for example, a voltage value) indicating the amount of depression of the brake pedal is input to the HCU 20 from the brake pedal sensor. The amount of pedal depression can also be called the stroke amount. Further, a signal indicating the amount of depression of the accelerator pedal is input to the HCU 20 from the accelerator pedal sensor. Further, a signal indicating the steering angle is input to the HCU 20 from the steering angle sensor. In addition, a signal indicating the shift position may be input to the HCU 20 from the shift position sensor. A signal indicating the depression amount / depression force of various pedals, a signal indicating a steering angle, and the like can also correspond to operation signals. The operating member for changing the shift position may be a switch type. The shift lever in the present disclosure can be read as a shift switch.

The HCU 20 is a configuration that comprehensively controls the presentation of information to the user. The HCU 20 controls the display screen of the meter display 18B or the like based on the control signal input from the automatic operation device 30 and the user operation signal input from the input device 19. For example, the HCU 20 displays an image showing the operating state of the automatic driving function on the HUD 18A and the meter display 18B based on the information provided by the automatic driving device 30. Further, the HCU 20 executes a handover request process for requesting the user to take over the driving operation in a predetermined notification mode using images, lights, and sounds.

Such an HCU 20 is mainly composed of a computer including a processing unit 21, a RAM 22, a storage 23, a communication interface 24, a bus connecting these, and the like. The processing unit 21 is hardware for arithmetic processing combined with the RAM 22. The processing unit 21 is configured to include at least one arithmetic core such as a CPU (Central Processing Unit), in other words, a processor. The processing unit 21 executes various processes for realizing the functions of the functional units described later by accessing the RAM 22. The storage 23 is configured to include a non-volatile storage medium such as a flash memory. The storage 23 stores a program executed by the processing unit 21 (hereinafter referred to as a vehicle control program). Executing the vehicle control program by the processing unit 21 corresponds to executing a method corresponding to the vehicle control program as a vehicle control method. The communication interface 24 is a circuit for communicating with other devices via the in-vehicle network Nw. The communication interface 24 may be realized by using an analog circuit element, an IC, or the like. Details of the HCU 20 will be described later.

The automatic driving device 30 is an ECU (Electronic Control Unit) that executes a part or all of the driving operation on behalf of the user by controlling the traveling actuator based on the detection result of the peripheral monitoring sensor 11. The automatic operation device 30 is also referred to as an automatic operation device. The traveling actuator includes, for example, a brake actuator as a braking device, an electronic throttle, a steering actuator, and the like. The steering actuator also includes an EPS (Electric Power Steering) motor. A steering ECU for steering control, a power unit control ECU for acceleration / deceleration control, a brake ECU, and the like may be interposed between the automatic driving device 30 and the traveling actuator.

The automatic operation device 30 includes a plurality of operation modes having different automation levels. Here, as an example, as shown in FIG. 3, the automatic operation device 30 is configured to be able to switch between a completely manual mode, a first support mode, a second support mode, a third support mode, and an automatic operation mode. Each operation mode differs in the range of driving tasks that the user is in charge of, in other words, the range of driving tasks that the system intervenes. The system here refers to the automatic driving system 1, in reality, the automatic driving device 30.

Fully manual mode is a driving mode in which the user performs all driving tasks. Fully manual mode corresponds to automation level 0. Therefore, the fully manual mode can also be referred to as a level 0 mode. The first support mode is a driving mode in which the system executes or supports the control of acceleration / deceleration, and the other driving tasks are executed by the user. The first support mode can be interpreted as a state in which the ACC (Adaptive Cruise Control) is functioning as one aspect.

The first support mode corresponds to an operation mode in which hands-on and eyes-on are required while foot-off is possible. Foot-off refers to taking your foot off the accelerator pedal or brake pedal. Hands-on means that the user grips the steering wheel, and hands-off means that the user releases the steering wheel. Eyes-on means that the user monitors the surrounding traffic conditions such as the front of the vehicle, and eyes-off means that the user does not monitor the surrounding conditions, that is, looks away from the front of the vehicle. The first support mode corresponds to automation level 1. Therefore, the first support mode can also be called a level 1 mode.

The second support mode is an operation mode in which the system executes or supports the control of acceleration / deceleration, and the system also supports the steering operation. The execution subject of the steering operation in the second support mode is the user. The second operation mode corresponds to an operation mode in which hands-on and eyes-on are required while foot-off is possible. The second support mode corresponds to, for example, an operation mode in which the ACC and the LTA (Lane Tracing Assist) are operating. The second support mode corresponds to automation level 2.0. The second support mode can also be referred to as a hands-on level 2 mode. Further, the second support mode can also be called a steering support mode.

The third support mode is an operation mode in which the system executes acceleration / deceleration and steering control. The third support mode corresponds to an operation mode in which foot-off and hands-off are possible while eyes-on is required. The third support mode corresponds to, for example, an operation mode in which ACC and LTC (Lane Trace Control) are operating. The third support mode corresponds to automation levels 2.1-2.9. The third support mode can also be referred to as a hands-off level 2 mode. The third support mode can also be called an advanced support mode.

From the fully manual mode to the third support mode, the user is in charge of at least a part of the driving task. Therefore, the completely manual mode to the third support mode are also described as the manual operation mode. In other words, the manual driving mode can also be called a occupant involvement mode because it is a driving mode in which the user is involved in at least a part of the driving task. Further, the first support mode to the third support mode are also described as a driving support mode. The manual operation in the present embodiment also includes a state in which driving support by the system is being executed.

The automatic driving mode is a driving mode in which the system performs all driving tasks. Here, as an example, the automatic operation mode is an operation mode corresponding to the automation level 3. The automatic operation mode may be one that implements level 4 or level 5 automatic operation. The automatic operation mode corresponds to an operation mode in which eyes can be turned off, in other words, an operation mode in which the user can perform a second task.

The second task is an act other than driving that the user is allowed to perform, and is a predetermined act. The second task may be referred to as a secondary activity, another activity, or the like. For example, viewing content such as videos, operating smartphones, browsing e-books, and eating with one hand are assumed as second tasks. In the automatic driving mode corresponding to level 3, the user needs to be able to immediately respond to the request for taking over the driving operation from the automatic driving system. Therefore, in the automatic driving mode corresponding to level 3, for example, sleeping, work in which both hands cannot be released immediately, and actions involving withdrawal from the driver's seat can be prohibited as the second task. Actions that can be performed as a second task and prohibited actions can be set based on the regulations of the area where the vehicle is used.

In the automatic driving mode, the automatic driving device 30 automatically steers, accelerates, decelerates (in other words, braking), etc. of the vehicle so that the own vehicle Ma travels along the road to the destination set by the user. It will be carried out at. The switching of the operation mode is automatically executed due to the system limit, the exit of the ODD, and the like, in addition to the user operation.

Examples of the ODD include (a) a highway or a motorway with two or more lanes on each side equipped with a median strip and a guardrail, and (b) a traffic jam. The traffic jam here can be, for example, a state in which other vehicles exist in front, back, left, and right of the own vehicle, and the traveling speed is 60 km / h or less. Other examples of the ODD include (c) the amount of rainfall is equal to or less than a predetermined threshold value, and (d) the peripheral monitoring sensor 11 including the vehicle-mounted camera is operating normally. Furthermore, the ODD may include (e) that there are no falling objects or vehicles parked on the road within a predetermined distance of the own vehicle, and (f) that there are no traffic signals or pedestrians in the detection range of the peripheral monitoring sensor. can. The conditions for determining whether automatic operation is possible / not possible, in other words, the detailed conditions for defining ODD can be changed as appropriate.

Here, as an example, it is determined that automatic driving is possible in each case of a traffic jam situation and a case of traveling on a specific road section. For convenience, automatic driving in a traffic jam situation is referred to as traffic jam automatic driving, and automatic driving in a specific road section is referred to as area-limited automatic driving. As described above, depending on the setting contents of the ODD, there may be a model of the automatic driving device 30 that is traveling on a specific road section and is capable of automatic driving only during traffic congestion.

The automatic operation device 30 is mainly composed of a computer including a processing unit 31, a RAM 32, a storage 33, a communication interface 34, a bus connecting these, and the like. The storage 33 stores a program executed by the processing unit 31 (hereinafter referred to as an automatic operation program). Executing the automatic operation program by the processing unit 31 corresponds to executing the method corresponding to the automatic operation program. The automatic driving program includes the above-mentioned ACC and application software such as LTA and LTC. The processor that executes the processing related to the driving support may be provided separately from the processor that executes the processing related to the automatic driving.

As shown in FIG. 4, the automatic operation device 30 has an information acquisition unit G1, an environment recognition unit G2, a control planning unit G3, and a control execution unit G4 as functional units realized by executing an automatic operation program.

The information acquisition unit G1 is configured to acquire various information for carrying out driving support or automatic driving. For example, the information acquisition unit G1 acquires the vehicle position information from the locator 13 and reads the map data around the vehicle from the map storage unit 14 based on the vehicle position information. Further, the information acquisition unit G1 acquires the detection result (that is, sensing information) of the peripheral monitoring sensor 11 from the peripheral monitoring sensor 11. The sensing information includes the positions, moving speeds, types, and the like of other moving objects existing around the own vehicle Ma, features, obstacles, and the like. Sensing information about features includes lane markings, roadside positions, landmark detection positions, and the like. Further, the information acquisition unit G1 acquires vehicle behavior data such as a traveling speed from the vehicle state sensor 12. The information acquisition unit G1 can acquire other vehicle information received from another vehicle, traffic information received from the roadside unit in road-to-vehicle communication, and the like from the V2X on-board unit 15. Traffic information includes at least a part of location information on road construction, presence / absence of falling objects, location information of congested sections, meteorological information, and traffic regulation information.

The environment recognition unit G2 recognizes the traveling environment of the own vehicle based on the own vehicle position information, the surrounding map data, and the sensing information. The surrounding environment may be specified by using other vehicle information received from another vehicle, traffic information received from a roadside unit in road-to-vehicle communication, and the like. Specifically, the environment recognition unit G2 grasps the position of the own vehicle lane in which the own vehicle travels among the plurality of lanes, the lane shape of the own vehicle lane, and the relative position and relative speed of other vehicles around the own vehicle. do. The location of the own vehicle lane may be specified by the locator 13. Further, the recognition result of the driving environment by the environment recognition unit G2 is provided to the HCU 20 as surrounding environment information.

The control planning unit G3 has a configuration for planning control contents to be executed as driving support or automatic driving. For example, the control planning unit G3 generates a planned traveling line on which the own vehicle is traveled based on the recognition result of the traveling environment by the environment recognition unit G2 in the automatic driving mode. The control execution unit G4 generates a control command based on the scheduled travel line formulated by the control planning unit G3, and sequentially outputs the control command to the travel actuator. Further, the control execution unit G4 also controls lighting / extinguishing of turn signals, headlights, hazard lamps, etc. according to the travel plan and the external environment based on the plan of the control planning unit G3 and the external environment.

In addition, the automatic driving device 30 includes an ACC function, an LTA function, an LTC function, an AEB (Automatic Emergency Braking) function, and the like as element functions (applications) for providing the automatic driving function. The ACC is a function of driving the own vehicle at a constant speed at a target vehicle speed or following the own vehicle while maintaining the distance between the vehicle and the preceding vehicle. LTA is a function to maintain the vehicle running in the lane based on the lane information. The LTC function is a function in which the LTC drives the own vehicle in the own vehicle traveling lane along the own vehicle traveling lane, generates a scheduled traveling line along the own vehicle traveling lane, and controls EPS and the like. The AEB function (so-called collision damage mitigation brake) automatically applies braking when a collision with an object existing in front of the vehicle is foreseen. In addition, even if the control planning unit G3 has an LDA (Lane Departure Alert) function that issues an alarm to the user when the own vehicle is about to deviate from the lane in the first or second support mode. good. The LDA function is also called an LDW (Lane Departure Warning) function.

<About the configuration of HCU20>
Here, the function and operation of the HCU 20 will be described with reference to FIG. The HCU 20 provides a function corresponding to various functional blocks shown in FIG. 5 by executing a vehicle control program stored in the storage 23. That is, the automatic operation device 30 includes a peripheral state grasping unit F1, an operation mode acquisition unit F2, an operation signal acquisition unit F3, an information presentation processing unit F4, and a mode change instruction unit F5 as functional blocks.

The peripheral state grasping unit F1 acquires information on the surrounding environment from, for example, the automatic operation device 30. For example, the peripheral state grasping unit F1 acquires information indicating whether or not the traveling environment of the own vehicle is in a state where automatic driving is possible. Information that directly expresses whether or not the situation is capable of automatic driving may be acquired, or the judgment material may be acquired. The information type used as a judgment material is, for example, whether or not the road on which the own vehicle is traveling is a motorway, the traveling speed of the own vehicle, and whether or not the vehicle is in a traffic jam. In addition, it is possible to acquire road information in the traveling direction (for example, forward) of the own vehicle. The road information in front of the own vehicle includes the presence or absence of a congested section, the road type, the weather information, the road surface condition, and the like. The above information can be obtained from the automatic driving device 30. The above information may be acquired from devices other than the automatic driving device 30, such as the peripheral monitoring sensor 11, the vehicle state sensor 12, and the V2X on-board unit 15.

The operation mode acquisition unit F2 acquires data indicating the current mode, which is the currently set operation mode, from the automatic operation device 30. The operation signal acquisition unit F3 acquires a user operation signal from the input device 19. That is, information indicating the user's operation content for the user's input device 19 is acquired. Specifically, the user's operation content for the mode changeover switch 19A, the utterance content, and the like are acquired. Such an operation signal acquisition unit F3 corresponds to a configuration that accepts a user operation for switching an operation mode. Therefore, the operation signal acquisition unit F3 can also be called a user operation reception unit.

Various information sequentially acquired by the peripheral state grasping unit F1, the operation mode acquisition unit F2, and the operation signal acquisition unit F3 is stored in a memory such as the RAM 22, and is used by the information presentation processing unit F4 and the mode change instruction unit F5. .. It should be noted that various information can be classified by type and stored in the memory. Further, various information can be sorted and stored so that the latest data is at the top, for example. Data that has passed a certain period of time from acquisition can be discarded.

The information presentation processing unit F4 is configured to generate information to be presented to the user and output a control signal corresponding to the presented information to the information presenting device 18. That is, the information presentation processing unit F4 corresponds to a configuration for executing a process for notifying the user of information regarding the operating state of the automatic driving system 1. The information presentation processing unit F4 includes a mode notification unit F41, an operation guidance unit F42, a permission matter notification unit F43, and a prohibition matter notification unit F44 as sub-functions.

The mode notification unit F41 displays, for example, the current mode notification image, which is an icon image indicating the current mode, on at least one of the HUD 18A and the meter display 18B. The current mode notification image may be an image showing the name of the operation mode. Further, the current mode notification image may include an icon image of the driving task to be performed by the user. The current mode notification image may include an icon image of a driving task that the system is proactively performing. The current mode notification image may be an icon image of a driving task supported by the system.

The current mode notification image may be an image showing whether or not the hands-off may be performed, whether or not the eyes-off may be performed, and the like. It is preferable that the icon image displayed on the meter display 18B and the icon image displayed on the HUD 18A are shared. This is because if the configurations of the icon images displayed on the meter display 18B and the HUD 18A are different, the user may be confused.

The current mode notification image may be realized by combining a plurality of icon images corresponding to each driving task. The current mode notification image may be, for example, an image that clearly shows the driving task to be performed by the user and the driving task performed by the system, as shown in FIG. FIG. 6A represents a second support mode, FIG. 6B represents a third support mode, and FIG. 6C represents an automatic operation mode. The icon image that imitates the handle and the hand shown in FIG. 6 indicates whether or not hands-off may be performed. In FIG. 6, the icon image imitating the face and the line of sight indicates whether or not the eyes may be turned off. The icon image imitating the pedal and the foot shown in FIG. 6 shows whether the user or the system is in charge of the acceleration / deceleration operation. Immediately after the operation mode is switched, the icon for the driving task whose charge has been transferred to the system side or the user side due to the switching of the operation mode may be highlighted. Highlighting can be performed by blinking, changing the brightness, changing the hue, and the like.

Further, the mode notification unit F41 may display an icon image indicating a shiftable operation mode as a switchable mode image in at least one corner of the HUD 18A and the meter display 18B. The mode notification unit F41 may display icon images of all operation modes in the corners of the HUD 18A and the meter display 18B. In that case, the current mode, the operation mode that can be changed at the present time, and the operation mode that cannot be changed at the present time may be displayed in different display modes. For example, the icon image for the current mode is preferably displayed in a lighter color than the icon for the transitionable operation mode in order to distinguish it from the transitionable operation mode. It is preferable to display the icon of the operation mode that cannot be changed in gray or add a cross mark "x".

The mode notification unit F41 also performs a process of notifying the finally determined operation mode when the user performs the automatic operation mode transition operation. In addition, if the transition to the automatic operation mode fails due to an unexpected change in the surrounding environment, a notification that the transition to the automatic operation mode has failed is given.

The operation guide unit F42 executes a process of guiding an operation or the like to be performed by the user in order to raise the automation level when the automation level of the operation operation can be raised. That is, the operation guide unit F42 is configured to guide the operation for changing the operation mode by using the information presenting device 18 when the operation mode can be changed. For example, when it becomes possible to shift to the automatic operation mode in the manual operation mode, the operation for shifting to the automatic operation mode is guided. The series of operation procedures for changing the operation mode may differ depending on the combination of the current mode and the operation mode of the transition destination. The details of the operation of the HCU 20 related to the operation of switching to the automatic operation mode will be described later. When the operation guidance unit F42 provides the operation guidance to the user, the operation guidance unit F42 outputs the operation guidance to the mode change instruction unit F5. The operation guide unit F42 corresponds to the switching operation guide unit.

The permission matter notification unit F43 is configured to present an example of an action that can be performed by the user as a second task when the automatic operation mode is entered. For example, the permission matter notification unit F43 displays at least one of a text and an icon image showing an example of an action that can be performed as a second task on at least one of the HUD 18A and the meter display 18B. The system settings such as the display destination of the icon image group indicating an example of the action that can be performed as the second task and whether or not to display the icon image group may be configured to be changeable by the user. As shown in FIG. 7, the permission matter notification unit F43 presents information indicating an action permitted as a second task and a message indicating that it is necessary to quickly maintain a state in which the driving operation can be taken over in an emergency. It may be output from the device 18. The message reminding the user that the driving operation should be ready to be taken over promptly in an emergency should be highlighted so that the user can see it rather than the text or icon indicating that the second task is possible. preferable. Highlighting of messages can be achieved by combining font sizes and shades. The permission matter notification unit F43 is not an essential element, but may be an arbitrary element.

The prohibited matter notification unit F44 is configured to present an example of an act prohibited as a second task when the automatic operation mode is entered. For example, the prohibited matter notification unit F44 displays a text or an icon image showing an example of an act prohibited as a second task, such as sleeping, on at least one of the HUD 18A and the meter display 18B. The system settings such as the display destination of the icon image group indicating an example of the prohibited action as the second task and whether or not to display the icon image group may be configured to be changeable by the user. The prohibited matter notification unit F44 is not an essential element, but may be an arbitrary element.

The mode change instruction unit F5 is a signal instructing the automatic operation device 30 to change the operation mode to the operation mode instructed by the user based on the completion of a series of operations for changing the operation mode by the user. Is output. For example, the mode change instruction unit F5 outputs a signal instructing the user to shift to the automatic driving mode to the automatic driving device 30 based on the completion of the operation for switching to the automatic driving mode. The automatic operation device 30 changes the operation mode based on the instruction signal input from the HCU 20. The mode change instruction unit F5 corresponds to the operation mode control unit.

In addition to the above, the HCU 20 executes various user-system interaction processes associated with changes in the operation mode. For example, when shifting from an operation mode in which hands-off is possible to an operation mode in which hands-on is required, the steering indicator 18D is turned on in a predetermined lighting mode such as red to request the user to perform hands-on. Similarly, when it is detected by the steering wheel sensor 16B that the steering wheel is not gripped in the operation mode in which hands-on is required, the steering indicator 18D is turned on in a manner recognizable that hands-on is required. The lighting mode includes not only the hue of the light to be output, but also blinking, the blinking cycle, and the rate of change in brightness. Even when it is detected by the steering wheel sensor 16B that the steering wheel is gripped in the operation mode in which hands-on is required, the steering indicator 18D may be turned on in a predetermined lighting mode such as green or blue. Further, when shifting from an operation mode requiring hands-on to an operation mode in which hands-off is possible, the steering indicator 18D can be turned on or off in a predetermined lighting mode to enable hands-off for the user. You may notify.

<Mode switching related processing>
Next, a mode switching paraphrase process, which is a process executed by the HCU 20 for shifting to the automatic operation mode, will be described using the flowchart shown in FIG. The flowchart shown in FIG. 8 may be started at a predetermined cycle, for example, every second in the manual operation mode. Here, as an example, the mode switching-related processing includes steps S101 to S109. The number and order of the processing steps constituting the mode switching related processing can be changed as appropriate.

First, in step S101, the operation mode acquisition unit F2 acquires information indicating the current mode from the automatic operation device 30, and proceeds to step S102. In step S102, the peripheral state grasping unit F1 acquires information on the surrounding environment including the presence or absence of a congested section from the automatic driving device 30 and the like, and moves to step S103.

In step S103, for example, it is determined whether or not the information presentation processing unit F4 can shift to the automatic operation mode. If it is determined in step S103 that the automatic operation mode can be entered, the process proceeds to step S104. On the other hand, if it is not determined that the automatic operation mode can be entered, this flow is terminated. For example, it can be determined that the automatic driving mode can be entered when the vehicle enters a congested section while traveling on a motorway such as an expressway.

In step S103, for example, the HCU 20 may hold the transition condition to the automatic operation mode, and the HCU 20 may make a determination based on the surrounding environment information acquired by the peripheral state grasping unit F1. Further, in step S103, the HCU 20 may inquire of the automatic driving device 30 whether or not it is possible to shift to the automatic driving mode, and a determination may be made based on the answer. Further, when it becomes possible to shift to the automatic operation mode, the automatic operation device 30 may be configured to spontaneously input a notification signal to the HCU 20 that the automatic operation can be started. In that case, it may be determined whether or not the automatic operation mode can be shifted based on whether or not the notification signal indicating that the automatic operation can be started is input.

In step S104, the information presentation processing unit F4 determines whether or not the current mode is a completely manual mode. If the current mode is a completely manual mode, step S104 is affirmed and the process proceeds to step S106. On the other hand, if the current mode is not a completely manual mode, step S104 is negatively determined and the process proceeds to step S105. In step S105, it is determined whether or not the current mode is the first support mode. If the current mode is the first support mode, step S105 is positively determined and the process proceeds to step S106. On the other hand, if the current mode is not the first support mode, step S105 is negatively determined and the process proceeds to step S107. That is, when the current mode is the completely manual mode or the first support mode, the process proceeds to step S106 and the manual guidance process is executed.

In step S106, the information presentation processing unit F4 executes a manual time guidance process, which is a process for guiding an operation or the like for shifting from the completely manual mode or the first support mode to the automatic operation mode. The manual guidance process will be described separately.

In step S107, the information presentation processing unit F4 determines whether or not the current mode is the second support mode. If the current mode is the second support mode, step S107 is positively determined and the process proceeds to step S108. On the other hand, when the current mode is not the second support mode, that is, when the current mode is the third support mode, step S107 is negatively determined and the process proceeds to step S109.

In step S108, the information presentation processing unit F4 executes a steering support guidance process, which is a process of guiding an operation or the like for shifting from the second support mode to the automatic operation mode. The guidance process at the time of steering support will be described separately. In step S109, the information presentation processing unit F4 executes the advanced support time guidance process, which is a process of guiding the operation for shifting from the third support mode to the automatic operation mode. Guidance processing at the time of advanced support will be explained separately.

<About manual guidance processing>
Here, the manual guidance process performed by the HCU 20 will be described with reference to FIG. The manual guidance process shown in FIG. 9 is started as step S106 in the mode switching related process. The manual guidance process in the present embodiment includes steps S201 to S210 as an example. The number and order of the processing steps constituting the manual guidance process can be changed as appropriate.

First, in step S201, an automatic operation enable notification process, which is a process for notifying that the automatic operation mode can be entered, is executed. For example, as an automatic driving enable notification process, it notifies that automatic driving can be started and the operation content to be performed by the user in order to shift to the automatic driving mode. For example, the information presenting device 18 outputs a guidance message to the effect that "automatic operation is possible. To start the transition to the automatic operation mode, press the mode changeover switch provided on the steering wheel." The guidance message may be displayed as an image on the meter display 18B or the like as a text message. Further, the guidance message may be output from the acoustic device 18C as a voice message.

It should be noted that some users, such as users who are unfamiliar with automatic driving, may not be able to intuitively understand the merits of shifting to the automatic driving mode. Therefore, in the operation guidance message to the user, the transition to the automatic operation mode may not be the purpose of the operation, but the transition to the operation mode in which the second task can be executed may be the purpose of the operation. For example, it can be a message such as "To shift to an operation mode in which a second task such as browsing a smartphone can be executed, press the mode changeover switch." That is, the operation guidance message may include an example of an action other than the driving operation that the user can perform after shifting to the automatic driving mode, as well as the operation content that the user should perform in order to switch to the automatic driving mode. In addition, the operation guidance message may include an example of an operation that the user should perform in order to switch to the automatic driving mode, and an example of an action that the user is prohibited from performing even after shifting to the automatic driving mode. good.

Further, the operation for starting the transition from the completely manual mode or the first support mode to the automatic operation mode, in other words, the operation requested to the user in the automatic operation enable notification process in step S201 is the mode changeover switch 19A. It is not limited to pressing. It may be the utterance of a transition start command, which is a specific voice command. The transition start command can adopt a positive phrase for transition to the automatic operation mode, for example, "transition start" or "yes". When the automatic operation enable notification in step S201 is completed, step S202 is executed. The operation for switching to the automatic operation mode may be configured to be able to accept a plurality of types of operations such as pressing the mode changeover switch 19A and inputting voice. While voice input has the advantage of not having to move the hand, there may be situations where voice input is difficult to perform. Situations where it is difficult to perform voice input include, for example, when the child on board is sleeping, crying loudly, or talking with another passenger. It is also assumed that some users do not like voice input. In view of such circumstances, it is preferable that the user can instruct the switching of the operation mode not only by voice input but also by other means such as pressing the mode switching switch 19A. By being configured to be able to instruct switching of the operation mode by a plurality of means, the user can switch the operation mode by a method according to the situation and preference.

In step S202, it is determined whether or not the user operation for starting the transition to the automatic operation mode guided in step S201 has been executed based on the operation signal input from the input device 19. After the notification of step S201 is output, when it is detected that the user has executed the operation guided in step S201, step S202 is affirmed and the process proceeds to step S204. On the other hand, if the operation signal corresponding to the above user operation is not input even after a predetermined time has elapsed from the output of the above-mentioned guidance message, or if the predetermined cancel operation is performed, step S202 is denied. The determination is made and the process proceeds to step S203. The cancel operation may be the pressing of the cancel switch provided on the handle, or may be voice input.

In step S203, the user considers that he / she does not want to shift to the automatic operation mode at the present time, maintains the current mode, displays an automatic operation enable icon on the meter display 18B, and ends this flow. The automatic driving possible icon is an icon image indicating that the automatic driving mode can be shifted. It should be noted that the display of the automatic driving enable icon is an arbitrary element and is not essential.

In step S204, a transition confirmation process, which is a process for confirming the transition to the automatic operation mode, is executed. For example, as a transition confirmation process, a text message inquiring whether or not to really shift to the automatic operation mode is displayed and output on the meter display 18B. The message may be output as a voice message from the audio device 18C. In addition, as a transition confirmation process, the user is notified of the next operation to be performed in order to shift to the automatic operation mode.

The content of the operation requested to the user in step S204 may be the same as or different from the operation requested to the user in step S201. The operation requested to the user in step S201 is described as the first operation, and the operation requested to the user in step S204 is also described as the second operation. For example, both the first operation and the second operation can be the pressing of the mode changeover switch 19A. Further, the first operation may be an operation of pressing the mode changeover switch 19A once, while the second operation may be an operation of pressing the mode changeover switch 19A twice or a long press. The first operation may be the pressing of the mode changeover switch 19A, while the second operation may be the utterance of the transition start command. Further, the first operation may be the pressing of the mode changeover switch 19A or the utterance of the transition start command, while the second operation may be hands-off.

The contents of the first operation and the second operation illustrated above can be interchanged. By continuously pressing the mode changeover switch 19A a plurality of times for at least one of the first operation and the second operation, it is possible to suppress the shift to the automatic operation mode due to, for example, an erroneous operation. Similarly, by making at least one of the first operation and the second operation the utterance of the transition start command, it is possible to suppress the transition to the automatic operation mode due to an erroneous operation or the like.

As a more preferable embodiment, in the present embodiment, the second operation cannot be input or is not accepted until the output of the confirmation message in step S204 is completed. This is because the user properly confirms the content of the notification and then causes the user to perform an operation for shifting to the automatic operation mode. As another aspect, the user may be able to input the second operation even during the output of the confirmation message in step S204.

Further, as the configuration of the automatic driving device 30, it is assumed that among the shift positions that can be selected by the user via the shift lever, the automatic driving possible position, which is the position where the automatic driving can be performed, is set. For example, the drive position (so-called D range), which is a shift position in which the driving force generated by the engine or the motor is transmitted to the drive wheels so that the own vehicle moves forward, can be a position capable of automatic driving. In such a system in which the self-driving position is specified, if the shift position is changed to a position other than the self-driving position after the first operation, the system is notified to return the shift position to the self-driving position. You may. In that case, after the shift position is restored to the position capable of automatic driving, the mode shifts to the automatic driving mode in cooperation with the automatic driving device 30.

In step S205, it is determined whether or not the user operation for shifting to the automatic operation mode guided in step S204 has been executed based on the operation signal input from the input device 19. When it is detected that the operation guided in step S204 has been executed after the output of the message in step S204 is completed, step S205 is affirmed and the process proceeds to step S206. On the other hand, if the operation signal corresponding to the above user operation is not input even after a predetermined time has elapsed from the output of the confirmation message, or if the predetermined cancel operation is performed, step S205 is negatively determined. And move to step S210.

During the predetermined response waiting time determined from the time when the confirmation message is output in step S204, an unexpected event such as a sudden change in the driving environment occurs, and the conditions for shifting to the automatic operation mode are satisfied. It may disappear. If the condition for shifting to the automatic operation mode is not satisfied during the response standby time, that is, if the transition to the automatic operation mode cannot be performed, step S209 is executed.

In step S206, the mode change instruction unit F5 outputs a signal instructing the automatic operation device 30 to shift to the automatic operation mode. The automatic operation device 30 starts the transition to the automatic operation mode based on the input signal from the HCU 20. Then, when the transition to the automatic operation mode is completed, the automatic operation device 30 outputs a transition completion signal indicating that the transition to the automatic operation mode is successful to the HCU 20. On the other hand, when it becomes impossible to shift to the automatic operation mode due to the occurrence of an unexpected event such as a sudden change in the situation, the automatic operation device 30 outputs a transition failure signal. The occurrence of an unexpected event is, for example, an accident occurring in front of the own vehicle, a falling object blocking the traveling lane, or a person coming down from a vehicle traveling in front of the vehicle. Further, the unexpected event includes a failure of the peripheral monitoring sensor 11, a freeze of the processing unit 31, a failure of the DSM16A, a failure of the operation recording device 17, a failure of the V2X on-board unit 15, and other abnormalities inside the vehicle.

In step S207, it is determined whether or not the transition to the automatic operation mode is normally completed based on the signal input from the automatic operation device 30. When the transition completion signal is input from the automatic operation device 30, step S207 is positively determined and the process proceeds to step S208. On the other hand, if the response signal is not input from the automatic operation device 30 even after a predetermined time has elapsed from the execution of step S206, or if the transition failure signal is input, step S207 is negatively determined and step S209 is performed. Move to.

In step S208, a transition completion notification process, which is a process of notifying that the transition to the automatic operation mode has been completed normally, is performed. As the transition completion notification process, the information presentation processing unit F4 displays, for example, a text message indicating that the automatic operation mode has been set and an icon image on the meter display 18B. The message to be output may output information that associates the user's operation with the result, such as "The mode switch has been pressed and the automatic operation mode has been entered. A second task is possible." .. According to such a configuration, the user can recognize his / her action and the result in association with each other.

Further, in step S208, as the transition completion notification process, in addition to the normal completion of the operation mode change, an image or voice message indicating an example of an action that the user can perform as a second task may be output. As the transition completion notification process, the HCU 20 may output an image or a voice message indicating an action prohibited by the user. For example, the image illustrated in FIG. 7 may be displayed on the meter display 18B. Further, as the migration completion notification process, an example of both actions that can be performed as a second task and actions that are prohibited may be presented. The step may be performed by at least one of the permission matter notification unit F43 and the prohibition matter notification unit F44. In addition, the HCU 20 may display a common icon image indicating that the current mode is the automatic operation mode on the HUD 18A and the meter display 18B.

In step S209, as the automation interruption process, a process for guiding the transition to the second support mode is executed. For example, a confirmation message such as "Cannot shift to the automatic operation mode. Can I shift to the second support mode?" Is output. It is preferable that the information output as the automation interruption notification process includes information that the automatic operation mode cannot be shifted to and that the summary information of the operation mode to be the transition destination is included instead. The summary information of the operation mode to be the migration destination (that is, the migration destination mode) may be the name of the operation mode or the automation level. However, it may be difficult for the user to understand the name of the driving mode and the automation level, what kind of driving mode it is, in other words, what the driving task the user should perform. Therefore, it is preferable that the summary information of the migration destination mode is information representing the division of roles of the driving task such as the driving task that the user needs to perform and the driving task that the system performs. For example, the automation interruption notification may be a message such as "Cannot shift to the automatic driving mode. Can I shift to the mode that requires eyes-on and hands-on? The system assists steering and adjusts the speed."

Then, in response to the confirmation message, a request signal is output to the automatic operation device 30 so as to switch to the second support mode when a confirmation operation such as pressing the mode switching button is executed. It is preferable that the confirmation message includes the reason why the automatic operation mode cannot be entered. For example, it is preferable to include information that can determine whether the reason why the automatic driving mode cannot be entered is a problem inside the vehicle such as a system failure or an accident outside the vehicle such as an accident in a peripheral vehicle. According to this configuration, the effect of enhancing the user's sense of satisfaction and security can be expected.

When the transition to the automatic operation mode fails, the transition destination mode may be a completely manual mode or a first support mode. When the transition to the automatic operation mode fails, it is preferable that the operation mode to be changed as an alternative is not the third support mode in which hands-off is possible, but the second support mode or less in which hands-on is required. The case where the transition to the automatic driving mode fails may be a reason other than the elimination of the traffic jam, that is, there is a high possibility that an unexpected event has occurred for the automatic driving system 1. In such a situation, it is preferable that the user performs the driving operation after confirming the surrounding traffic conditions. The operation mode that shifts to the automatic operation mode when the transition to the automatic operation mode fails can be expected to have the effect of ensuring that the user confirms the surrounding situation by setting the user to a state in which hands-on is required. In addition, if the transition to the automatic operation mode fails, the current mode may be maintained. According to this configuration, it is possible to continue the driving operation without confusing the user.

In step S209, the transition to the second support mode or lower may be guided, and it may be notified that it is necessary to confirm the surrounding situation. For example, a voice message such as "Please check the surrounding situation" may be output from the audio device 18C. In order to promptly confirm the surrounding situation, it is preferable that the above-mentioned alert is output by voice rather than displaying an image as a text message. Of course, the above alert may be carried out by displaying at least one of a text message and an icon image as an image.

In step S210, exception handling is performed. The case where step S210 is executed means that the operation signal corresponding to the above user operation is not input even after a predetermined time has elapsed after the confirmation message indicating the transition to the automatic operation mode is output in step S204. This is the case when a predetermined cancel operation is performed. If the operation signal corresponding to the above user operation is not input even after a predetermined time has elapsed from the output of the confirmation message, step S204 may be re-executed. That is, the confirmation message may be output again. Further, when the predetermined cancel operation is performed in step S205, the current mode may be maintained and the automatic operation enable icon may be displayed on the meter display 18B or the like as in step S203. Step S210 is an arbitrary process and can be omitted. Further, the manual guidance process may be configured to move to step S203 when a negative determination is made in step S205.

FIG. 10 is a sequence diagram conceptually showing the interaction between the automatic driving system 1 and the user by the manual guidance process. FIG. 10A shows the change over time as to whether or not the driving environment is in a state where automatic driving is possible. (B) shows the content to be notified to the user from the HCU 20 and the timing thereof. (C) shows the operation content of the user and the timing thereof. (D) shows the change with time of the operation mode.

The time T11 represents the timing at which the automatic operation mode can be entered, and the HCU 20 executes the automatic operation enable notification process (step S201) based on the change in the environment. The time T12 represents the timing at which the user executes the transition instruction operation as the first operation as a response to the automatic operation enable notification. Based on the input of the operation signal corresponding to the response operation of the user, the HCU 20 executes a confirmation process as to whether or not the automatic operation mode is really entered at the time T13. For example, a confirmation message is output by voice or image. The time T14 represents the timing at which the user executes a confirmation operation (that is, a second operation) as a response to the confirmation message from the HCU 20. The HCU 20 shifts the operation mode to the automatic operation mode in cooperation with the automatic operation device 30 based on the input of the operation signal corresponding to the confirmation operation of the user. If the transition to the automatic operation mode is successful, the HCU 20 outputs a voice or image message indicating that the transition to the automatic operation mode is completed at time T15.

In the manual guidance process, the user is requested to perform multiple operations. With such a configuration, it becomes possible to confirm whether or not the user really wants to shift to the automatic operation mode. In other words, it is possible to reduce the risk of shifting to the automatic operation mode due to an operation error such as a pressing error. In particular, in a vehicle equipped with steering support to advanced support modes such as the second support mode and the third support mode, the user who uses the manual driving mode trusts the user who enjoys the driving operation or the system. There is a relatively high probability of no users. By confirming whether to actually shift to the automatic driving mode by a plurality of operations, it is possible to reduce the risk that the user unintentionally shifts to the automatic driving mode due to an operation error.

FIG. 11 is also a sequence diagram conceptually showing the interaction between the automatic driving system 1 and the user by the manual guidance process. The items (a) to (d) in FIG. 11 are the same as those in FIG. The difference from FIG. 10 is that the driving environment cannot be automatically driven during the transition to the automatic driving mode.

The time T21 represents the timing at which the automatic operation mode can be entered, and the HCU 20 executes the automatic operation enable notification (step S201) based on the change in the environment. The time T22 represents the timing at which the user executes the transition instruction operation (that is, the first operation) as a response to the automatic driving enable notification. Based on the input of the operation signal corresponding to the response operation of the user, the HCU 20 executes a confirmation process as to whether or not the automatic operation mode is really entered at the time T23. For example, a confirmation message is output by voice or image.

There may be a time lag for the user to perform a response operation to the output of the confirmation message. For example, if the driving environment suddenly changes before the confirmation message is output at time T23 and the user responds, and automatic operation becomes impossible at time T24, a confirmation message is output as an automation interruption notification process and the user. Wait for a response from.

The time T25 represents the timing when the user executes the consent operation as a response to the message from the HCU 20. The HCU 20 shifts the operation mode to the second support mode in cooperation with the automatic operation device 30 based on the input of the operation signal corresponding to the user's consent operation. If the transition to the second support mode is successful, the HCU 20 outputs a voice or image message indicating that the transition to the second support mode is completed at time T26. It also outputs information including driving tasks to be performed by the user and alerting to the surrounding area.

According to the above configuration, if an unexpected event occurs during the transition to the automatic driving mode, the driving mode is shifted to the driving mode in which the user holds the steering wheel. This can enhance safety. Further, by explicitly notifying the driving task to be performed by the user, it is possible to reduce the risk of the user erroneously recognizing the driving mode.

In addition, in FIGS. 10 and 11, in order to ensure the visibility of the figure, the notification timing of the transition completion is shown at a position later than the timing of switching to the automatic operation mode, but these should be substantially the same timing. Can be done. Further, in order to ensure the visibility of the figure, the timing at which the operation mode is switched is delayed from the timing at which the user's instruction is received, but these can be made to be substantially the same timing. The same applies to FIGS. 13 and the like thereafter. Note that the timings are almost the same, for example, the time difference is 1 second or less.

<About guidance processing during steering support>
Here, the operation support time guidance process carried out by the HCU 20 will be described with reference to FIG. The steering assist time guidance process is a process of guiding an operation for shifting from the second support mode, which is an operation mode corresponding to the automation level 2 requiring hands-on, to the automatic operation mode. The steering assist time guidance process shown in FIG. 12 is started as step S108 in the mode switching related process. The operation support time guidance process in the present embodiment includes steps S301 to S307 as an example. The number and order of the processing steps constituting the steering support guidance process can be changed as appropriate.

First, in step S301, the automatic operation enable notification process is executed. For example, the information presenting device 18 sends an operation guidance message to the effect that "automatic driving mode is available. To start the transition to automatic driving mode, hold the steering wheel and weaken the gripping force of the steering wheel." Output from. For example, the guidance message may be displayed as an image on the meter display 18B or the like as a text message. Further, it may be output from the acoustic device 18C as a voice message. The operation guidance message for shifting from the second support mode to the automatic driving mode should be, for example, "Please take your hand off the steering wheel to shift to the driving mode in which the second task can be executed." You can also.

The operation guidance message may include an example of a second task that the user can perform after shifting to the automatic driving mode, in addition to the operation content for switching to the automatic driving mode. Further, the operation guidance message may include an operation content for switching to the automatic driving mode and an example of an action prohibited to be performed by the user even after the transition to the automatic driving mode.

Further, the operation for shifting from the second support mode to the automatic driving mode, in other words, the operation requested from the user in the automatic driving enable notification process in step S301 is not limited to the operation of weakening the gripping force of the steering wheel. The required operation may be performed by releasing the thumb from the inner portion of the handle. For convenience, releasing the thumb from the handle is also referred to as thumb-off. Further, the requested operation may be an act of touching only the palm of the hand to the handle and lifting each finger from the handle. Further, the required operation may be performed by completely releasing the hand from the handle. However, since it has not completely shifted to the automatic operation mode, it is preferable to leave a hand near the steering wheel just in case.

When adopting hands-off as the operation to switch from the second support mode to the automatic driving mode, the automatic driving enable notification should include cautionary information such as "Please wait so that you can grasp the steering wheel immediately". Is preferable. With such a configuration, delegation of authority becomes possible more safely. The gripping state of the steering wheel may be determined based on the output signals of the steering wheel sensor 16B, DSM 16A, and the like. Hands-off in the present disclosure includes removing the hand completely from the handle, weakening the grip to the extent that the hand touches the handle, and lifting at least one finger including the thumb from the handle. I can do things. In addition, the operation for starting the transition from the second support mode to the automatic operation mode may be the utterance of a transition start command, the pressing of the mode changeover switch, or the like. The HCU 20 presents a list of operations for starting the transition from the second support mode to the automatic operation mode as the automatic operation enable notification process, and may guide the user to execute any one of them. good. When the automatic operation enable notification in step S301 is completed, step S302 is executed.

In step S302, it is determined whether or not the user operation for shifting to the automatic operation mode guided in step S301 has been executed based on the operation signals input from the handle sensor 16B and the input device 19. After the notification of step S301 is output, when it is detected that the user has executed the operation guided in step S301, step S302 is affirmed and the process proceeds to step S304. On the other hand, if the operation signal corresponding to the above user operation is not input even after a predetermined time has elapsed from the output of the above-mentioned guidance message, or if the predetermined cancel operation is performed, step S302 is denied. The determination is made and the process proceeds to step S303.

In step S303, the user considers that he / she does not want to shift to the automatic driving mode at this time, maintains the second support mode as the current mode, and displays the automatic driving enable icon on the meter display 18B to display this flow. finish. As in step S203, the display of the automatic operation enable icon is an arbitrary element and is not essential.

In step S304, the mode change instruction unit F5 outputs a signal instructing the automatic operation device 30 to shift to the automatic operation mode. The automatic operation device 30 shifts to the automatic operation mode based on the input signal from the HCU 20. When the transition to the automatic operation mode is normally completed, the automatic operation device 30 outputs a transition completion signal to the HCU 20. On the other hand, if the automatic operation mode cannot be entered due to the occurrence of an unexpected event, the automatic operation device 30 outputs a transition failure signal.

In step S305, it is determined whether or not the transition to the automatic operation mode is normally completed based on the signal input from the automatic operation device 30. When the transition completion signal is input from the automatic operation device 30, step S305 is positively determined and the process proceeds to step S306. On the other hand, if the response signal is not input from the automatic operation device 30 even after a predetermined time has elapsed since the execution of step S305, or if the transition failure signal is input, step S305 is negatively determined and step S307 is performed. Move to.

In step S306, the transition completion notification process is performed in the same manner as in step S208. The transition completion notification output in step S306 is associated with the user's operation and the result, for example, "The automatic operation mode has been entered based on the release of the steering wheel. The second task is possible." Information may be output.

In step S307, as the automation interruption notification process, a process of notifying that the transition to the automatic operation mode has failed and that the second support mode is maintained is executed. For example, a report message such as "Cannot shift to automatic operation mode. Maintain second support mode" is output. It is preferable that the automation interruption notification output in step S307 includes information explicitly indicating the driving task to be performed by the user, as in the automation interruption notification output in step S209. For example, a message such as "Cannot shift to the automatic driving mode. Continue to the mode that requires eyes-on and hands-on. The system assists steering and adjusts the speed." According to the contents, the user can clearly recognize the actions that the user needs to perform and the actions that the system performs.

FIG. 13 is a sequence diagram conceptually showing the interaction between the automatic driving system 1 and the user by the steering assist guidance process. The items (a) to (d) in FIG. 13 are the same as those in FIG. The time T31 represents the timing at which the automatic operation mode can be entered, such as entering a traffic jam section, and the HCU 20 executes the automatic operation enable notification (step S301) based on the change in the environment. The time T32 represents the timing when the user executes a transition instruction operation such as hands-off as a response to the automatic driving enable notification. The HCU 20 shifts the operation mode to the automatic operation mode in cooperation with the automatic operation device 30 based on the input of the operation signal corresponding to the response operation of the user. When the transition to the automatic operation mode is successful, the HCU 20 outputs a voice or image message indicating that the transition to the automatic operation mode is completed at time T33.

According to the above configuration, the second support mode shifts to the automatic operation mode based on one action by the user. That is, the number of interactions with the user is suppressed as compared with the case of shifting from the manual operation mode or the first support mode to the automatic operation mode. With such a configuration, the user can use the automatic operation mode with a simpler operation.

Further, the user who uses the second support mode may be a user who trusts the system or a user who prefers a state in which the driving task is less than the user who uses the manual driving mode. Relatively high. That is, a user using the second support mode is more likely to desire switching to the automatic driving mode under a situation where automatic driving is possible than a user using the completely manual mode. Therefore, even if the number of times to confirm whether the user really shifts to the automatic operation mode is reduced, the possibility that the user unintentionally shifts to the automatic operation mode can be reduced.

Further, in the case of transitioning from the second support mode to the automatic operation mode, the number of operations requiring the user to operate is reduced as compared with the case of transitioning from the completely manual mode. As a result, it is possible to reduce the risk of causing trouble to the user. In other words, the convenience of the user can be improved. In addition, according to the above configuration, the mode shifts to the automatic operation mode triggered by the user's hands-off. Hands-off is one of the changes that the transition from the second support mode to the automatic driving mode gives to the user. According to the above configuration, the automatic operation mode can be started without causing the user to feel annoyed.

<About guidance processing at the time of advanced support>
Here, the guidance process at the time of altitude support carried out by the HCU 20 will be described with reference to FIG. The advanced support time guidance process is a process for guiding an operation for shifting from the third support mode, which is an operation mode capable of hands-off, to the automatic operation mode. The altitude support guidance process shown in FIG. 14 is started as step S109 in the mode switching related process. The advanced support guidance process in the present embodiment includes steps S401 to S407 as an example. The number and order of the processing steps constituting the advanced support guidance processing can be changed as appropriate.

First, in step S401, the automatic operation enable notification process is executed. For example, an operation guidance message such as "To cancel the transition to the automatic operation mode, press the cancel switch" is output from the information presenting device 18. The operation guidance message may be displayed as an image on the meter display 18B or the like as a text message. Further, the above guidance message may be output from the acoustic device 18C as a voice message. As with S201, the operation guidance message preferably includes information that explicitly indicates that automatic operation has become possible. The operation guidance message for shifting from the third support mode to the automatic operation mode is, for example, "The operation mode will soon shift to the operation mode in which the second task can be executed. To cancel, perform the cancel operation." It can also be the content. The operation guidance message may include an example of a second task that can be performed by the user after the transition to the automatic driving mode, and an example of an action that is prohibited even in the automatic driving mode.

Since the hands-off is possible in the third support mode, it is highly possible that the user has already placed his / her hand at a position away from the steering wheel, such as on the armrest or above the knee, at the time of executing step S401. If the mode changeover switch 19A is requested to be pressed under such a situation, the user may reach out to the vicinity of the steering wheel, which may cause trouble for the user. In response to such concerns, the configuration that automatically shifts to the automatic operation mode if there is no stop operation as described above can reduce the risk of causing trouble to the user.

The trigger for shifting from the third support mode to the automatic operation mode is not limited to the fact that the cancel operation is not performed. The operation for shifting to the automatic operation mode, in other words, the trigger may be the utterance of a transition start command, the pressing of the mode changeover switch, or the like. The only change that the transition from the third support mode to the automatic driving mode gives to the user is the eye-off prohibition to the eye-off permission. Therefore, it is preferable to confirm the user's intention based on some at least one user's operation action, including the fact that the cancel operation is not performed within a certain time from the automatic driving enable notification. When the automatic operation enable notification in step S401 is completed, step S402 is executed.

In step S402, it is determined whether or not the user operation for shifting to the automatic operation mode guided in step S401 has been executed based on the operation signals input from the handle sensor 16B and the input device 19. Here, the fact that the cancel operation is not performed corresponds to the user operation for shifting to the automatic operation mode. After the notification of step S401 is output, when it is detected that the user has executed the operation guided in step S401, step S402 is affirmed and the process proceeds to step S404. On the other hand, when a predetermined cancel operation is performed, step S402 is negatively determined and the process proceeds to step S403. If an unexpected event occurs while waiting for the cancel operation and the automatic operation cannot be performed, the process may proceed to step S407.

In step S403, the user considers that he / she does not want to shift to the automatic driving mode at this time, maintains the third support mode as the current mode, and displays the automatic driving enable icon on the meter display 18B to display this flow. finish. As in step S303 and the like, the display of the automatic operation enable icon is an arbitrary element and is not essential.

In step S404, the mode change instruction unit F5 outputs a signal instructing the automatic operation device 30 to shift to the automatic operation mode. In step S405, it is determined whether or not the transition to the automatic operation mode is normally completed based on the signal input from the automatic operation device 30. When the transition completion signal is input from the automatic operation device 30, step S405 is positively determined and the process proceeds to step S406. On the other hand, if the response signal is not input from the automatic operation device 30 even after a lapse of a predetermined time from the execution of step S405, or if the transition failure signal is input, step S405 is negatively determined and step S407. Move to.

In step S406, the transition completion notification process is performed in the same manner as in step S208. The transition completion notification output in step S306 can be, for example, "shifted to automatic operation mode. Second task is possible" or the like. Of course, you may only notify that the second task is ready to be performed.

In step S407, as the automation interruption notification process, it is notified that the transition to the automatic operation mode has failed and that the third support mode is maintained. For example, a report message such as "Cannot shift to automatic operation mode. Maintain 3rd support mode" is output. The report message output in the automation interruption notification process in step S407 is, for example, a message such as "Cannot shift to the automatic operation mode. Continue to the mode that requires eye-on. Steering and speed adjustment are performed by the system." It may be.

The interaction between the user and the automatic driving system 1 by the guidance process at the time of altitude support is basically the same as in FIG. Only the trigger for shifting to the automatic operation mode is different. Specifically, when shifting from the second support mode to the automatic driving mode, an operation such as hands-off is used as a trigger, but when shifting from the third support mode to the automatic driving mode, the user has a hand. There is no need to move. It is possible to shift to the automatic operation mode without doing anything or by speaking a predetermined voice command. In this way, it is possible to shift to the automatic operation mode with a simpler operation, so that the convenience of the user can be further improved.

<Supplementary information on switching operation modes>
The migration destination mode may be a second support mode, a third support mode, or the like. The total number of times (that is, the total number of operations) that the user instructs to input in order to switch from the completely manual mode to the first support mode may be once or twice. Here, as an example, switching from the completely manual mode to the first support mode can be performed by inputting an instruction once. For example, the HCU 20 executes the operation mode switching process in the procedure of accepting a user operation → switching execution. Further, the operation content from the completely manual mode to the first support mode may be the mode changeover switch 19A pressed or the voice input. The same can be applied to the switching process from the first support mode to the second support mode and the switching process from the second support mode to the third support mode.

The fully manual mode and switching from the first support mode to the third support mode bring about a great change in that hands-off is possible as the driving posture allowed by the user. Therefore, it is preferable that the execution is performed based on a plurality of user operations as in the case of switching to the automatic operation mode. For example, the HCU 20 executes the operation mode switching process in the order of mode transition enable notification → reception of user operation → confirmation processing → reception of user operation → mode switching execution. According to such a configuration, it is possible to reduce the possibility that the operation mode is switched at once by two or more stages due to an erroneous operation by the user.

In the above-mentioned configuration, the mode of switching from the second support mode to the automatic operation mode by one user operation is disclosed, but the present invention is not limited to this. Switching from the second support mode to the automatic driving mode also has a big change such that hands-off is possible as a driving posture allowed by the user. Therefore, the switching from the second support mode to the automatic operation mode may also be configured to be executed based on a plurality of user operations. When the operation modes differ by two or more stages, the operation tasks to be performed by the user, in other words, the operating state of the system, differ greatly. If the operation mode is unintentionally changed by two or more stages due to an erroneous operation or the like, the user may feel that the operating state of the system has suddenly changed, which may be confusing. For such a problem, if the operation mode before the transition and the operation mode at the transition destination are not adjacent to each other, the operation mode requires multiple user operations and includes confirmation processing. It is possible to reduce the risk of embarrassing the user by switching between.

<Explanation of effects, etc.>
As described above, there may be a plurality of levels of automation of driving operations. Along with this, there may be a plurality of stages in which the user is involved in the driving operation during manual driving. For example, the user may perform all driving tasks, may only steer, or may only monitor the area around the vehicle. Considering such a situation, if there is only one pattern of operation procedures for switching from the manual operation mode to the automatic operation mode, there is a possibility that the user will be inconvenienced.

With respect to such a problem, according to the configuration of the above-described embodiment, as shown by an example in FIG. 15, the content of the user operation for switching to the automatic operation mode according to the operation mode before switching to the automatic operation mode. And the number of times are different. For example, when switching from the completely manual mode or the first support mode to the automatic operation mode, the number of times the user is requested to input an instruction is twice. On the other hand, when switching from the second support mode or the third support mode to the automatic operation mode, the number of times the user is requested to input an instruction is one.

According to this configuration, when the driving support function of the vehicle is actively used, the number of operations required of the user to switch to the automatic driving mode is reduced, so that the user's time and effort can be suppressed. Can be done. In addition, users who are actively using the driving support function are relatively likely to want to switch to the automatic driving mode. Therefore, when the operation for switching to the automatic driving mode is accepted, the operation is performed. The possibility of erroneous operation is low. That is, it is possible to improve the convenience of the user while suppressing the possibility of shifting to the automatic operation mode based on an erroneous operation. Further, according to the configuration, even though the user wants to shift to the automatic operation mode, the switching to the automatic operation mode is stopped halfway, and the possibility that the transition to the automatic operation mode fails can be reduced. ..

Further, the transition from the second support mode to the automatic operation mode is started with the hands-off as a trigger. This corresponds to a configuration in which an operation corresponding to a change point of the posture allowed by the user in the operation mode after such a transition is adopted as a trigger for mode switching. Further, it is assumed that the purpose of the user who switches from the second support mode to the automatic operation mode is to take his / her hand off the steering wheel to reduce the driving load. Based on this assumption, according to the above configuration, the operation that directly corresponds to the user's purpose is adopted as the operation for switching to the automatic operation mode, so what kind of operation should be performed to switch to the automatic operation mode. It is easy for the user to intuitively understand whether it will be. That is, the user interface makes it easy for the user to understand the operation content to be performed.

In addition, in the above embodiment, as an example, the switching from the third support mode to the automatic operation mode is automatically executed if there is no cancel operation within a certain time from the notification from the system. In the third support mode, since hands-off is allowed, it is highly possible that the user puts his / her hand away from the steering wheel or the like. According to the above configuration, since the automatic operation mode is switched without the user moving his / her hand, it is possible to reduce the risk of causing the user to feel annoyed. Further, since it is configured to be cancelable when switching to the automatic operation mode is not desired, it is possible to suppress switching to the automatic operation mode against the intention of the user. As described above, the trigger for switching from the third support mode to the automatic operation mode may be voice input. The same effect can be obtained by the configuration.

The second support mode and the third support mode are operation modes closer to the automatic operation mode than the completely manual mode and the first support mode. The above configuration corresponds to a configuration in which the higher the automation level of the current mode, the easier the operation for shifting to the automatic operation mode. Further, from another viewpoint, the above configuration corresponds to a configuration in which the user operation for switching the operation mode is simplified as the operation mode before the change is closer to the operation mode after the change.

According to such a configuration, switching from the current mode to the operation mode relatively close to the current mode can be switched with a simple operation, so that the convenience of the user can be improved. Further, since switching from the current mode to the operation mode relatively far from the current mode is a complicated or laborious operation, it is possible to reduce the possibility of switching the operation mode due to an erroneous operation or the like.

It should be noted that the fact that the user operation is easy means that the user does not have to take the trouble or is not complicated. The simplicity of user operation can be defined by the input method of instructions such as switch operation and voice input, and the number of operations. Basically, the smaller the number of operations, the lower the difficulty of operation. Further, the switch operation requires the user to move the hand, while the voice input does not require the user to move the hand. Therefore, as an instruction input method, voice input corresponds to a simpler operation than switch operation.

The manual operation mode corresponds to a state in which the user prohibits eyes-off, that is, a state in which peripheral monitoring is required. The automatic operation mode corresponds to a state in which the user can turn off eyes, that is, peripheral monitoring is unnecessary. Therefore, in the above configuration, when the operating state of the automatic driving device 30 is changed from a state in which the user needs peripheral monitoring to a state in which the user does not need peripheral monitoring, the automatic driving device is operated according to the operation mode before the change. It corresponds to a configuration that changes the user operation for changing the state.

Further, the pattern of shifting from the third support mode to the automatic operation mode corresponds to the case of shifting from the operation mode in which hands-off is allowed to the operation mode in which eyes-off is allowed. The pattern of shifting from the first support mode or the like to the automatic operation mode corresponds to the case of shifting from an operation mode requiring hands-on to an operation mode in which eyes-off is allowed. That is, in the above configuration, the operation when moving from the operation mode where hands-off is allowed to the operation mode where eyes-off is allowed is simpler than when moving from the operation mode where hands-on is required to the operation mode where eyes-off is allowed. Corresponds to the configuration to be operated.

Further, according to the above configuration, the operation method for switching the driving mode is guided at the timing when the driving mode can be switched, so that even a user who is not accustomed to the vehicle with the automatic driving function can easily switch the driving mode. Can be switched. For example, when the vehicle equipped with the automatic driving system 1 is a service car such as a rental car or a shared car, the user of the vehicle is likely to be unfamiliar with how to use the automatic driving function. Further, the operation method for switching the driving mode may differ depending on the vehicle model. For users who are not familiar with automatic driving, driving support functions, and operation of the vehicle model of their own vehicle, the operation method and the driving task performed by the system as a result are clearly shown, so that the driving mode can be switched with confidence. The operation can be performed. In other words, the convenience and satisfaction of the user who uses the service car can be enhanced. Even when the user rides on the vehicle equipped with the automatic driving system 1 as a test ride, the operation method for changing the driving mode is easy to understand. Therefore, it is possible to reduce the possibility that the purchasing motivation is impaired due to the fact that the operation method for changing the operation mode is difficult to understand.

Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and various modifications described below are also included in the technical scope of the present disclosure, and other than the following. Can be changed and implemented within the range that does not deviate from the gist. For example, the following various modifications can be appropriately combined and carried out within a range that does not cause a technical contradiction. The members having the same functions as those described in the above-described embodiment are designated by the same reference numerals, and the description thereof will be omitted. Further, when only a part of the configuration is mentioned, the configuration of the embodiment described above can be applied to the other parts.

For example, in the above, the mode for simplifying the operation for starting the automatic operation, including not only the number of operations but also the contents of the operation, as the automation level of the current mode is higher is disclosed, but the present invention is not limited to this. The number of operations for switching to the automatic operation mode may be different for each current mode. In that case, the larger the gap in the automation level between the current mode and the automatic operation mode, the larger the number of user operations, in other words, the number of confirmation processes can be configured.

<Supplementary processing for transition from fully manual mode to automatic operation mode>
In the above-described embodiment, the number of operations for switching from the completely manual mode to the automatic operation mode is larger than the number of operations for switching from the second support mode or the third support mode to the automatic operation mode. In such a configuration, the time required for switching from the completely manual mode to the automatic operation mode is likely to be longer than the time required for switching from the second support mode or the third support mode to the automatic operation mode. The time required for switching here is the time required to switch the operation mode, and refers to the time from the start of switching to the completion of switching.

Based on such circumstances, if it can be predicted that the automatic operation mode can be transferred, the operation mode will be changed in advance from the completely manual mode to the second support mode or the third support mode, which is close to the automatic operation mode. You may guide me as follows.

For example, as shown in FIG. 16, when it is detected that the vehicle enters the traffic jam section within a predetermined time as the traffic jam information in the completely manual mode, it may be guided to shift to the second support mode. The time T41 in FIG. 16 indicates the time when the HCU 20 determines that the automatic operation mode can be switched to within a predetermined time due to the detection of traffic congestion or the like. Based on the above determination result and the current mode being a completely manual mode, the HCU 20 guides the user to shift to an operation mode having a higher automation level at time T42. For example, it shifts to the second support mode and outputs information including the operation content for that purpose (hereinafter, support start guidance). The support start guidance is, for example, "Automatic driving will be possible soon. It is recommended to enable the steering support function as a preparation. To enable the steering support function, press the mode changeover switch. Please output a message such as "Please." By voice or image.

The time T43 represents the timing at which the user performs an operation for shifting to the second support mode according to the above guidance. The HCU 20 shifts the automatic operation device 30 to the second support mode based on the user operation at the time T43, and notifies that fact as soon as the shift is completed (time T44).

The time T45 represents the timing at which the automatic operation mode can be shifted due to, for example, entering a traffic jam section, and the HCU 20 executes the automatic operation enable notification (S201) based on the environmental change. The time T46 represents the timing when the user executes a transition instruction operation such as hands-off as a response to the automatic driving enable notification. The HCU 20 shifts the operation mode to the automatic operation mode in cooperation with the automatic operation device 30 based on the input of the operation signal corresponding to the user operation. If the transition to the automatic operation mode is successful, the HCU 20 outputs a voice or image message indicating that the transition to the automatic operation mode is completed at time T47.

According to the above configuration, by raising the automation level before the automatic operation becomes possible, the operation for switching to the automatic operation mode can be made easier when the automatic operation actually becomes possible. .. According to this configuration, the time required for switching to the automatic operation mode can be reduced. Information on the congested section may be received wirelessly from the roadside unit or the server, or may be determined from the behavior of other vehicles traveling in front of the own vehicle, which is acquired by inter-vehicle communication. Further, it may be specified based on the lighting state of the hazard lamp of the vehicle in front provided by the front camera as the peripheral monitoring sensor 11 and the recognition result of the display text of the electric bulletin board.

If the vehicle is equipped with a manual mode, it is assumed that the automatic driving function does not operate in the manual mode. Alternatively, as described above, as the configuration of the automatic driving device 30, a configuration in which the positions capable of automatic driving are limited is also assumed. When the vehicle is set to an operation mode in which the automatic driving mode cannot be used, the HCU 20 may propose to switch to the automatic driving possible position when the automatic driving possible section such as a traffic jam is detected in advance. The automatic operation device 30 may have a function as the HCU 20.

<How to switch from fully manual operation mode to automatic operation>
In the above-described embodiment, the operation for shifting from the completely manual mode to the automatic operation mode and the operation for shifting from the first support mode corresponding to the automation level 1 to the automatic operation mode are the same. Not limited to this. For example, the operation for shifting from the first support mode to the automatic operation mode may be set more easily than the operation for shifting from the completely manual mode to the automatic operation mode.

For example, the operation for shifting from the completely manual mode to the automatic operation mode may be the pressing of the mode changeover switch twice, while the second operation for shifting from the first support mode to the automatic operation mode may be hands-off. .. The second operation for shifting from the completely manual mode to the automatic operation mode may be a double-click on the mode changeover switch, while the second operation for shifting from the first support mode to the automatic operation mode may be a single-click. .. The number of operations for shifting from the completely manual mode to the automatic operation mode may be three, while the number of operations for shifting from the first support mode to the automatic operation mode may be two.

<About the operation mode configuration>
In the above, the mode including the five modes of the complete manual mode, the first support mode, the second support mode, the third support mode, and the automatic operation mode as the operation mode has been disclosed, but the operation mode provided in the automatic operation system 1 has been disclosed. The setting mode of is not limited to this. For example, the first support mode and the second support mode may be integrated.

Further, as another aspect, the fully manual mode and the first support mode may be integrated. For example, as shown in FIG. 17, the operation mode may be set. That is, the operation modes provided by the automatic operation device 30 may be four, a manual operation mode, a steering support mode, an automatic steering mode, and an automatic operation mode. The manual steering mode is the operation mode having the lowest automatic operation level among the plurality of operation modes. The manual operation mode corresponds to the above-mentioned completely manual mode or the first support mode. The steering support mode corresponds to the above-mentioned second support mode. The steering support mode can be called a hands-on level 2 mode. The automatic steering mode corresponds to the above-mentioned third support mode. The automatic steering mode can be called a hands-off level 2 mode.

Further, the automatic driving device 30 may include a level 3 mode and a level 4 mode as the automatic driving mode. The level 3 mode is an operation mode corresponding to the automation level 3, and the level 4 mode is an operation mode corresponding to the automation level 4. The level 4 mode corresponds to an operation mode in which more diverse second tasks than level 3 are allowed. For example, sleep is prohibited in level 3 mode, while sleep may be allowed in level 4 mode. Further, for example, in the level 3 mode, leaving the driver's seat is prohibited, while in the level 4 mode, leaving the driver's seat may be allowed. Since the range of the permissible second task differs between the level 4 mode and the level 3 mode, it is preferable to notify the information about the difference in the transition completion notification. For example, the example of the second task to be notified when the mode is changed to the level 3 mode and the example of the second task to be notified when the mode is changed to the level 4 mode are different. The range of the second task allowed in the level 3 mode is narrower than that in the level 4 mode. In view of such circumstances, the level 3 mode transition completion notification may mainly notify the prohibited matters, while the level 4 mode transition completion notification may mainly notify the permissible actions. That is, depending on the level of automatic operation, it may be possible to change whether or not to output the transition completion notification in the position of calling attention.

<Relationship between the number of operations for switching the operation mode and the automatic operation level>
The number of operations for switching the operation mode may be proportional to the difference in the automation level between the current mode and the operation mode of the transition destination. For example, the number of operations for raising the automation level by one step may be one, while the number of operations may be multiple when raising the automation level by two or more steps. Further, while the number of operations for raising the operation mode by one step in the direction of raising the automation level is one, the confirmation process may be executed when the operation mode is raised by two steps or more.

<System response when canceling migration>
When the transition of the operation mode is canceled in the middle, the operation mode finally set may be changed depending on whether the reason for cancellation is a user operation or a system judgment. For convenience, a series of processes that can be executed when the transition of the operation mode is canceled in the middle are also described as a halfway cancel process. FIG. 18 is a flowchart conceptually showing the flow of the cancellation process on the way.

For example, if the cause of canceling the transition to the automatic operation mode is a cancellation operation by the user (S501 YES), the current mode is maintained (S502). In that case, an icon image indicating that automatic operation is possible may be continuously displayed on the corner of the meter display 18B for a predetermined time. On the other hand, if the cause of canceling the transition to the automatic operation mode is due to a system judgment such as the occurrence of an unexpected event (S501 NO), for example, the transition to the second support mode is guided as an alternative (S503). ). If the second support mode cannot be executed due to poor recognition of the lane marking due to the approach to the snowy section, an operation mode that can be executed at that time, such as a completely manual mode, may be presented. Then, when it is detected that the user's consent operation for the guidance has been performed (S504 YES), the operation mode is shifted to the guided operation mode. On the other hand, if the user's consent is not obtained for the guidance in S503, a predetermined exception handling is executed. For example, it may be decided to maintain the current mode as exception handling, and a notification to that effect may be given. Further, MRM may be executed as exception handling. The number and order of the processing steps constituting the intermediate cancellation process shown in FIG. 18 can be appropriately changed.

<About system response according to the situation where automatic operation is possible>
The operation for switching to the automatic driving mode may be changed depending on whether the automatic driving mode is on the condition that the vehicle is in a traffic jam or the automatic driving mode is limited to an area. For example, it is assumed that the traveling speed is slow and the traffic environment is unlikely to change suddenly in a traffic jam. Considering such circumstances, it is highly possible that autonomous driving during traffic jams is safer and more autonomous than area-limited autonomous driving. Therefore, the operation requested from the user may be simplified in the case of starting the automatic operation at the time of traffic congestion than in the case of starting the area-limited automatic operation. For example, the reception medium for user instructions when starting area-limited automatic operation requires pressing the mode changeover switch 19A as an essential element. On the other hand, in the case of automatic operation during traffic congestion, pressing the mode changeover switch 19A may be one of the options. More specifically, in the case of automatic operation during traffic congestion, an instruction to start automatic operation may be accepted by an action other than pressing the mode changeover switch 19A, such as voice input or hands-off.

<Others>
In addition to the above configuration, when the mode changeover switch 19A is continuously pressed a predetermined number of times, for example, by double-clicking, the HCU 20 omits a series of confirmation processes and promptly switches to the automatic operation mode. It may be configured as follows. For example, when the mode changeover switch 19A is continuously pressed three or more times in step S202, the confirmation process of steps S204 to S205 may be skipped and the mode may be shifted to the automatic operation mode. The instruction act for skipping the confirmation process and shifting to the automatic operation mode (hereinafter, confirmation omitted operation) is an operation that can be determined that the user definitely wants to switch to the automatic operation mode, in other words, an erroneous operation. It is preferable that the operation is difficult to perform. The confirmation omission operation may be a so-called long press operation in which the mode changeover switch 19A is continuously pressed for a certain period of time.

Further, when it is detected that an immediate switching command, which is a predetermined voice command, has been spoken, a series of confirmation processes may be omitted and the mode may be promptly changed to the automatic operation mode. The immediate switching command can be, for example, "immediate mode switching", "switching confirmation", or the like. It is preferable that the phrase acting as an immediate switching command is configured so that the setting can be changed by the user. The immediate switching command is preferably limited to phrases that combine two or more words in order to prevent malfunctions in daily conversation. The immediate switching command may be configured so that it can be registered by the user speaking in order to improve the recognition accuracy. The same applies to the migration start command.

The confirmation omission operation and the immediate switching command may be constant regardless of the current mode. According to such a configuration, the user can start the automatic operation mode at once from any current mode as long as he / she remembers the operation method, and the switching time from the manual operation mode to the automatic operation mode can be set. It can be shortened.

The mode change instruction unit F5 may switch the operation mode based on the user's operation on the brake pedal, the accelerator pedal, and the steering wheel. For example, the mode change instruction unit F5 may shift from the completely manual mode to the first support mode triggered by the release of the accelerator pedal. As shown in FIG. 19, the operation signal acquisition unit F3 determines the user's operation state with respect to the brake pedal 19α, the accelerator pedal 19β, the handle 19γ, etc. directly from the sensor corresponding to each operation member or via a predetermined ECU. Can be obtained. For example, the operation signal acquisition unit F3 acquires the amount of depression of the brake pedal 19α from the brake pedal sensor 12α. The brake pedal sensor 12α may be a sensor that detects the user's stepping force on the brake pedal 19α. The pedal depression force may be estimated from, for example, the brake oil pressure. The brake pedal 19α corresponds to a pedal for deceleration.

Further, the operation signal acquisition unit F3 acquires the amount of depression of the accelerator pedal 19β from the accelerator pedal sensor 12β. The accelerator pedal sensor 12β may be a sensor that detects a depression force on the accelerator pedal. The accelerator pedal 19β corresponds to a pedal for deceleration. Further, the operation signal acquisition unit F3 acquires the steering angle from the steering angle sensor 12γ. The operation signal acquisition unit F3 acquires the steering torque, which is the torque applied to the steering wheel by the user, from the torque sensor 12δ. The torque sensor 12δ can detect the steering torque based on, for example, the helix angle of the torsion bar provided on the steering shaft. In addition, a signal indicating the shift position may be input to the HCU 20 from the shift position sensor. A signal indicating the depression amount / depression force of various pedals, a signal indicating a steering angle, and the like can also correspond to a user operation signal.

The above is a list of specific examples of user operations for raising the level of automation, in other words, cases where the trigger is different depending on the current mode. On the other hand, the technical idea of the present disclosure can also be applied to an operation for the user to intentionally lower the automation level. For example, the amount of operation for the user to intentionally lower the automation level may be different depending on the current mode. For example, as shown in FIG. 20, the condition for switching from the automatic operation mode to the completely manual mode may be set more severely than the condition for switching from the third support mode to the completely manual mode. Tightening the operation mode switching condition corresponds to making it difficult for the operation mode to be switched accidentally or by erroneous operation.

FIG. 20 shows an example of an operation pattern for lowering the automation level according to the combination of the operation mode as the transition source and the operation mode as the transition destination. Tightening the conditions for switching the operation mode corresponds to increasing the operation amount in one aspect. Increasing the amount of operation specifically means increasing the number of switch operations required by the user, lengthening the time to keep the switch pressed, lengthening the time to maintain hands-on, and the amount of pedal depression. It refers to increasing the required value for the handle gripping pressure.

It should be noted that the conditions for switching the operation mode may include not only the operation amount but also the conditions for the user's condition and the driving environment. For example, it is preferable that the transition process from the automatic operation mode to the occupant involvement mode such as the completely manual mode is executed after confirming that the user can operate the operation. From such a viewpoint, as shown in FIG. 21, the HCU 20 may include a user state acquisition unit F6 for determining whether or not the user is in an operable state.

The user state acquisition unit F6 determines the user state based on the output signal of the occupant state sensor 16 such as the DSM 16A and the handle sensor 16B. For example, the user state acquisition unit F6 determines that the user is in a driveable state based on the fact that the user's line of sight is facing the front of the vehicle and the user is holding his / her hand on the steering wheel. The operable condition, which is a condition defining the driving state of the user, can be defined by the line-of-sight direction and the posture. Since the user is checking the surroundings while looking at the side mirrors and rearview mirrors, it can be included in the operable state. Posture can include the position and orientation of the head. In addition, the operable condition may include that the drowsiness level and the degree of fatigue estimated based on biological information such as eye opening and pulse are not more than a predetermined threshold value.

Further, the user state acquisition unit F6 is not in an operable state when the user is facing the in-vehicle display with his / her eyes / face while playing a moving image on an in-vehicle display such as a center display. Can be judged. The inability to drive includes the execution of a second task, such as watching a video or operating a smartphone. The user state acquisition unit F6 is configured to be able to determine whether or not the user is executing the second task by analyzing the operating state of the in-vehicle device and the user image as a more detailed classification of the user state. Is also good. The user state acquisition unit F6 may be configured to be able to determine whether or not the user is executing the second task by analyzing the image of the user captured by the vehicle interior camera. When the vehicle and the user's smartphone are wirelessly or wiredly connected, the user status acquisition unit F6 acquires the operating status of the smartphone from the smartphone and determines whether or not the user is executing the second task. You may. The user state acquisition unit F6 corresponds to the user state determination unit.

The information presentation processing unit F4 may include a release operation response unit F45 that outputs a message according to the operation content or the like when a user operation for canceling the automatic operation mode is detected. The release operation response unit F45 sends a message confirming whether the automatic operation mode may be canceled when the user's operation mode for any of the plurality of types of input devices 19 corresponds to a predetermined confirmation pattern. , Output from the acoustic device 18C or the like. The confirmation-required pattern here corresponds to an operation pattern in which it is unclear whether or not the user wants to cancel the automatic operation mode. Further, when the mode change instruction unit F5 terminates the automatic operation mode based on the user operation, the release operation response unit F45 outputs a message such as "the automatic operation mode has ended" to the HUD18A or the like. It is preferable to output the confirmation message during automatic driving by voice because the user may not be looking ahead. Further, the message of the completion of cancellation may be limited to the notification by HUD18A because there is a high possibility that the user is looking ahead. The release completion message may be a text image, an icon image, or the like.

[Example of application to automation level down operation]
In the automatic driving system 1, switching from the automatic driving mode to the manual driving mode is also executed by a predetermined user operation as a trigger. Therefore, it is preferable that the automatic operation mode can be switched to the manual operation mode with as simple an operation as possible. However, if, for example, the steering wheel is unintentionally hit by a hand and the automatic operation mode is switched to the manual operation mode, the convenience of the user may be impaired. Therefore, it is preferable that the HCU 20 is configured so that when a user operation to the input device 19 is detected in the automatic operation mode, it can be accurately determined whether or not the user intentionally switches the operation mode. In the following, a configuration that can reduce the risk of erroneous detection of the operation of canceling the automatic operation mode will be disclosed.

As the operation for canceling the automatic operation mode, (A) pedal depression, (B) steering wheel operation, (C) mode changeover switch 19A operation, and the like can be considered. Canceling the automatic operation mode corresponds to switching from the automatic operation mode to an operation mode having a relatively lower automation level, for example, a completely manual mode. The operation mode of the transition destination may be a predetermined constant operation mode or may be dynamically determined according to the operation content, regardless of the operation content. More specifically, when the automatic operation mode is released by depressing the brake pedal 19α as a trigger, the mode shifts to the completely manual mode, while when the automatic operation mode is released by operating the steering wheel, the transition destination is the second support mode or It may be the first support mode. Further, the transition destination when the automatic operation mode is terminated by pressing the mode changeover switch 19A can be set to the third support mode.

The following disclosure is applicable not only to the control for terminating the automatic operation mode, but also to the case of terminating the second support mode, the case of terminating the first support mode, and the like. That is, the following disclosure can be understood as a configuration capable of reducing the risk of erroneous detection of an operation of lowering the automation level in one aspect.

[Example of operation mode switching control based on pedal operation]
Here, an operation example of the HCU 20 when the automatic operation mode is canceled based on a user operation on the pedals will be described with reference to the flowchart shown in FIG. FIG. 22 is a flowchart corresponding to the pedal override process, which is a process of canceling the automatic operation mode based on a user operation on the pedals. The pedal override process can be started at a predetermined cycle, for example, every 50 milliseconds or every 100 milliseconds, provided that the current mode is the automatic operation mode. The number and order of the processing steps provided in the pedal override processing can be changed as appropriate. For example, the pedal override process may be started by triggering that the brake pedal or the accelerator pedal is depressed while the current mode is the automatic driving mode. In that case, the flowchart shown in FIG. 22 may include the processing steps after step S603.

First, in step S601, information (judgment material) used in the subsequent judgment processing is acquired from various sensors. For example, the operation signal acquisition unit F3 acquires the amount of depression of the accelerator pedal and the amount of depression of the brake pedal from the brake pedal sensor 12α and the accelerator pedal sensor 12β. Further, the user state acquisition unit F6 acquires information such as the user's line-of-sight direction from the DSM16A or the like for determining whether or not the user is in a driving operation capable state. In addition, the peripheral state grasping unit F1 acquires data indicating the traffic condition around the own vehicle from the automatic driving device 30 or the peripheral monitoring sensor 11. When step S601 is completed, the process proceeds to step S602.

Hereinafter, the case where the brake pedal is depressed will be described as an example, but the same can be applied when the accelerator pedal is depressed.

In step S602, the mode change instruction unit F5 determines whether or not the brake pedal is depressed. For example, when the amount of depression of the brake pedal is equal to or greater than a predetermined depression detection threshold value, it is determined that the brake pedal is depressed. The stepping detection threshold value can be, for example, a minute value such that the brake lamp starts to light. More specifically, the stepping detection threshold value can be set to 10 mm to 30 mm or the like. The amount of depression may be expressed in units of angle and pressure. The stepping detection threshold value may be set in the same unit system as the stepping amount. In addition, whether or not the brake operation has been performed may be determined based on the change in the current value flowing through the brake lamp. Further, it may be determined whether or not the foot is placed on the brake pedal based on the output of the switch that switches on and off in conjunction with the presence or absence of pedal depression.

When the depression of the brake pedal is detected, the process proceeds to step S603. On the other hand, if the depression of the brake pedal is not detected, this flow ends. In that case, this flow is started from step S601 after a predetermined time, for example, after 50 milliseconds or 100 milliseconds.

In step S603, the user state acquisition unit F6 determines whether or not the user is in an operable state based on the biometric information of the user provided by the DSM 16A. If the user is not in an operable state, in other words, if the operable condition is not satisfied, the process proceeds to step S604, the predetermined content is notified, and the automatic driving mode is continued. This is because there is a relatively high possibility of erroneous operation such as when the foot hits the pedal when pedaling in a state where the pedal is not operable.

The content of the notification when moving from step S603 to step S604 can be, for example, the content that the brake operation is detected but the operation amount is small, so that it is determined that the step is incorrect and the automatic operation mode is continued. .. According to the content of the notification, the user can understand what the system reacts to and how it makes a judgment. Therefore, if the user really wants to cancel the automatic operation mode, it is possible to take measures such as increasing the stepping amount. In addition, when the user really wants to cancel the automatic operation mode, the system returns some response to the user's intentional pedal operation, so that the user feels distrust of the system. The fear of holding can be reduced. In addition, as determined by the system, if the detected pedal depression is an erroneous operation, the automatic operation mode is maintained, so that the risk of impairing the user's convenience can be reduced.

On the other hand, if the user is in an operable state in step S603, the process proceeds to step S605. In step S605, it is determined whether or not the stepping acceleration AcD determined by analyzing the signal from the brake pedal sensor 12α is equal to or higher than the predetermined stepping acceleration threshold ThAcD. The stepping acceleration AcD is a parameter corresponding to the momentum of the user stepping on the brake pedal. The stepping acceleration AcD corresponds to a stepping speed that indicates an increase in the stepping amount per unit time, which is further time-differentiated. The stepping speed and the stepping acceleration can be calculated based on the time-series data of the stepping amount acquired within the latest predetermined time. The stepping acceleration threshold value ThAcD is set to a value corresponding to, for example, sudden braking. Specifically, a deceleration of 3 m / sec ^ 2 (about 0.3 G) to 4 m / sec ^ 2 (about 0.4 G) can be set to a value that acts on the vehicle. The concept of sudden braking can also include full braking.

Step S605 corresponds to a step of determining whether or not an urgent pedal operation has been performed in one aspect. If the stepping acceleration AcD is equal to or less than the stepping acceleration threshold value ThAcD, the step S605 is negatively determined and the process proceeds to step S607. On the other hand, when the stepping acceleration AcD exceeds the stepping acceleration threshold value ThAcD, step S605 is affirmed and the process proceeds to step S606, the predetermined content is notified, and the automatic operation mode is terminated.

The operation mode set after the end of the automatic operation mode, that is, the operation mode of the transition destination can be, for example, a completely manual mode. The fact that a pedal operation equivalent to sudden braking or sudden acceleration was performed is likely to be an override for an urgent event that the system does not recognize, and it is preferable to leave all operations to the user. be. The operation mode of the transition destination may not be the completely manual mode but may be the first support mode or the like. Further, the operation mode of the transition destination may be a default mode specified in advance by the user or an operation mode adopted before the transition to the automatic operation mode.

The content of the notification in the case of moving from step S605 to step S606 can be, for example, the content such as "the automatic operation mode has been terminated and the mode has been changed to the completely manual mode". It is preferable that the notification content when the process proceeds from step S605 to step S606 clearly indicates information on the operation mode of the transition destination, for example, an operation task that the user needs to perform. When moving from step S605 to step S606, it is assumed that the scene is highly urgent. Presenting a relatively large amount of information to the user in a highly urgent scene may cause annoyance to the user. Due to such circumstances, when the automatic operation mode is terminated by a pedal operation equivalent to sudden braking or sudden acceleration, the notification content is limited to the fact that the automatic operation has ended or the mode has changed to the completely manual mode. It may be a notification. In that case, it is necessary for the user to perform the operation using an icon image or the like based on the fact that the depression amount has been restored to a predetermined value or less and that the predetermined notification standby time has elapsed since the automatic operation mode was terminated. It is preferable to explicitly present a driving task.

In the present embodiment, as an example, a mode in which the stepping acceleration AcD is used as a determination index for determining whether or not an urgent pedal operation has been performed has been disclosed, but the present invention is not limited to this. Whether or not an urgent pedal operation has been performed can be determined by using the stepping speed or the acceleration in the front-rear direction acting on the vehicle. That is, the determination in step S605 may be performed by comparing at least one of the stepping acceleration AcD, the stepping speed, and the longitudinal acceleration with a predetermined threshold value. Of course, whether or not an urgent pedal operation has been performed may be determined by combining a plurality of parameters such as depression speed and forward / backward acceleration. For example, the mode change instruction unit F5 may cancel the automatic operation mode based on the stepping speed being equal to or higher than a predetermined threshold value and the longitudinal acceleration being equal to or higher than a predetermined threshold value.

In step S607, the mode change instruction unit F5 determines whether or not the depression amount AmD determined based on the signal from the brake pedal sensor 12α exceeds the predetermined depression amount threshold ThAmD. The stepping amount threshold ThAmD is a parameter for distinguishing whether the user intentionally steps on the pedal, in other words, whether the operation is an erroneous operation such as when the foot hits the pedal. The depression threshold ThAmD can be set to 40 mm or the like. Further, the depression threshold value ThAmD can be set to a value corresponding to 40%, 50%, or 60% of the movable range of the pedal. The depression amount threshold ThAmD may be set by the concept of the angular displacement amount of the pedal or the brake pressure.

If the stepping amount AmD exceeds the stepping amount threshold value ThAmD, step S607 is affirmed and the process proceeds to step S608. On the other hand, if the stepping amount AmD is equal to or less than the stepping amount threshold value ThAmD, the process proceeds to step S609.

In step S608, it is determined whether or not the peripheral situation recognized by the peripheral state grasping unit F1 corresponds to a situation in which the driving operation can be changed. The situation where the driving operation can be changed corresponds to the situation where the surrounding environment is stable, and can include, for example, a substantially straight road whose curvature of the road is equal to or less than a predetermined value. .. In addition, driving that there are no peripheral vehicles planning to change lanes ahead of the own vehicle, that the own vehicle is not changing lanes, that the relative speed with the preceding vehicle is less than the predetermined value, etc. It may be adopted as a requirement to define a situation that can be replaced.

If the surrounding environment is in a situation where the operation can be changed, the process proceeds to step S606, the automatic operation mode is terminated, the operation is switched to the predetermined operation mode belonging to the manual operation mode, and the notification that the automatic operation mode is terminated is notified. Execute. On the other hand, if the surrounding environment is not in a situation where the driving operation can be changed, the process proceeds to step S604, the automatic driving mode is maintained, and the notification of the predetermined content is executed. The content of the notification when moving from step S608 to step S604 is, for example, "The operation change operation has been accepted, but the surrounding situation is not a situation where the operation change is possible, so the automatic operation mode is maintained". Can be done.

In step S609, the mode change instruction unit F5 determines whether or not the depression time DuD exceeds the predetermined depression time threshold ThDuD based on the history of the depression amount of the brake pedal in the latest predetermined time. The depression time threshold ThDuD is also a parameter for determining whether or not the user intentionally pressed the pedal. The depression time DuD corresponds to the time during which it is determined that the brake pedal is depressed, for example, the time during which the depression detection amount of the brake pedal continues to be equal to or greater than the depression detection threshold value.

The stepping time threshold ThDuD can be, for example, 2 seconds, 3 seconds, 4 seconds, or the like. If the stepping time DuD exceeds the stepping time threshold ThDuD, the process proceeds to step S610. On the other hand, when the stepping time DuD is equal to or less than the stepping time threshold value ThDuD, the process proceeds to step S604 to continue the automatic operation mode and notify that the automatic operation mode is maintained.

In step S610, an intention confirmation process, which is a process for confirming the transition to the manual operation mode, is executed. For example, as an intention confirmation process, a text message inquiring whether or not to really shift to the manual operation mode is displayed and output on the meter display 18B. Specifically, the user may be asked "Do you want to cancel the automatic driving mode?", And if you wish to cancel the automatic driving mode, you may instruct the user to be in an operable state (posture). The message may be output as a voice message from the audio device 18C.

The user's answer to the above question can be input by the user's voice or switch operation. Further, the user's answer to the above question may be configured to be acceptable based on the pedals and the steering wheel operation. As an intention confirmation process, the HCU 20 may notify the user of the next operation to be performed in order to end the automatic operation mode. The next operation that the user should perform in order to shift to the manual operation mode can be, for example, continuing to press the pedal, depressing again, increasing the amount of depression, and touching the handle. .. For example, an instruction such as "If you want to shift to the manual operation mode, hold the steering wheel with both hands" may be output.

As a result of step S610, if an operation signal indicating that the user wants to cancel the automatic operation mode can be acquired, step S611 is affirmed and the process proceeds to step S608, and automatic operation is performed in consideration of the surrounding situation. The mode is terminated (S606). If the surrounding conditions are not in a state where the operation can be changed, the automatic operation mode is continued (S604).

Further, when the operation signal for canceling the automatic operation mode is not input as a result of step S610, the negative determination of step S611 is made, the process proceeds to step S604, the automatic operation mode is continued, and the predetermined content is set. Notify. The content of the notification when moving from steps S609 and S611 to step S604 can be, for example, "a brake operation has been detected, but it is determined to be an erroneous operation, and the automatic operation mode is continued".

Note that step S608 is an arbitrary element and may be omitted. This is because there is also an idea that the driving authority should be transferred to the user regardless of the surrounding situation if the user so desires. In the configuration in which step S608 is omitted, step S606 may be executed when affirmative determination is made in steps S607 and S611. Further, the HCU 20 may change the method of notifying the end of the automatic operation mode according to the surrounding situation. For example, when other vehicles planning to interrupt the vehicle ahead of the surrounding vehicle or the preceding vehicle is decelerating, in addition to the information on switching the driving mode, driving support information that calls attention to them is output. You may.

As an example, the HCU 20 of the present disclosure automatically considers that there is an urgency when the pedal depression is detected at an acceleration (momentum) equal to or higher than a certain threshold value in a state where the user can drive as described above. Immediately cancel the operation mode. According to this configuration, in a highly urgent scene, the driving authority can be promptly transferred to the user based on the user's pedal operation.

Further, when the user can drive and there is a depression amount equal to or more than a certain depression amount threshold value, the urgency is low, but there is a high possibility that the user has an intention to release the depression amount. Therefore, the HCU 20 terminates the automatic operation mode. The stepping amount threshold value applied here is set to a value significantly larger than the minute stepping detection threshold value. According to the configuration in which the automatic operation mode is terminated based on the depression amount being equal to or larger than the depression amount threshold value, it is possible to reduce the risk of ending the automatic operation mode against the intention of the user. Further, since the automatic driving mode is terminated when the user intentionally presses the brake pedal, it is possible to reduce the possibility that the automatic driving mode is continued against the user's intention.

Further, in a state where the user can drive, although the amount of depression is small (S607 NO), when the depression time is long (S609 YES), the urgency is low, but there is a high possibility that the user has the intention of canceling. Therefore, the process toward the end of the automatic operation mode is executed. Even with such a configuration, it is possible to suppress the maintenance / switching of the operation mode contrary to the intention of the user.

Further, when the user is not in an operable state, or when the driving is possible but the depression amount AmD and the depression time DuD are equal to or less than the threshold value, the automatic operation mode is continued as an erroneous operation. According to this configuration, it is possible to reduce the risk of ending the automatic operation mode against the intention of the user.

The intention confirmation process in step S610 may be configured so that the user can select whether to completely end the automatic operation mode or temporarily switch to the manual operation mode. This is because it is possible that the user is wondering whether or not to end the automatic operation mode when the stepping amount is small (S607 NO) but the stepping time is long in the state where the user can drive.

In addition, the state where the automatic operation mode is temporarily terminated means that the automatic control plan is sequentially created based on the sensing result of the surrounding environment in the background, and for example, the user takes his / her limbs away from the steering wheel and pedals. Based on this, automatic operation can be resumed. That is, the state in which the automatic operation function is temporarily canceled corresponds to the state in which the automatic operation mode can be restarted at any time. In the state where the automatic driving function is temporarily canceled, the icon image that allows the second task may continue to be displayed in a grayed out state, for example. The HCU 20 may temporarily terminate the automatic operation mode as soon as it detects an operation on the pedal or the like. Further, even if the HCU 20 is configured to completely terminate the automatic operation mode after giving a notification when the state in which the automatic operation mode is temporarily terminated continues for a predetermined time (for example, 30 seconds). good.

In the above, the mode of determining whether or not to cancel the automatic operation mode by using the three indexes of the stepping acceleration AcD, the stepping amount AmD, and the stepping time DuD in order is disclosed, but the present invention is not limited to this. Only one of the plurality of indicators may be used. Further, they may be used in combination instead of being used individually. For example, the automatic operation mode may be canceled when the stepping amount AmD is equal to or higher than the stepping amount threshold ThAmD and the stepping time DuD is equal to or higher than the stepping time threshold ThDuD.

The HCU 20 can be configured to terminate the automatic operation mode when at least one of the depression acceleration AcD, depression speed, depression amount AmD, and depression time DuD of the brake pedal or accelerator pedal exceeds a predetermined release threshold value. .. The release threshold value here is a threshold value for separating an erroneous operation and an intentional operation. The release threshold value can be understood as an automatic operation release threshold value which is a threshold value for canceling the automatic operation mode in one aspect. The depression acceleration threshold ThAcD, the depression amount threshold ThAmD, the depression time threshold ThDuD, and the like correspond to the automatic operation release threshold.

Further, the HCU 20 finally terminates the automatic operation mode, such as executing an intention confirmation process or considering the surrounding situation, depending on the stepping method such as stepping acceleration, stepping speed, stepping amount, and stepping time. Judgment as to whether or not the route and the content of the notification are different. The HCU 20 may change the operation mode as the transition destination after the end of the automatic operation mode depending on how the pedals are depressed. For example, if the stepping acceleration exceeds the stepping acceleration threshold value, or if the stepping amount exceeds the stepping amount threshold value, the mode transitions to the completely manual mode, while the stepping time only exceeds the stepping time threshold value. If this is the case, the first or second support mode may be set as the transition destination. Such an HCU 20 corresponds to a configuration in which the end pattern is changed depending on the stepping method.

Further, the above configuration corresponds to a configuration in which the automatic operation mode is canceled on condition that the driver state when the pedal is depressed is in an operable state. By the way, in the automatic operation mode, the user is allowed to execute the second task. Of course, when the pedal depression is detected, it is more likely that the user intentionally depressed the pedal when the user remains operable than when the user is executing the second task. In other words, the pedal operation performed by the user during the execution of the second task has a relatively high possibility of erroneous operation.

Under such circumstances, the automatic operation release threshold value for the stepping acceleration AcD, the stepping amount AmD, and the stepping time DuD depends on whether or not the user can drive, in other words, whether or not the second task is being executed. You may change the specific value. The release threshold value during the execution of the second task by the user may be set higher than the release threshold value when the user is in an operable state. According to such a configuration, it is possible to reduce the risk of canceling the automatic operation mode against the intention of the user. When the user is not in an operable state in the flowchart shown in FIG. 22 (S603), the above technique is performed by changing the various release threshold values to relatively high values and executing the processing after step S605. Control corresponding to the idea can be realized.

Further, the method of notifying that the automatic operation mode has been continued or ended may be changed depending on whether or not the second task is being executed. When the second task is being executed, the user is less aware of the state of the vehicle, so it is preferable to make the notification mode stronger than when the user is in a driveable state. For example, when the user is in an operable state, for example, an image relating to the maintenance / change of the operating mode is displayed on the HUD 18A or the meter display 18B together with a predetermined sound effect. On the other hand, when the user is executing the second task, for example, an image relating to the maintenance / change of the operation mode is displayed on the HUD 18A or the meter display 18B, and a voice message indicating the same content is output. By outputting not only sound effects but also voice messages, the effect of directing the user's consciousness to the vehicle can be expected.

In the above, the case where the automatic operation mode is terminated based on the pedal operation has been described, but the termination of the third support mode and the first support mode may also be performed by the pedal operation. For example, it may be configured to shift to the completely manual mode when at least one of the depression acceleration, depression speed, depression amount, and depression time of the brake pedal or the accelerator pedal exceeds a predetermined support release threshold value. .. The support release threshold value is a threshold value for canceling the driving support function, and a value corresponding to the type of the index can be appropriately set. The support release threshold value may be set to correspond to the stepping detection threshold value. That is, the driving support mode may be configured to end when it detects that the pedals are depressed. Further, the support release threshold value may be set to a value between the stepping detection threshold value and the automatic operation release threshold value.

Since the cancellation of the automatic driving has a greater influence on the user than the cancellation of the driving support, it is preferable that the automatic driving cancellation threshold value is set to be stricter (larger) than the support cancellation threshold value. This configuration corresponds to a configuration in which the driving support mode is terminated under conditions different from the conditions for canceling the automatic driving mode.

[Example of operation mode switching control based on steering wheel operation]
Here, an operation example of the HCU 20 when the automatic operation mode is canceled based on a user operation on the handle will be described with reference to the flowchart shown in FIG. FIG. 23 is a flowchart corresponding to a steering wheel override process, which is a process of canceling the automatic operation mode based on a user operation on the steering wheel. The steering wheel override process can be started at a predetermined cycle, for example, every 50 milliseconds or 100 milliseconds, provided that the current mode is the automatic operation mode. The number and order of the processing steps constituting the flow related to the handle override processing can be changed as appropriate. For example, the steering wheel override process may be started by triggering that the steering wheel is gripped or operated while the current mode is the automatic operation mode. In that case, the flowchart shown in FIG. 23 may include the processing steps after step S703.

First, in step S701, information used in the subsequent determination process is acquired. For example, the operation signal acquisition unit F3 acquires the gripping state of the steering wheel, the steering angle, and the steering reaction force from various sensors. Whether or not the user is holding the steering wheel can be obtained from, for example, the steering wheel sensor 16B, the steering angle from the steering angle sensor 12γ, and the steering reaction force from the torque sensor 12δ. For convenience, the steering wheel sensor 16B, the steering angle sensor 12γ, and the torque sensor 12δ are referred to as a steering wheel system sensor. The gripping state of the steering wheel may be specified by analyzing the image of the vehicle interior camera arranged so as to capture the driver's seat.

Further, in step S701, the user state acquisition unit F6 acquires information such as the user's line-of-sight direction from the DSM16A or the like for determining whether or not the user is in a driving operation capable state. In addition, the peripheral state grasping unit F1 acquires data indicating the traffic condition around the own vehicle from the automatic driving device 30 or the peripheral monitoring sensor 11. When step S701 is completed, the process proceeds to step S702.

In step S702, the mode change instruction unit F5 determines whether or not the handle has been operated. For example, when the steering amount AmS is equal to or greater than a predetermined steering detection threshold value, it is determined that the steering wheel has been operated. The steering amount AmS can be, for example, a displacement amount of the steering angle based on the time when the user starts to grip the steering wheel. In a configuration in which the vehicle is configured by a steer-by-wire system and the steering wheel is maintained in a neutral position without rotating during the automatic driving mode, the steering angle can be used as the steering amount as it is. The steering detection threshold value can be, for example, a minute value of about 3 to 5 °. Whether or not the steering wheel is operated may be determined based on the detection of steering torque equal to or higher than a predetermined reaction force threshold value. The reaction force threshold value can also be set to a value of, for example, about 0.5 Nm. In addition, it may be determined whether or not the steering wheel has been operated based on the input signal from the steering wheel sensor 16B.

If the steering wheel operation is detected in step S702, the process proceeds to step S703. On the other hand, if the steering wheel operation is not detected, this flow ends. In that case, this flow is started from step S701 after a predetermined time, for example, after 50 milliseconds or 100 milliseconds.

Hereinafter, the case where the steering angle is used as a parameter indicating the operation amount of the steering wheel will be described as an example, but the same can be performed by using the steering torque.

In step S703, as in step S603, it is determined whether or not the user is in an operable state. If the user is not in an operable state, in other words, if the operable condition is not satisfied, the process proceeds to step S704, the predetermined content is notified, and the automatic operation mode is continued (maintained). The content of the notification when the process proceeds from step S703 to step S704 can be, for example, such that the steering wheel operation is detected but the operation amount is small, so that it is determined that the operation is erroneous and the automatic operation mode is continued.

On the other hand, if the user is in an operable state in step S703, the process proceeds to step S705. In step S705, it is determined whether or not the steering acceleration AcS is equal to or higher than the predetermined steering acceleration threshold ThAcS. The steering acceleration AcS is a parameter corresponding to the momentum of the user turning the steering wheel. The steering acceleration AcS corresponds to the steering speed indicating the amount of change in the steering angle per unit time, which is further differentiated with respect to time. The steering speed and steering acceleration can be calculated based on the time-series data of the steering angle acquired within the latest predetermined time. The steering acceleration threshold ThAcS is set to a value corresponding to, for example, a steep steering wheel. Specifically, a lateral acceleration of about 0.25 m / sec ^ 2 (about 0.25 G) can be set to a value that acts on the vehicle, or a yaw rate of 8.5 deg / sec or more can be set to a value that can act on the vehicle. ..

Step S705 corresponds to a step of determining whether or not an urgent steering wheel operation has been performed. When the steering acceleration AcS is equal to or less than the steering acceleration threshold value ThAcS, step S705 is negatively determined and the process proceeds to step S707. On the other hand, when the steering acceleration AcS exceeds the steering acceleration threshold value ThAcS, step S705 is positively determined, the process proceeds to step S706, the predetermined content is notified, and the automatic operation mode is terminated. The operation mode of the transition destination when the automatic operation mode is terminated can be, for example, a completely manual mode. The fact that the steering intervention equivalent to a sudden steering wheel is performed is likely to be an override for an urgent event, and it is safer to leave all operations to the user. Of course, the operation mode of the transition destination may not be the completely manual mode but may be the first support mode or the like. The notification content when moving from step S705 to step S706 can be the same as when moving from step S605 to step S606.

In the present embodiment, as an example, a mode in which the steering acceleration AcS is used as a determination index for determining whether or not an urgent steering wheel operation has been performed has been disclosed, but the present invention is not limited to this. Whether or not an urgent steering wheel operation has been performed can also be determined by the steering speed, the left-right acceleration acting on the vehicle, the yaw rate, and the like. That is, the determination in step S705 may be performed by comparing at least one of the steering speed, the lateral acceleration, and the yaw rate with a predetermined threshold value in addition to the steering acceleration AcS.

In step S707, the mode change instruction unit F5 determines whether or not the steering amount AmS exceeds a predetermined steering amount threshold ThAmS. The steering amount threshold ThAmS is a parameter for distinguishing whether or not the user intentionally operates the steering wheel. The steering amount threshold ThAmS can be set to 30 ° or the like. If the steering amount AmS exceeds the steering amount threshold ThAmS, step S707 is positively determined and the process proceeds to step S708. On the other hand, when the steering amount AmS is equal to or less than the steering amount threshold value ThAmS, the process proceeds to step S709.

It should be noted that step S707 may be determined depending on whether or not the steering torque is equal to or greater than a predetermined steering intervention threshold value. The steering intervention threshold can be set to a value such as 1.5 Nm or 2.0 Nm that is too large to be detected only by hitting the steering wheel with a hand or the like.

In step S708, as in step S608, it is determined whether or not the peripheral situation recognized by the peripheral state grasping unit F1 corresponds to a situation in which the driving operation can be changed. If the surrounding environment is in a situation where the operation can be changed, the process proceeds to step S706, the automatic operation mode is terminated, the operation is switched to the predetermined operation mode belonging to the manual operation mode, and the notification that the automatic operation mode is terminated is notified. Execute. On the other hand, if the surrounding environment is not in a situation where the driving operation can be changed, the process proceeds to step S704, the automatic driving mode is maintained, and the notification of the predetermined content is executed. The content of the notification when moving from step S708 to step S704 is, for example, "The operation change operation has been accepted, but the surrounding situation is not a situation where the operation change is possible, so the automatic operation mode is maintained". Can be done.

In step S709, the mode change instruction unit F5 determines whether or not the steering time DuS exceeds the predetermined steering time threshold ThDuS based on the history of the steering angle at the latest predetermined time. The steering time threshold ThDuS is also a parameter for distinguishing whether or not the user intentionally operates the steering wheel. The steering time DuS can be, for example, the time during which the steering angle is equal to or greater than the steering detection threshold value. The steering time DuS may be the duration of the state in which the steering wheel sensor 16B detects the steering wheel grip by the user. The steering time DuS may be a duration in which the steering torque is equal to or greater than the reaction force threshold value.

The steering time threshold ThDuS can be, for example, 1.5 seconds, 2 seconds, 3 seconds, or the like. If the steering time DuS exceeds the steering time threshold ThDuS, the process proceeds to step S710. On the other hand, when the steering time DuS is equal to or less than the steering time threshold value ThDuS, the process proceeds to step S704, the automatic operation mode is continued, and a predetermined content is notified. The notification content when moving from step S709 to step S704 is, for example, the same as when moving from step S703 to step S704, such as "a steering wheel operation has been detected, but it is determined to be an erroneous operation, and the automatic operation mode is continued." It can be the content. Note that the notification may be omitted.

In step S710, the intention confirmation process, which is the process of confirming the transition to the manual operation mode, is executed as in step S610. If, as a result of step S710, an operation signal indicating that the user wants to cancel the automatic operation mode can be acquired, step S711 is affirmed and the process proceeds to step S708, and the automatic operation mode is taken in consideration of the surrounding situation. Is terminated (S706). If the surrounding conditions are not in a state where the operation can be changed, the process may proceed to step S704 and the automatic operation mode may be continued.

Further, if the operation signal for canceling the automatic operation mode is not input as a result of step S710, the negative determination of step S711 is made, the process proceeds to step S704, the automatic operation mode is continued, and the predetermined content is set. Notify.

When the steering wheel operation at an acceleration (momentum) equal to or higher than a certain threshold value is detected in the state in which the user can drive as described above, it is considered to be urgent and the automatic driving mode is immediately canceled. According to this configuration, in a highly urgent scene, the driving authority can be promptly transferred to the user based on the steering wheel operation of the user.

Further, when a steering amount equal to or higher than a certain steering amount threshold value is observed in a state in which the user can drive, the urgency is low, but there is a high possibility that there is an intention to release the steering amount. Therefore, the HCU 20 ends the automatic operation mode in cooperation with the automatic operation device 30. According to the configuration in which the automatic operation mode is terminated based on the steering angle being equal to or greater than the steering amount threshold value larger than the steering detection threshold value, it is possible to reduce the possibility of ending the automatic operation mode against the intention of the user. Further, since the automatic driving mode is terminated when the user intentionally operates the steering wheel, it is possible to reduce the possibility that the automatic driving mode is continued against the user's intention. Note that step S708 is an arbitrary element and may be omitted as in step S608. In the configuration in which step S708 is omitted, step S706 may be executed when affirmative determination is made in steps S707 and S711.

Further, in a state where the user can drive, the steering amount is small (S707 NO), but when the steering time is long (S709 YES), there is a high possibility that there is a willingness to release the steering although the urgency is low. Therefore, after confirming the intention, the automatic operation mode is terminated. Even with such a configuration, it is possible to suppress the maintenance / switching of the operation mode contrary to the intention of the user.

Further, when the user is not in an operable state or when the driving is possible but the steering amount is equal to or less than the threshold value, the automatic operation mode is continued as an erroneous operation. As a result, it is possible to reduce the risk of ending the automatic operation mode against the intention of the user.

As in step S610, step S710 may be configured so that the user can select whether to completely end the automatic operation mode or temporarily switch to the manual operation mode.

Further, in the above, the mode of determining whether or not to cancel the automatic driving mode by using the three indexes of steering acceleration, steering amount, and steering time in order is disclosed, but the present invention is not limited to this. Steering acceleration AcS, steering amount AmS, and steering time DuS Only one of a plurality of indexes may be used. For example, when the steering acceleration AcS is equal to or less than the steering acceleration threshold value ThAcS, the automatic operation mode may be continued. Further, they may be used in combination instead of being used individually. For example, the automatic operation mode may be canceled when the steering amount is equal to or greater than the steering amount threshold value and the steering time is equal to or greater than the steering time threshold value. The HCU 20 may be configured to terminate the automatic operation mode when at least one of the steering acceleration, the steering speed, the steering amount, the steering torque, and the steering time exceeds a predetermined automatic operation release threshold (release threshold). can. The steering acceleration threshold ThAcS, the steering amount threshold ThAmS, the steering time threshold ThDuS, the threshold for the steering speed, the steering torque, and the like correspond to the automatic operation release threshold.

Further, the HCU 20 finally has an automatic operation mode such as executing an intention confirmation process or considering the surrounding situation depending on the steering mode such as steering acceleration, steering speed, steering torque, steering amount, and steering time. Judgment as to whether or not to terminate is different in the route and notification content. The HCU 20 may change the operation mode as the transition destination after the end of the automatic operation mode according to the steering method by the user. For example, if the steering acceleration exceeds the steering acceleration threshold, or if the steering amount exceeds the steering amount threshold, the mode transitions to the completely manual mode, while the steering time only exceeds the steering time threshold. If this is the case, the first or second support mode may be set as the transition destination. Such an HCU 20 corresponds to a configuration in which the end pattern is changed depending on the steering mode such as steering acceleration.

Further, the above configuration corresponds to a configuration in which the automatic operation mode is canceled on condition that the driver state at the time of steering wheel operation is in an operable state. As another aspect, even if the driver state at the time of steering wheel operation is executing the second task, if the content of the steering wheel operation satisfies a predetermined condition, the automatic operation mode may be terminated together with the notification.

The HCU 20 may change specific values of the steering acceleration, the steering speed, the steering amount, and the automatic operation release threshold value with respect to the steering time, depending on whether or not the user can operate the vehicle. It is preferable that the release threshold value during the execution of the second task by the user is set higher than the release threshold value when the user is in an operable state. According to this configuration, the risk of canceling the automatic operation mode against the intention of the user can be further reduced. When the user is not in an operable state, various release threshold values are changed to higher values than in the case where the user is in an operable state, and the processing after step S705 is executed to cope with the above technical idea. Control can be realized.

Further, in the handle override process as well, the method of notifying that the automatic operation mode is continued or terminated may be changed depending on whether or not the second task is being executed, as in the pedal override process. When it is determined that the HCU 20 is in the second task execution state, the notification may be performed in a stronger manner than in the case where it is not determined that the second task is in the execution state.

For example, in the notification using light, strengthening the notification mode includes increasing the brightness of the displayed image or the indicator, blinking the display image, or making the display image a warning color. Further, strengthening the notification mode includes increasing the volume and increasing the frequency in the notification using sound. In addition, the vibrator may not be driven when the second task is not being executed, while the vibrator may be vibrated in a predetermined vibration pattern when the second task is being executed. A mode in which a device that is not driven when the second task is not being executed is driven during the execution of the second task also corresponds to strengthening the notification mode in one aspect.

In the above, the case of terminating the automatic driving mode based on the steering wheel operation has been described, but the terminating of the driving support mode such as the third support mode may also be executed by using the steering wheel operation as a trigger. For example, a support release threshold for canceling the driving support mode is set for at least one of the steering acceleration, the steering amount, the steering speed, the steering torque, and the steering time, and when the support release threshold is exceeded, the complete manual mode is set. It may be configured to migrate. The support release threshold value may be set to correspond to the steering detection threshold value, or may be set to a value between the steering detection threshold value and the automatic operation release threshold value. It is preferable that the automatic operation release threshold value is set stricter (larger) than the support release threshold value.

[Example of operation mode switching control based on switch operation]
Here, an operation example of the HCU 20 when the automatic operation mode is canceled based on the switch operation will be described with reference to the flowchart shown in FIG. 24. The switch operation here refers to a user operation for the mode changeover switch 19A. Further, if the AD permission switch and the AD release switch are provided separately, it means a user operation for the AD release switch.

FIG. 24 is a flowchart corresponding to the switch override process, which is the process of canceling the automatic operation mode based on the switch operation. The switch override process can be started at a predetermined cycle, for example, every 50 milliseconds or 100 milliseconds, provided that the current mode is the automatic operation mode. The number and order of the processing steps constituting the flow related to the switch override processing can be changed as appropriate. For example, the switch override process may be started by triggering the operation of the mode changeover switch 19A in a state where the current mode is the automatic operation mode. In that case, the flowchart shown in FIG. 24 may include the processing steps after step S803.

First, in step S801, information used in the subsequent determination process is acquired. For example, the operation signal acquisition unit F3 acquires a signal indicating the user's operation status with respect to the mode changeover switch 19A. Further, in step S801, the user state acquisition unit F6 acquires information such as the user's line-of-sight direction from the DSM16A or the like for determining whether or not the user is in a driving operation capable state. In addition, the peripheral state grasping unit F1 acquires data indicating the traffic condition around the own vehicle from the automatic driving device 30 or the peripheral monitoring sensor 11. When step S801 is completed, the process proceeds to step S802.

In step S802, the mode change instruction unit F5 determines whether or not the mode changeover switch 19A is pressed. The act of pressing the mode changeover switch 19A also includes the act of touching the area where the image as the mode changeover switch 19A is displayed. If the switch operation is detected in step S802, the process proceeds to step S803. On the other hand, if the switch operation is not detected, this flow ends. In that case, this flow is started from step S801 after a predetermined time, for example, after 50 milliseconds or 100 milliseconds.

In step S803, as in step S603, it is determined whether or not the user is in an operable state. If the user is in an operable state in step S803, the process proceeds to step S804. On the other hand, if the user is not in an operable state, in other words, if the operable condition is not satisfied, the process proceeds to step S807.

In step S804, it is determined whether or not the switch operation content by the user conforms to the conditions predetermined as the method of canceling the automatic operation mode using the mode changeover switch 19A. For example, as a method of canceling the automatic operation mode using a switch, it is adopted that the mode changeover switch 19A is continuously pressed for a predetermined time (for example, 3 seconds) or more, or is continuously pressed a predetermined number of times (for example, twice). sell. An operation that meets the conditions predetermined as a method of canceling the automatic operation mode corresponds to an instruction to end the automatic operation mode. In step S804, it is determined whether or not the operation content acquired in step S802 satisfies the condition, in other words, whether or not the switch operation pattern conforms to a predetermined end pattern.

If the switch operation content by the user conforms to the predetermined end pattern, the affirmative determination is made in step S804, and the process proceeds to step S805. On the other hand, if the switch operation content by the user does not conform to the predetermined end pattern, the process proceeds to step S807. Note that step S804 is an arbitrary element and may be omitted. When step S804 is omitted, the HCU 20 is configured to execute step S805 or S806 if the user is in an operable state in step S803, and to execute step S807 if the user is not in an operable state. It is possible. Further, if the mode of the switch operation by the user does not conform to the predetermined end pattern, the user may move to step S809 instead of step S807. That is, if the mode of the switch operation by the user does not conform to the predetermined end pattern, the intention confirmation process may be omitted and the automatic operation mode may be continued.

In step S805, as in step S608, it is determined whether or not the peripheral situation recognized by the peripheral state grasping unit F1 corresponds to a situation in which the driving operation can be changed. If the surrounding environment is in a situation where the operation can be changed, the process proceeds to step S806, the automatic operation mode is terminated, the operation is switched to the predetermined operation mode belonging to the manual operation mode, and the notification that the automatic operation mode is terminated is notified. Execute. On the other hand, if the surrounding environment is not in a situation where the driving operation can be changed, the step S805 is negatively determined and the process proceeds to step S809. The content of the notification when moving from step S805 to step S809 may be, for example, "The operation change operation has been accepted, but the surrounding situation is not a situation where the operation change is possible, so the automatic operation mode is maintained." can.

Note that step S805 may be omitted as in step S608 and the like. In the configuration in which step S805 is omitted, step S806 may be executed when affirmative determination is made in steps S804 and S808.

In step S806, the predetermined content is notified and the automatic operation mode is terminated. The operation mode of the transition destination when the automatic operation mode is ended can be, for example, a completely manual mode. The operation mode of the transition destination may be a default mode specified by the user in advance or an operation mode adopted before the transition to the automatic operation mode. Further, it may be determined according to the operation pattern and the state of the user at the time of switch operation. In other words, the user may be configured to be able to select the operation mode of the transition destination according to the combination of the state at the time of switch operation and the operation pattern.

For example, when the user looks forward without touching the steering wheel and presses the mode changeover switch 19A, the operation mode of the transition destination may be set to the third support mode. Further, when the user presses the mode changeover switch 19A with both hands or one hand attached to the handle, the mode may be changed to the second support mode. When the user presses the mode changeover switch 19A twice while holding the handle, the mode may be changed to the first support mode. When the user presses the mode changeover switch 19A twice while holding the steering wheel and putting his / her foot on the pedals, the mode may be shifted to the completely manual mode. This configuration corresponds to a configuration in which the release method is changed according to the operation mode of the transition destination. The notification content when moving from step S805 to step S806 can be, for example, "finished automatic operation mode" or "shifted to first support mode".

In step S807, the intention confirmation process, which is the process of confirming the transition to the manual operation mode, is executed as in step S610. For example, the user may be asked "Do you want to cancel the automatic operation mode?", And if you wish to cancel it, you may instruct the user to enter the operation state. If, as a result of step S807, an operation signal indicating that the user wants to cancel the automatic operation mode can be acquired, step S808 is affirmed and the process proceeds to step S805, and the automatic operation mode is taken into consideration in consideration of the surrounding situation. Is terminated (S806).

If the operation signal for canceling the automatic operation mode is not input as a result of step S807, the negative determination of step S808 is made and the process proceeds to step S809.

In step S809, the automatic operation mode is maintained and the notification of the predetermined content is executed. The notification content when moving from step S808 to step S809 can be a response message such as "continue the automatic operation mode". Since the user's intention has been confirmed in step S808, it is preferable that the response message is simpler than the case where the intention is not confirmed.

The above configuration corresponds to a configuration in which the automatic operation mode is canceled when the user state at the time of switch operation is an operable state. As another aspect, even if it is determined that the user state is not an operable state, if the content of the switch operation satisfies a predetermined condition, the automatic operation mode may be terminated together with the notification. This is because the possibility that the system misrecognizes the user's state is not zero.

The HCU 20 may change the switch operation content for canceling the automatic operation mode depending on whether or not the user can operate the automatic operation mode. For example, when it is determined that the user is executing the second task, the amount of switch operation for canceling the automatic operation mode may be set to be larger than when the user is in an operable state. The concept of the operation amount here includes the number of times of pressing, the duration of pressing, the amount of pressing, the pressing, and the like. According to this configuration, the risk of canceling the automatic operation mode against the intention of the user can be further reduced.

Further, the HCU 20 may change the response content to the switch operation depending on whether or not the user can operate the HCU 20 in the automatic operation mode. For example, when the user state is the operation state, the automatic operation mode is canceled and a message such as "the automatic operation mode has ended" is output. On the other hand, if the user is not in the driving state, he / she may ask "Do you want to exit the automatic driving mode?" And instruct the user to enter the driving state. The user's answer to the question can be configured to be acceptable based on voice, switch operation, pedal operation, steering wheel grip, and the like. After the output of the above question, the HCU 20 detects a user response for terminating the automatic operation mode, and when the user shifts to an operable state, cancels the automatic operation mode and "ends the automatic operation mode". A message such as "I did" is output. Of course, if the user response for terminating the automatic driving mode is not detected, or if the user does not shift to the operable state, it is possible to notify that the automatic driving mode is continued.

Further, the HCU 20 may change the response content to the switch operation depending on whether or not the user is executing the second task while the user is inoperable. For example, if it is determined that the second task is being executed, it may be proposed to suspend the second task. Further, when the second task uses in-vehicle equipment such as an in-vehicle display, the HCU 20 may suspend the operation of the equipment based on the switch operation for canceling the automatic operation.

Furthermore, the switch operation amount required to cancel the automatic operation mode is set more when it is determined that the second task is being executed than when it is not determined that the second task is being executed. You may. For example, you may request that the release switch be held down for a longer period of time. When the HCU 20 detects that the mode changeover switch 19A is pressed by the user, the HCU 20 displays a gauge image showing the ratio of the current pressing time to the specified time for canceling the automatic operation mode on the HUD 18A, the meter display 18B, or the like. You may. According to this configuration, it becomes possible for the user to perceive how long the mode changeover switch 19A must be pressed to cancel the automatic operation mode, and the convenience of the user can be enhanced. The gauge image may be a dial type or a bar type extending vertically or horizontally.

In the automatic operation mode, the HCU 20 may change the notification content for the switch operation according to the mode of the switch operation. For example, in the case of one short press operation, the intention confirmation process such as "Do you want to cancel the automatic operation mode?" Is executed, while in the case of multiple presses or long presses, each intention confirmation process is executed. May be omitted and the automatic operation mode may be terminated and a notification to that effect may be given.

In the above, the case of terminating the automatic operation mode based on the switch operation has been described, but the end of the operation support mode may also be performed by using the switch operation as a trigger. It should be noted that the cancellation of automatic driving has a greater effect on the user than the cancellation of driving support. Therefore, it is preferable that the cancellation condition is set so that the cancellation intention of the automatic operation mode can be detected more reliably than the cancellation of the driving support mode. For example, the switch operation for canceling the automatic operation may be set to have a larger operation amount than the switch operation for canceling the driving support.

More specifically, the operation support mode may be released based on the fact that the release switch is pressed once, while the automatic operation mode may be released based on the fact that the release switch is pressed a plurality of times. Further, the operation support mode may be released based on the short press of the release switch, while the automatic operation mode may be released based on the long press. Such an aspect corresponds to a configuration in which the cancellation of the automatic driving function is executed with an operation pattern different from that of the cancellation of the driving support function. The short press here refers to a normal press, in other words, a press mode that is not a long press. Long press refers to the operation of pressing and holding for a predetermined time or longer. The pressing duration that defines a long press can be, for example, 1.5 seconds or 2 seconds.

In addition, as a switch operation for canceling the automatic operation mode, two types of a complete release operation, which is an operation for completely canceling the automatic operation mode, and a temporary release operation, which is an operation for temporarily canceling the automatic operation mode, may be provided. The state in which the automatic driving mode is temporarily terminated means that, as described above, the automatic driving function is operated in the background, and the automatic driving is restarted based on, for example, the user taking his / her limbs away from the steering wheel or pedals. Corresponds to the state of doing. The complete release operation can be, for example, the act of pressing or holding the release switch twice, and the temporary release operation can be the operation of pressing the release switch once. The temporary release operation can also be an act of grasping the handle after pressing the release switch once. Further, a switch for temporary release and a switch for complete release may be displayed on the in-vehicle display. If the temporary release is in progress, information indicating that fact, for example, a predetermined icon image may be displayed on the HUD 18A or the meter display 18B.

[Supplement to the conditions for canceling the automatic operation mode]
Here, various supplements regarding the operation / condition for canceling the automatic operation mode will be described. Unless otherwise specified, the operation target here may be any of pedals, a handle, and a release switch.

The HCU 20 may change the content of the operation for canceling the automatic operation mode (in other words, the release condition) according to the elapsed time from the start of the automatic operation mode. That is, the release condition may be changed depending on whether or not the mode has just shifted to the automatic operation mode. It is preferable that the release condition is relaxed immediately after the start of the automatic operation than after the lapse of a predetermined time. This is because there is a relatively high possibility of returning to the manual operation mode due to a change of heart immediately after shifting to the automatic operation mode. Further, if the user mistakenly switches to the automatic operation mode, the operation of returning to the original state may be performed immediately after that. Therefore, it is possible to improve the convenience of the user if the manual operation mode can be returned to the manual operation mode with a relatively simple operation immediately after the automatic operation mode is switched. It should be noted that relaxing the release condition corresponds to reducing the operation amount. Immediately after the start means, for example, within 1 minute, within 2 minutes, within 5 minutes, etc. from the start time. That is, the above-mentioned predetermined time that defines whether or not it is immediately after the start refers to 1 minute, 2 minutes, 5 minutes, or the like. For convenience, the time that defines whether or not it is immediately after the start is also referred to as the cancellation response time.

More specifically, the automatic operation mode is ended when the amount of operation on the pedals or the steering wheel exceeds the detection threshold within the cancellation response time after the automatic operation mode is started. On the other hand, when the elapsed time from the start of the automatic operation mode exceeds the cancellation response time, the cancellation is performed under the conditions shown in the flowcharts shown in FIGS. 22 and 23. The above-mentioned engineer's idea can be similarly applied to the case of canceling by using the mode changeover switch 19A. For example, the HCU 20 ends the automatic operation mode with a single short press within the cancellation response time after the automatic operation mode is started. On the other hand, in a state where the cancellation response time or more has elapsed since the start of the automatic operation mode, the automatic operation mode may be terminated by a plurality of pressing or long pressing.

According to this configuration, immediately after the start of automatic operation, the automatic operation mode can be canceled with a simpler operation than after a predetermined time has elapsed, so that the risk of causing trouble to the user can be reduced. Further, even if the user inadvertently shifts to the automatic operation mode, the user can return to the manual operation mode with a relatively simple operation immediately after the start of the automatic operation mode, so that the convenience of the user can be improved. Further, after a predetermined time has elapsed from the start of the automatic operation mode, the release condition becomes stricter than immediately after the start of the automatic operation mode, so that the possibility that the automatic operation mode ends due to an erroneous operation can be reduced. Therefore, it is possible to reduce the risk of causing trouble to the user. It should be noted that the above technical idea can be applied not only when the mode is switched to the automatic operation mode but also in other cases such as when the mode is switched from the completely manual mode to the operation support mode. For example, it can be applied when switching various operation modes with an increase in the automation level.

Further, the conditions for canceling the automatic driving mode may be changed depending on whether the type of automatic driving is automatic driving during traffic jams or area-limited automatic driving, in other words, whether or not the driving environment is in traffic jams. During area-limited autonomous driving, the traveling speed is higher than that during traffic jam automatic driving, and surrounding vehicles are also traveling at cruising speed. Therefore, an interruption to the front of the own vehicle by another vehicle can be executed in a relatively short time. In addition, since the traveling speed is higher than that in a traffic jam, the margin time from the detection of an obstacle or the like to the avoidance action can be relatively short.

In this way, the driving environment is more likely to change dynamically during area-limited automatic driving than during traffic jam automatic driving. Therefore, it is assumed that overriding is more likely to occur during area-limited automatic driving than during traffic jam automatic driving. Therefore, there is a possibility that the operation performed by the user on the input device 19 is an intentional operation for switching to the manual operation mode in the area-limited automatic operation as compared with the case where the automatic operation in a traffic jam is executed. high. In addition, there is also a need to perform a second task by utilizing automatic driving when there is a traffic jam. Therefore, it is relatively unlikely that an operation for intentionally switching to the manual operation mode will be performed during a traffic jam. Due to such circumstances, the conditions for canceling the area-limited automatic driving may be set looser than the conditions for canceling the automatic driving during traffic congestion. In other words, when there is a traffic jam, the cancellation conditions may be set more severely than when there is no traffic jam.

Further, in the HCU 20, the condition for canceling the automatic driving mode is whether or not another vehicle exists within a predetermined distance (for example, 50 m) from the own vehicle, and more preferably, another vehicle having an approach speed equal to or higher than a predetermined threshold value exists. It may be changed depending on whether or not it is. In the presence of another vehicle, it is relatively likely that the operation performed by the user is an intentional operation performed by the user with a sense of danger. Therefore, when another vehicle exists within a certain distance from the own vehicle, the automatic driving cancellation condition may be relaxed as compared with the case where the other vehicle does not exist within a certain distance from the own vehicle. The fixed distance here can be 50 m or 100 m.

The HCU 20 may change the operation mode as the transition destination, in other words, the automation level, depending on the type of the input device 19 operated by the user in the automatic operation mode. For example, when it is detected that the user has stepped on the brake pedal 19α in the automatic driving mode, the mode may shift to the completely manual mode (level 0). Further, when it is detected that the user has stepped on the accelerator pedal 19β in the automatic driving mode, the mode may shift to the second or third support mode (level 2). When it is detected that the user has operated the steering wheel 19γ in the automatic operation mode, the mode may shift to the first support mode (level 1).

In addition, the HCU 20 may change the presence or absence of confirmation of the intention to release depending on the type of the input device 19 operated by the user in the automatic operation mode. For example, in the automatic operation mode, when the input device 19 operated by the user is the brake pedal 19α, the confirmation of the intention to release may be omitted and the mode may be switched to the manual operation mode. This is because there is a high possibility that the urgency is relatively high compared to the switch operation. Further, for example, in the automatic operation mode, when the input device 19 operated by the user is the mode changeover switch 19A as the release switch, the intention to release may be confirmed. This is because the urgency is expected to be relatively low.

<Addition (1)>
Steps S202, S205, S302, and step S402 correspond to the operation signal acquisition step. The various determination steps can be performed by the HCU 20. The functional arrangement in the HCU 20 can be changed as appropriate, and various determination steps may be executed by the mode change instruction unit F5 or the information presentation processing unit F4. Further, steps S206, S304, and S404 correspond to the operation mode change step. The completely manual mode, the first support mode, the second support mode, the manual steering mode, and the steering support mode correspond to the hands-off prohibition mode. The third support mode and the automatic steering mode correspond to the hands-off allowable mode. The operation guidance message output as the automatic operation enable notification processing in steps S201, S204, S301, and S401 corresponds to the mode switching guidance information. Further, the message or the like output in the transition completion notification in steps S208, S306, and S406 corresponds to the mode change completion information.

<Addition (Part 2)>
In the above, as one embodiment, the configuration in which the operation mode can be switched according to the combination of the current mode and the transition destination mode can be executed with different operation contents has been disclosed, but the configuration is an arbitrary element and is the subject. Configurations omitted are also included within the scope of this disclosure. Further, as described above, as one embodiment, the condition for switching from the automatic operation mode to the manual operation mode is disclosed to be stricter than the condition for switching from the operation support mode to the completely manual mode. Is also an arbitrary element. A configuration in which the configuration is omitted is also included in the scope of the present disclosure. A part of the configuration described above can be extracted and implemented as appropriate.

<Addition (3)>
The control unit and method thereof described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to perform one or more functions embodied by a computer program. Further, the apparatus and the method thereof described in the present disclosure may be realized by a dedicated hardware logic circuit. Further, the apparatus and method thereof described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor for executing a computer program and one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer. That is, the means and / or functions provided by the automatic operation device 30 can be provided by software recorded in a substantive memory device and a computer, software only, hardware only, or a combination thereof that execute the software. Some or all of the functions included in the automatic driving device 30 may be realized as hardware. A mode in which a certain function is realized as hardware includes a mode in which one or more ICs are used. The processing unit 21 may be realized by using an MPU or a GPU instead of the CPU. Further, the processing unit 21 may be realized by combining a plurality of types of arithmetic processing devices such as a CPU, an MPU, and a GPU. Further, the ECU may be realized by using FPGA (field-programmable gate array) or ASIC (application specific integrated circuit). Various programs may be stored in a non-transitionary tangible storage medium. Various storage media such as HDD (Hard-disk Drive), SSD (Solid State Drive), EPROM (Erasable Programmable ROM), flash memory, USB memory, SD (Secure Digital) memory card are used as the storage medium for the program. It is possible.

Various forms such as the system having the HCU 20 as a component and the method implemented by the HCU 20 are also included in the scope of the present disclosure. For example, a program for making a computer function as an HCU 20, a non-transitional actual recording medium such as a semiconductor memory in which this program is recorded, and the like are also included in the scope of the present disclosure.

1 Automatic driving system, 11 Peripheral monitoring sensor, 12 Vehicle status sensor, 16 Crew status sensor, 18 Information presentation device, 18A HUD (display device), 18B meter display (display device), 18C sound device, 18D steering indicator, 19 inputs Device, 19A mode selector switch, 19B voice input device, 20 HCU (vehicle control device), 21 processing unit (processor), 30 automatic operation device, F1 peripheral state grasping unit, F2 operation mode acquisition unit, F3 operation signal acquisition unit, F4 information presentation processing unit, F5 mode change instruction unit (operation mode control unit), F6 user status acquisition unit (user status determination unit), F41 mode notification unit, F42 operation guidance unit (switching operation guidance unit), F43 permission matter notification Unit, F44 prohibition notification unit, S202 / S205 / S302 / S402 operation signal acquisition step, S206 / S304 / step S404 operation mode change step.

Claims (44)

A vehicle control device having multiple driving modes with different levels of automation of driving operations.
An operation signal acquisition unit (F3) that acquires an operation signal, which is a signal corresponding to the user's operation for switching the operation mode, from the input device (19).
An operation mode control unit (F5) that controls switching of the operation mode based on the operation signal acquired by the operation signal acquisition unit is provided.
A vehicle configured to be able to switch between the operation modes according to the combination of the current mode, which is the currently set operation mode, and the transition destination mode, which is the operation mode of the change destination, with different operation contents. Control device. The vehicle control device according to claim 1.
A vehicle control device configured so that the smaller the difference between the current mode and the migration destination mode and the automation level, the easier the operation of the user for switching the operation mode. The vehicle control device according to claim 1 or 2.
The driving mode includes a manual driving mode, which is the driving mode in which the user needs to monitor the front of the vehicle, and an automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle.
The vehicle control device configured so that the operation of the user for switching from the manual driving mode to the automatic driving mode can be changed according to the current mode. The vehicle control device according to claim 3.
As the manual operation mode, a plurality of the operation modes having different automation levels are provided.
A vehicle control device configured so that the user's operation for switching the automatic driving mode becomes easier as the current mode is the manual driving mode having a higher automation level. The vehicle control device according to claim 3 or 4.
As the manual operation mode,
It includes a hands-off prohibition mode, which is the operation mode in which the user is prohibited from releasing his / her hand from the steering wheel, and a hands-off allowable mode, which is the operation mode in which the user is allowed to release his / her hand from the steering wheel.
A vehicle control device configured so that the operation when shifting from the hands-off allowable mode to the automatic driving mode is simpler than the operation when shifting from the hands-off prohibition mode to the automatic driving mode. The vehicle control device according to claim 5.
If the conditions for executing the automatic operation are not satisfied during the process of shifting to the automatic operation mode, the transition destination mode is changed from the automatic operation mode to the hands-off prohibition mode. Vehicle control device configured to. The vehicle control device according to any one of claims 3 to 6.
A switching operation guide unit (F42) for guiding the operation content for switching the automatic operation mode from the manual operation mode is provided.
When the current mode is the manual operation mode, the mode switching guidance information including the operation content for switching from the current mode to the automatic operation mode is displayed based on the fact that the automatic operation mode can be switched to. A vehicle control device that outputs from at least one of a device (18A, 18B) and a sound device (18C). The vehicle control device according to claim 7.
The mode switching guidance information includes information on an operation other than the driving operation that can be performed by the user in the automatic driving mode, as well as an operation content that the user should perform in order to switch to the automatic driving mode. .. The vehicle control device according to claim 7 or 8.
The mode switching guidance information includes an operation content to be executed by the user in order to switch to the automatic driving mode, and an example of an action prohibited by the user even in the automatic driving mode. .. The vehicle control device according to any one of claims 1 to 9.
When the operation mode is changed based on the user's operation, in addition to the completion of the operation mode change, the actions that the user can perform in the changed operation mode, and the said. Information presentation processing unit (information presentation processing unit) that outputs mode change completion information including at least one of the actions prohibited by the user from at least one of the display device (18A, 18B) and the sound device (18C). A vehicle control device including F4). The vehicle control device according to any one of claims 1 to 10.
The driving mode includes a manual driving mode, which is the driving mode in which the user needs to monitor the front of the vehicle, and an automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle.
A vehicle control device configured to be able to switch from the manual driving mode to the automatic driving mode based on the vehicle entering a specific area. The vehicle control device according to any one of claims 1 to 11.
The driving mode includes a manual driving mode, which is the driving mode in which the user needs to monitor the front of the vehicle, and an automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle.
A vehicle control device configured to be able to switch from the manual driving mode to the automatic driving mode based on the congestion around the vehicle. The vehicle control device according to claim 12.
As the manual operation mode, a plurality of the operation modes having different automation levels are provided.
Equipped with a peripheral condition grasping unit (F1) that acquires information about the congested section existing in the direction of travel.
Information that the peripheral state grasping unit proposes to switch to the operation mode having a high automation level in the manual operation mode based on the acquisition of information indicating that the congestion section exists in the traveling direction. Is output from at least one of the display device (18A, 18B) and the sound device (18C). The vehicle control device according to any one of claims 1 to 13.
As the driving mode, the automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle, the completely manual mode, which is the driving mode in which the user performs all driving operations, and a part of the user. Including the driving support mode, which is the driving mode for performing the driving operation of
A vehicle control device in which the conditions for switching from the automatic driving mode to the driving support mode or the completely manual mode are set more strictly than the conditions for switching from the driving support mode to the completely manual mode. A vehicle control device having multiple driving modes with different levels of automation of driving operations.
As the operation mode,
The automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle,
A completely manual mode, which is the operation mode in which the user performs all operation operations,
The driving support mode, which is the driving mode in which the user performs a part of the driving operation, is included.
An operation signal acquisition unit (F3) that acquires an operation signal that is a signal corresponding to the user's operation with respect to the predetermined input device (19).
An operation mode control unit (F5) that controls switching of the operation mode based on the operation signal acquired by the operation signal acquisition unit is provided.
A vehicle control device in which the conditions for switching from the automatic driving mode to the driving support mode or the completely manual mode are set more strictly than the conditions for switching from the driving support mode to the completely manual mode. The vehicle control device according to claim 14 or 15.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the pedals (19α, 19β) for deceleration or acceleration.
The operation mode control unit is
In the driving support mode, the driving support mode is configured to end when the operation signal indicating that the pedal is depressed is acquired.
In the automatic operation mode, in addition to the pedal being depressed, at least one of the depression acceleration, the depression speed, the depression amount, and the depression time specified based on the operation signal is a predetermined automatic operation release threshold value. A vehicle control device configured to terminate the automatic driving mode based on the excess. The vehicle control device according to claim 14 or 15.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the pedals (19α, 19β) for deceleration or acceleration.
The operation mode control unit is
In the driving support mode, the driving is based on the fact that at least one of the pedal's depression acceleration, depression speed, depression amount, and depression time specified based on the operation signal exceeds a predetermined support release threshold value. It is configured to exit support mode and
In the automatic operation mode, the automatic operation is based on the fact that at least one of the stepping acceleration, the stepping speed, the stepping amount, and the stepping time exceeds a predetermined automatic operation release threshold value larger than the support release threshold value. A vehicle control device configured to exit a driving mode. The vehicle control device according to any one of claims 14 to 17.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the pedals (19α, 19β) for deceleration or acceleration.
The operation mode control unit is a vehicle control device configured to change the end pattern of the automatic operation mode according to how the user depresses the pedal indicated by the operation signal in the automatic operation mode. The vehicle control device according to any one of claims 14 to 18.
A user state determination unit (F6) for determining whether or not the user is in a driveable state based on the image of the user captured by the vehicle interior camera is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the pedals (19α, 19β) for deceleration or acceleration.
The operation mode control unit sets the automatic operation mode based on the operation on the pedal, provided that the user state determination unit determines that the user is in an operable state during the automatic operation mode. A vehicle control device configured to terminate. The vehicle control device according to any one of claims 14 to 19.
Based on the image of the user captured by the vehicle interior camera, the user state determination unit (F6) for determining whether or not the user is in a state where automatic driving is possible, and
The operation response unit (F45) that responds to the user's operation on the input device in the automatic operation mode by voice output or image display is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the pedals (19α, 19β) for deceleration or acceleration.
When the operation signal acquisition unit acquires a signal indicating that the user has pressed the pedal during the automatic operation mode, the operation response unit changes to the user's state determined by the user state determination unit. A vehicle control unit that is configured to perform different responses depending on the situation. The vehicle control device according to any one of claims 14 to 20.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the handle (19γ).
The operation mode control unit is
In the driving support mode, the driving support mode is configured to end when the operation signal indicating that the steering wheel is gripped is acquired.
In the automatic operation mode, in addition to the steering wheel being gripped, at least one of the steering acceleration, steering speed, steering torque, steering amount, and steering time specified based on the operation signal is a predetermined automatic operation. A vehicle control device configured to terminate the automatic driving mode based on exceeding the driving release threshold. The vehicle control device according to any one of claims 14 to 20.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the handle (19γ).
The operation mode control unit is
In the driving support mode, the driving is based on the fact that at least one of the steering acceleration, the steering speed, the steering torque, the steering amount, and the steering time specified based on the operation signal exceeds a predetermined support release threshold. It is configured to exit support mode and
In the automatic operation mode, at least one of the steering acceleration, the steering speed, the steering torque, the steering amount, and the steering time exceeds a predetermined automatic operation release threshold larger than the support release threshold. A vehicle control device configured to terminate the automatic driving mode based on. The vehicle control device according to any one of claims 14 to 22.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the handle (19γ).
The operation mode control unit is a vehicle control device configured to change the end pattern of the automatic operation mode according to the operation mode of the user with respect to the steering wheel indicated by the operation signal in the automatic operation mode. The vehicle control device according to any one of claims 14 to 23.
It is provided with a user state determination unit (F6) that determines whether or not the user is in an operable state based on the line-of-sight direction of the user, which is determined by analyzing an image obtained by capturing an image of the user's face.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the handle (19γ).
The operation mode control unit sets the automatic operation mode based on an operation on the steering wheel on condition that the user state determination unit determines that the user is in an operable state during the automatic operation mode. A vehicle control device that is configured to terminate. The vehicle control device according to any one of claims 14 to 24.
A user state determination unit (F6) that determines whether or not the user is in a state of being able to drive automatically and whether or not the user is performing a second task based on the image of the user captured by the vehicle interior camera. )When,
The operation response unit (F45) that responds to the user's operation on the input device in the automatic operation mode by voice output or image display is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation state of the user with respect to the handle (19γ).
When the operation signal acquisition unit acquires a signal indicating that the user has operated the steering wheel during the automatic operation mode, the operation response unit changes to the user's state determined by the user state determination unit. A vehicle control device that is configured to perform different responses in response. The vehicle control device according to any one of claims 16, 17, 21, and 22.
A user state determination unit (F6) for determining whether or not the user is performing a second task based on the image of the user captured by the vehicle interior camera is provided.
A vehicle control device configured to apply a different value as the automatic driving release threshold value depending on whether or not the second task is executed by the user state determination unit. The vehicle control device according to any one of claims 14 to 26.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
The operation mode control unit is
In the driving support mode, the vehicle control device configured to be able to receive the end instruction of the automatic driving mode using the switch in an operation mode different from the instruction operation for ending the driving support mode. The vehicle control device according to claim 27.
The vehicle control device in which the operation amount of the instruction to end the automatic driving mode using the switch is set to be larger than the instruction operation for ending the driving support mode. The vehicle control device according to any one of claims 14 to 28.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
The operation mode control unit is
In the automatic operation mode, it is configured to switch to the operation mode having a lower automation level based on the pressing of the switch.
A vehicle control device configured to change the driving mode as a transition destination from the automatic driving mode according to a mode in which the user presses the switch. The vehicle control device according to any one of claims 14 to 29.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
The permission switch, which is the switch for starting the automatic operation mode, and the release switch, which is the switch for ending the automatic operation mode, are the same switch.
The switch functions as the permission switch when the current mode, which is the currently set operation mode, is not the automatic operation mode, and as the release switch when the current mode is the automatic operation mode. A vehicle control device that is configured to function. The vehicle control device according to any one of claims 14 to 30.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
The switch is a touch panel type switch realized by cooperation between a predetermined switch image displayed on a display device and a touch panel.
A vehicle control device configured to always display the switch image on the display device in the automatic driving mode. The vehicle control device according to any one of claims 14 to 31.
A user state determination unit (F6) for determining whether or not the user is in a drivingable state based on the line-of-sight direction of the user determined by analyzing an image of the user's face is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
The operation mode control unit sets the automatic operation mode based on the operation of the switch, provided that the user state determination unit determines that the user is in an operable state during the automatic operation mode. A vehicle control device configured to terminate. The vehicle control device according to any one of claims 14 to 32.
Based on the image of the user captured by the vehicle interior camera, the user state determination unit (F6) for determining whether or not the user is in a state where automatic driving is possible, and
The operation response unit (F45) that responds to the user's operation on the input device in the automatic operation mode by voice output or image display is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
When the operation signal acquisition unit acquires a signal indicating that the user has pressed the switch during the automatic operation mode, the operation response unit changes to the user's state determined by the user state determination unit. A vehicle control device that is configured to perform different responses in response. The vehicle control device according to any one of claims 14 to 33.
The operation response unit (F45) that responds to the user's operation on the input device in the automatic operation mode by voice output or image display is provided.
The operation signal acquisition unit acquires, as the operation signal, a signal indicating the operation of the user with respect to at least one switch (19A) for switching the operation mode.
When the operation signal acquisition unit acquires a signal indicating that the user has pressed the switch during the automatic operation mode, the operation response unit implements different responses to the switch depending on how the user presses the switch. A vehicle control device that is configured to do so. The vehicle control device according to any one of claims 14 to 34.
The operation mode control unit is a vehicle control device configured to change a release condition, which is a condition for ending the automatic operation mode, according to an elapsed time from the start of the automatic operation mode. The vehicle control device according to claim 35.
When the elapsed time from the start of the automatic operation mode is less than the predetermined cancellation response time, the operation mode control unit relaxes the cancellation condition as compared with the case where the elapsed time is equal to or longer than the cancellation response time. A vehicle control device configured to do so. The vehicle control device according to any one of claims 14 to 36.
The operation mode control unit is a vehicle control device configured to change a release condition, which is a condition for terminating the automatic operation mode, depending on whether or not the vehicle is in a traffic jam. The vehicle control device according to claim 37.
The operation mode control unit is a vehicle control device configured to make the release condition looser when the vehicle is not in a traffic jam than when the traffic is in a traffic jam. The vehicle control device according to any one of claims 14 to 38.
The driving mode control unit is configured to change the release condition, which is a condition for ending the automatic driving mode, depending on whether or not another vehicle exists within a certain distance from the vehicle. Device. The vehicle control device according to any one of claims 1 to 39.
As the driving mode, the automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle, the completely manual mode, which is the driving mode in which the user performs all driving operations, and a part of the user. Including the driving support mode, which is the driving mode for performing the driving operation of
The operation signal acquisition unit acquires the operation signal indicating the operation state of the user for each of the plurality of types of the input devices.
The operation mode control unit is configured to change the operation mode as a transition destination from the automatic operation mode according to the type of the input device operated by the user in the automatic operation mode. Vehicle control device. The vehicle control device according to claim 40.
As the driving support mode, a first support mode in which the speed adjustment of the vehicle is automatically executed but no steering support is performed, and a second support mode in which the speed adjustment adjustment and steering operation support are performed. Equipped with
The operation signal acquisition unit acquires the operation signal indicating the operation state of the user with respect to each of the brake pedal, the accelerator pedal, and the steering wheel.
The operation mode control unit is in the automatic operation mode.
When the operation signal indicating that the user has operated the brake pedal is acquired, the mode shifts to the completely manual mode.
When the operation signal indicating that the user has operated the accelerator pedal is acquired, the mode shifts to the second support mode.
A vehicle control device configured to shift to the first support mode when the operation signal indicating that the user has operated the steering wheel is acquired. The vehicle control device according to any one of claims 1 to 41.
The driving mode includes an automatic driving mode, which is the driving mode in which the user does not need to monitor the front of the vehicle.
The operation signal acquisition unit acquires the operation signal indicating the operation state of the user for each of the plurality of types of the input devices.
The operation response unit (F45) that responds to the user's operation on the input device in the automatic operation mode by voice output or image display is provided.
The operation response unit outputs a confirmation message, which is a message confirming whether or not the user wants to end the automatic operation mode, according to the type of the input device operated by the user in the automatic operation mode. A vehicle control device that changes whether or not. The vehicle control device according to claim 42.
The operation signal acquisition unit acquires the operation signal indicating the operation state of the user with respect to each of the brake pedal and the predetermined switch.
When it is detected that the brake pedal has been operated by the user in the automatic operation mode, the operation response unit omits the output of the confirmation message, while the operation response unit omits the output.
A vehicle control device configured such that the operation response unit outputs the confirmation message when it is detected that the switch is pressed by the user in the automatic driving mode. A vehicle control method for changing the driving mode of a vehicle based on a user's operation, which is executed by at least one processor.
An operation signal acquisition step (S202, S205, S302, S402) for acquiring an operation signal, which is a signal corresponding to the operation of the user for switching the operation mode, from the input device (19).
An operation mode change step (S206, S304, S404) for switching the operation mode based on the operation signal acquired in the operation signal acquisition step is provided.
It is configured so that the content of the operation of the user for switching the operation mode can be changed according to the combination of the current mode which is the operation mode currently set and the transition destination mode which is the operation mode of the change destination. Vehicle control method.

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