JP6751730B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device that performs automatic driving control that automatically controls at least one of acceleration / deceleration and steering of the own vehicle.

Conventionally, for example, as shown in Patent Document 1, an automatic driving control unit that automatically controls at least one of acceleration / deceleration and steering of the own vehicle so that the own vehicle travels along a route to a destination has been provided. There is a vehicle control device equipped.

On the other hand, the conventional vehicle is provided with an ignition switch (start / stop operator) for starting / stopping the system of the vehicle.

The above-mentioned ignition switch is an operator for operating the start / stop of the vehicle system. Therefore, conventionally, it is configured so as not to accept the operation of these operating devices and ignition switches by the driver or other occupants (hereinafter, simply referred to as "driver") during automatic driving. However, in the automatic driving control of the vehicle, if the driver operates the ignition switch during the execution of the automatic driving control, there is a possibility that the driver desires the operation of the vehicle related to the operation. Is high. That is, for example, when the ignition switch is operated, there is a possibility that the driver requests an immediate forced stop of the vehicle.

However, in the conventional vehicle that performs automatic driving control, appropriate vehicle control is not assigned to the operation of the ignition switch by the driver during automatic driving. Therefore, it was not possible to properly reflect the driver's intention to operate such an ignition switch.

Japanese Unexamined Patent Publication No. 2017-146819

The present invention has been made in view of the above points, and an object of the present invention is to assign appropriate vehicle control to the operation of the ignition switch during automatic driving, so that the operation is performed during automatic driving. The purpose is to provide a vehicle control device that can appropriately reflect the intention of a person.

In order to achieve the above object, the vehicle control device according to the present invention has an automatic operation mode in which at least one of steering and acceleration / deceleration of the vehicle (1) is automatically controlled, and steering and acceleration / deceleration of the vehicle (1). It is a vehicle control device (100) capable of switching between a manual operation mode controlled based on a driver's operation, and includes a start / stop controller (81) for starting / stopping the vehicle system. When the start / stop operator (81) is operated while the vehicle is running in the automatic driving mode, the control device (100) controls to stop the vehicle. Further, in this case, it is desirable to perform control to stop the vehicle at a safe place and then stop the system of the vehicle.

According to the vehicle control device according to the present invention, when the start / stop operator for starting / stopping the system of the vehicle is operated while driving in the automatic driving mode, the driver requests an immediate forced stop of the vehicle. It may be. Therefore, in that case, the control is performed to stop the vehicle in a safe place and then stop the system of the vehicle.
The reference numerals in parentheses above indicate the drawing reference numbers of the corresponding components in the embodiments described later for reference.

According to the vehicle control device according to the present invention, the intention of the driver who operates the ignition switch during automatic driving can be appropriately reflected in the control of the vehicle.

It is a functional block diagram of the control device of the vehicle of one Embodiment of this invention. It is the schematic which shows the structure of the traveling driving force output device (driving device) of a vehicle. It is a figure which shows the state flow when the P range is selected by the shift device at the time of automatic operation. It is a flowchart which shows the flow of the control process when the P range is selected by the shift device at the time of automatic operation. It is a figure which shows the positioning of the P range selection operation at the time of automatic operation in the operation of a shift device. It is a figure which shows the state flow when the N range is selected by the shift device at the time of automatic operation. It is a figure which shows the positioning of the N range selection operation at the time of automatic operation in the operation of a shift device. It is a figure which shows the state flow when the R range is selected by the shift device at the time of automatic operation. It is a figure which shows the positioning of the R range selection operation at the time of automatic operation in the operation of a shift device. It is a figure which shows the state flow when the D range is selected by the shift device at the time of automatic operation. It is a figure which shows the position of the D range selection operation at the time of automatic operation in the operation of a shift device. It is a figure which shows the state flow when the ignition off operation is performed by the ignition switch at the time of automatic operation.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a functional configuration diagram of a control device 100 mounted on the vehicle 1. The configuration of the control device 100 will be described with reference to the figure. The vehicle (own vehicle) 1 on which the control device 100 is mounted is, for example, a vehicle having two wheels, three wheels, four wheels, or the like, and is powered by an internal combustion engine such as a diesel engine or a gasoline engine, or an electric motor. Includes electric vehicles as sources, hybrid vehicles that combine an internal combustion engine and an electric motor, and the like. Further, the above-mentioned electric vehicle is driven by using electric power discharged by a battery such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, or an alcohol fuel cell.

The control device 100 includes means for taking in various information from the outside of the vehicle 1, such as an external status acquisition unit 12, a route information acquisition unit 13, and a traveling state acquisition unit 14. Further, operating devices such as the accelerator pedal 70, the brake pedal 72, the steering wheel (handle) 74, and the changeover switch 80, the accelerator opening sensor 71, the brake depression sensor (brake switch) 73, and the steering steering angle sensor (or). It includes an operation detection sensor such as a steering torque sensor) 75, an ignition switch (IG switch) 81, a display unit (display) 15, and a notification device (output unit) 82. Further, as a device for driving or steering the vehicle 1, a traveling driving force output device (driving device) 90, a steering device 92, and a braking device 94 are provided, and a control device 100 for controlling these is provided. .. These devices and devices are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The illustrated operation device is merely an example, and a button, a dial switch, a GUI (Graphical User Interface) switch, or the like may be mounted on the vehicle 1.

The external situation acquisition unit 12 is configured to acquire the external situation of the vehicle 1, for example, environmental information around the vehicle such as a lane of a traveling path and an object around the vehicle. The external situation acquisition unit 12 includes, for example, various cameras (monocular camera, stereo camera, infrared camera, etc.), various radars (millimeter wave radar, microwave radar, laser radar, etc.) and the like. It is also possible to use a fusion sensor that integrates the information obtained by the camera and the information obtained by the radar.

The route information acquisition unit 13 includes a navigation device. The navigation device includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device identifies the position of the vehicle 1 by the GNSS receiver and derives a route from the position to the destination specified by the user. The route derived by the navigation device is stored in the storage unit 140 as route information 144. The position of the vehicle 1 may be specified or complemented by an INS (Inertial Navigation System) using the output of the traveling state acquisition unit 14. Further, when the control device 100 is executing the manual operation mode, the navigation device provides guidance by voice or navigation display on the route to the destination. The configuration for specifying the position of the vehicle 1 may be provided independently of the navigation device. Further, the navigation device may be realized by one function of a terminal device such as a smartphone or a tablet terminal owned by the user, for example. In this case, information is transmitted and received between the terminal device and the control device 100 by wireless or wired communication.

The traveling state acquisition unit 14 is configured to acquire the current traveling state of the vehicle 1. The traveling state acquisition unit 14 includes a traveling position acquisition unit 26, a vehicle speed acquisition unit 28, a yaw rate acquisition unit 30, a steering angle acquisition unit 32, and a travel track acquisition unit 34.

The traveling position acquisition unit 26 is configured to acquire the traveling position of the vehicle 1 and the posture (traveling direction) of the vehicle 1, which is one of the traveling states. The traveling position acquisition unit 26 receives various positioning devices, for example, electromagnetic waves transmitted from satellites and road devices, and acquires position information (latitude, longitude, altitude, coordinates, etc.) (GPS receiver, GNSS receiver). , Beacon receiver, etc.), gyro sensor, acceleration sensor, etc. The traveling position of the vehicle 1 is measured with reference to a specific part of the vehicle 1.

The vehicle speed acquisition unit 28 is configured to acquire the speed (referred to as vehicle speed) of the vehicle 1 which is one of the traveling states. The vehicle speed acquisition unit 28 includes, for example, speed sensors provided on one or more wheels.

The yaw rate acquisition unit 30 is configured to acquire the yaw rate of the vehicle 1, which is one of the traveling states. The yaw rate acquisition unit 30 includes, for example, a yaw rate sensor and the like.

The steering angle acquisition unit 32 is configured to acquire the steering angle, which is one of the traveling states. The steering angle acquisition unit 32 includes, for example, a steering angle sensor provided on the steering shaft. Here, the steering angular velocity and the steering angular acceleration are also acquired based on the acquired steering angle.

The traveling track acquisition unit 34 is configured to acquire information (actual traveling track) of the actual traveling track of the vehicle 1, which is one of the traveling states. The actual traveling track includes a track (trajectory) on which the vehicle 1 has actually traveled, and may include a track scheduled to be traveled from now on, for example, an extension line on the front side of the traveled track (trajectory) in the traveling direction. The traveling track acquisition unit 34 includes a memory. The memory stores the position information of a series of points included in the actual running track. In addition, the extension line can be predicted by a computer or the like.

The accelerator opening sensor 71, the brake step amount sensor 73, and the steering steering angle sensor 75, which are operation detection sensors, output the accelerator opening degree, the brake step amount, and the steering steering angle as detection results to the control device 100.

The changeover switch 80 is a switch operated by the driver of the vehicle 1. The changeover switch 80 receives the operation of the driver and switches the operation mode (for example, the automatic operation mode and the manual operation mode) from the received operation content. For example, the changeover switch 80 generates an operation mode designation signal for designating the operation mode of the vehicle 1 from the operation contents of the driver, and outputs the operation mode designation signal to the control device 100.

The ignition switch (IG switch) 81 is a switch (start / stop operator) that is operated when power is supplied to each part of the vehicle 1 from an in-vehicle battery (not shown). When the ignition switch 81 is turned on, power is supplied to the vehicle control device 100, the FI-ECU 4, the AT-ECU 5, and the like to start the system of the vehicle 1, and when the ignition switch 81 is turned off, power is supplied to them. Is stopped and the system of the vehicle 1 is stopped.

The display unit 15 displays the various information of the vehicle 1 and displays related to automatic driving to the driver. The display unit 15 may be configured as, for example, a part of a meter of an instrument panel (not shown). Alternatively, the display unit 15 may also be used as the display unit of the navigation device.

Further, the vehicle 1 of the present embodiment includes a bi-wire type shift device (operation device) 60 operated by the driver via a shift lever. As shown in FIG. 1, the positions of the shift lever (not shown) in the shift device 60 are, for example, P (parking), R (reverse travel), N (neutral), D (automatic transmission mode (normal mode)). (Forward driving in sports mode), S (Forward driving in sports mode), etc. A shift position sensor 205 is provided in the vicinity of the shift device 60. The shift position sensor 205 detects the position of the shift lever operated by the driver. The shift position information detected by the shift position sensor 205 is input to the control device 100. In the manual operation mode, the shift position information detected by the shift position sensor 205 is directly output to the traveling driving force output device 90 (AT-ECU 5).

The notification device 82 is various devices capable of outputting information. The notification device 82 outputs information for urging the driver of the vehicle 1, for example, to shift from the automatic driving mode to the manual driving mode. As the notification device 82, for example, at least one of a speaker, a vibrator, a display device, a light emitting device, and the like is used.

In the vehicle 1 of the present embodiment, the traveling driving force output device (driving device) 90 includes an engine EG, an FI-ECU (Electronic Control Unit) 4 for controlling the engine EG, and an automatic transmission, as shown in FIG. It is configured to include a TM and an AT-ECU 5 that controls the automatic transmission TM. In addition to this, when the vehicle 1 is an electric vehicle powered by an electric motor, the traveling driving force output device 90 may include a traveling motor and a motor ECU for controlling the traveling motor. When the vehicle 1 is a hybrid vehicle, it may include an engine, an engine ECU, a traveling motor, and a motor ECU. When the traveling driving force output device 90 is configured to include the engine EG and the automatic transmission TM as in the present embodiment, the FI-ECU 4 and the AT-ECU 5 receive information input from the traveling control unit 120 described later. According to this, the throttle opening of the engine EG, the shift stage of the automatic transmission TM, and the like are controlled, and the traveling driving force (torque) for the vehicle 1 to travel is output. Further, when the traveling driving force output device 90 includes only the traveling motor, the motor ECU adjusts the duty ratio of the PWM signal given to the traveling motor according to the information input from the traveling control unit 120, and drives the traveling as described above. Output power. Further, when the traveling driving force output device 90 includes an engine and a traveling motor, both the FI-ECU and the motor ECU cooperate with each other to control the traveling driving force according to the information input from the traveling control unit 120.

The steering device 92 includes, for example, an electric motor. The electric motor, for example, applies a force to the rack and pinion mechanism to change the direction of the steering wheel. The steering device 92 drives the electric motor and changes the direction of the steering wheels according to the information input from the traveling control unit 120.

The brake device 94 is, for example, an electric servo brake device including a brake caliper, a cylinder for transmitting hydraulic pressure to the brake caliper, an electric motor for generating hydraulic pressure in the cylinder, and a braking control unit. The braking control unit of the electric servo brake device controls the electric motor according to the information input from the traveling control unit 120, and the brake torque (braking force output device) that outputs the braking force according to the braking operation is output to each wheel. To do so. The electric servo brake device may include a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal 72 to the cylinder via the master cylinder as a backup. The brake device 94 is not limited to the electric servo brake device described above, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator according to the information input from the traveling control unit 120 to transmit the hydraulic pressure of the master cylinder to the cylinder. Further, when the traveling driving force output device 90 includes a traveling motor, the braking device 94 may include a regenerative brake by the traveling motor.

Next, the control device 100 will be described. The control device 100 includes an automatic operation control unit 110, a travel control unit 120, and a storage unit 140. The automatic driving control unit 110 includes a vehicle position recognition unit 112, an outside world recognition unit 114, an action plan generation unit 116, and a target traveling state setting unit 118. Each part of the automatic operation control unit 110 and a part or all of the travel control unit 120 are realized by executing a program by a processor such as a CPU (Central Processing Unit). In addition, some or all of these may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit). Further, the storage unit 140 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 140 in advance, or may be downloaded from an external device via an in-vehicle Internet facility or the like. Further, the program may be installed in the storage unit 140 by mounting a portable storage medium in which the program is stored in a drive device (not shown). Further, the control device 100 may be distributed by a plurality of computer devices. As a result, the in-vehicle computer of the vehicle 1 can be made to cooperate with the above-mentioned hardware function unit and software including a program or the like to realize various processes in the present embodiment.

The automatic operation control unit 110 switches the operation mode to perform control according to the input of the signal from the changeover switch 80 or the determination based on the data such as the input signal from various sensors and the acquired information. The driving mode includes a driving mode (automatic driving mode) that automatically controls acceleration / deceleration and steering of the vehicle 1, and control of acceleration / deceleration of the vehicle 1 based on operations on operating devices such as the accelerator pedal 70 and the brake pedal 72. However, there is an operation mode (manual operation mode) in which steering is controlled based on an operation on an operation device such as the steering wheel 74, but the present invention is not limited to this. The other driving mode may include, for example, a driving mode (semi-automatic driving mode) in which one of acceleration / deceleration and steering of the vehicle 1 is automatically controlled and the other is controlled based on the operation of the operating device. In the following description, the term "automatic operation" shall include a semi-automatic operation mode in addition to the above-mentioned automatic operation mode.

When the manual operation mode is implemented, the automatic operation control unit 110 may stop the operation so that the input signal from the operation detection sensor is output to the travel control unit 120, or the vehicle is directly driven. It may be supplied to the force output device 90 (FI-ECU or AT-ECU), the steering device 92, or the brake device 94.

The vehicle position recognition unit 112 of the automatic driving control unit 110 includes map information 142 stored in the storage unit 140, information input from the external situation acquisition unit 12, the route information acquisition unit 13, or the traveling state acquisition unit 14. Based on, the lane in which the vehicle 1 is traveling (traveling lane) and the relative position of the vehicle 1 with respect to the traveling lane are recognized. The map information 142 is, for example, map information with higher accuracy than the navigation map possessed by the route information acquisition unit 13, and includes information on the center of the lane, information on the boundary of the lane, and the like. More specifically, the map information 142 includes road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. The road information includes information indicating the types of roads such as highways, toll roads, national roads, and prefectural roads, the number of lanes on the road, the width of each lane, the slope of the road, and the position of the road (longitude, latitude, and height). (Including three-dimensional coordinates), the curvature of the lane curve, the positions of the merging and branching points of the lane, the signs provided on the road, and the like. The traffic regulation information includes information that lanes are blocked due to construction, traffic accidents, traffic jams, and the like.

The own vehicle position recognition unit 112 determines, for example, the deviation of the reference point (for example, the center of gravity) of the vehicle 1 from the center of the traveling lane and the angle formed by the traveling lane with respect to the line connecting the centers of the traveling lane in the traveling direction of the vehicle 1. It is recognized as a relative position of the vehicle 1 with respect to. Instead of this, the own vehicle position recognition unit 112 may recognize the position of the reference point of the vehicle 1 with respect to any side end of the own lane as the relative position of the vehicle 1 with respect to the traveling lane.

The outside world recognition unit 114 recognizes the position, speed, acceleration, and other states of surrounding vehicles based on the information input from the external situation acquisition unit 12 and the like. The peripheral vehicle in the present embodiment is another vehicle traveling around the vehicle 1 and traveling in the same direction as the vehicle 1. The position of the peripheral vehicle may be represented by a representative point such as the center of gravity or a corner of the vehicle 1, or may be represented by a region represented by the outline of the vehicle 1. The "state" of the peripheral vehicle may include the acceleration of the peripheral vehicle and whether or not the vehicle is changing lanes (or whether or not the vehicle is trying to change lanes) based on the information of the various devices. Further, the outside world recognition unit 114 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects in addition to peripheral vehicles.

The action plan generation unit 116 sets a start point of the automatic operation, a planned end point of the automatic operation, and / or a destination of the automatic operation. The starting point of the automatic driving may be the current position of the vehicle 1 or a point where the driver of the vehicle 1 has instructed the automatic driving. The action plan generation unit 116 generates an action plan in the section between the start point and the planned end point, or in the section between the start point and the destination of the automatic driving. The action plan generation unit 116 may generate an action plan for any section without being limited to this.

The action plan is composed of, for example, a plurality of events that are sequentially executed. The events include, for example, a deceleration event for decelerating the vehicle 1, an acceleration event for accelerating the vehicle 1, a lane keeping event for driving the vehicle 1 so as not to deviate from the traveling lane, a lane change event for changing the traveling lane, and the vehicle 1. Overtaking event to overtake the vehicle in front, branch event to change to the desired lane at the branch point, or drive vehicle 1 so as not to deviate from the current driving lane, vehicle in the merging lane to join the main lane It includes a merging event in which 1 is accelerated / decelerated to change the traveling lane. For example, when a junction (branch point) exists on a toll road (for example, a highway), the control device 100 changes lanes or maintains a lane so that vehicle 1 travels in the direction of a destination. .. Therefore, when the action plan generation unit 116 finds that a junction exists on the route by referring to the map information 142, the action plan generation unit 116 is between the current position (coordinates) of the vehicle 1 and the position (coordinates) of the junction. To set a lane change event for changing lanes to a desired lane that can travel in the direction of the destination. The information indicating the action plan generated by the action plan generation unit 116 is stored in the storage unit 140 as the action plan information 146.

The target driving state setting unit 118 is based on the action plan determined by the action plan generation unit 116 and various information acquired by the external situation acquisition unit 12, the route information acquisition unit 13, and the driving state acquisition unit 14. It is configured to set the target running state, which is the target running state of 1. The target traveling state setting unit 118 includes a target value setting unit 52 and a target track setting unit 54. Further, the target traveling state setting unit 118 also includes a deviation acquisition unit 42 and a correction unit 44.

The target value setting unit 52 includes information on the traveling position (latitude, longitude, altitude, coordinates, etc.) targeted by the vehicle 1 (also simply referred to as a target position), target value information on the vehicle speed (also simply referred to as a target vehicle speed), and so on. It is configured to set the target value information of the yaw rate (also simply referred to as the target yaw rate). The target track setting unit 54 uses information on the target track of the vehicle 1 (also simply referred to as a target track) based on the external situation acquired by the external situation acquisition unit 12 and the travel route information acquired by the route information acquisition unit 13. .) Is configured to set. The target trajectory includes information on the target position for each unit time. The posture information (traveling direction) of the vehicle 1 is associated with each target position. Further, target value information such as vehicle speed, acceleration, yaw rate, lateral G, steering angle, steering angular velocity, and steering angular acceleration may be associated with each target position. The above-mentioned target position, target vehicle speed, target yaw rate, and target trajectory are information indicating a target running state.

The deviation acquisition unit 42 acquires the deviation of the actual running state with respect to the target running state based on the target running state set by the target running state setting unit 118 and the actual running state acquired by the running state acquisition unit 14. It is configured as follows.

The correction unit 44 is configured to correct the target traveling state according to the deviation acquired by the deviation acquisition unit 42. Specifically, as the deviation becomes larger, the target running state set by the target running state setting unit 118 is brought closer to the actual running state acquired by the running state acquisition unit 14, and a new target running state is set.

The travel control unit 120 is configured to control the travel of the vehicle 1. Specifically, a command for running control so that the running state of the vehicle 1 matches or approaches the target running state set by the target running state setting unit 118 or the new target running state set by the correction unit 44. Output the value. The travel control unit 120 includes an acceleration / deceleration command unit 56 and a steering command unit 58.

The acceleration / deceleration command unit 56 is configured to perform acceleration / deceleration control in the traveling control of the vehicle 1. Specifically, the acceleration / deceleration command unit 56 is based on the target traveling state (target acceleration / deceleration) and the actual traveling state (actual acceleration / deceleration) set by the target traveling state setting unit 118 or the correction unit 44. Calculates the acceleration / deceleration command value for matching the running state of the vehicle with the target running state.

The steering command unit 58 is configured to perform steering control among the traveling controls of the vehicle 1. Specifically, the steering command unit 58 matches the traveling state of the vehicle 1 with the target traveling state based on the target traveling state set by the target traveling state setting unit 118 or the correction unit 44 and the actual traveling state. Calculate the steering angular velocity command value for.

FIG. 2 is a schematic view showing the configuration of a traveling driving force output device (driving device) 90 included in the vehicle 1. As shown in the figure, the traveling driving force output device 90 of the vehicle 1 of the present embodiment is connected to the internal combustion engine (engine) EG as a driving source and the engine EG via a torque converter TC with a lockup clutch. It is equipped with an automatic transmission TM. The automatic transmission TM is a transmission that shifts the rotation by the driving force transmitted from the engine EG and outputs it to the drive wheel side, and has a plurality of transmission stages for forward traveling and one transmission stage for reverse traveling. It is a stepped automatic transmission that can be set. Further, the traveling driving force output device 90 electronically controls the FI-ECU (fuel injection control device) 4 that electronically controls the engine EG and the AT-ECU (automatic transmission unit) that electronically controls the automatic transmission TM including the torque converter TC. Hydraulic control that hydraulically controls the rotational drive and lockup control of the torque converter TC and the engagement / release of a plurality of friction engagement mechanisms provided in the automatic transmission TM according to the control of the shift control device) 5 and the AT-ECU 5. It includes a device 6.

The rotational output of the engine EG is output to the crankshaft (output shaft of the engine EG) 221 and transmitted to the input shaft 227 of the automatic transmission TM via the torque converter TC.

A crankshaft rotation speed sensor 201 that detects the rotation speed Ne of the crankshaft 221 (engine EG) is provided. Further, an input shaft rotation speed sensor 202 for detecting the rotation speed of the input shaft 227 (input shaft rotation speed of the automatic transmission TM) Ni is provided. Further, an output shaft rotation speed sensor 203 for detecting the rotation speed (output shaft rotation speed of the automatic transmission TM) No of the output shaft 228 is provided. Vehicle speed data calculated from the rotation speed data Ne, Ni, No, and No detected by the sensors 201 to 203 is given to the AT-ECU 5. Further, the engine speed data Ne is given to the FI-ECU (fuel injection control device) 4. Further, a throttle opening sensor 206 for detecting the throttle opening TH of the engine EG is provided. The data of the throttle opening TH is given to the FI-ECU 4.

Further, the AT-ECU 5 that controls the automatic transmission TM determines a range of gears that can be set by the automatic transmission TM according to the vehicle speed detected by the vehicle speed sensor and the accelerator opening degree detected by the accelerator opening sensor 71. It has a shift map (shift characteristic) 55. The shift map 55 includes an upshift line and a downshift line set for each shift stage, and a plurality of types of shift maps having different characteristics are prepared in advance. In the shift control of the automatic transmission TM, the AT-ECU 5 controls to switch the shift stage of the automatic transmission TM according to a shift map selected from these a plurality of types of shift maps.

[Overview of manual operation control]
In the vehicle 1, when the manual driving mode is selected, the vehicle 1 is controlled (acceleration / deceleration and steering control) based on the conventional operation by the driver without going through the automatic driving control unit 110. In this manual operation mode, the detection information of the accelerator opening sensor 71, which is an operation detection sensor, is directly input to the FI-ECU 4 or AT-ECU 5 of the traveling driving force output device 90, and these FI-ECU 4 or AT-ECU 5 are used. The engine EG and the automatic transmission TM (hydraulic control device 6) are controlled based on the detection information. Further, the brake device 94 is controlled based on the detection information of the brake pedal amount sensor 73. By these, the acceleration / deceleration of the vehicle is controlled. Further, the steering device 92 is controlled based on the detection information of the steering steering angle sensor 75. As a result, the vehicle is steered.

[Overview of automatic driving control]
In the vehicle 1, when the automatic driving mode is selected, the automatic driving control unit 110 performs automatic driving control of the vehicle 1. In this automatic driving mode, the automatic driving control unit 110 recognizes the information acquired from the external situation acquisition unit 12, the route information acquisition unit 13, the traveling state acquisition unit 14, etc., or the own vehicle position recognition unit 112 and the outside world recognition unit 114. Based on the information obtained, the current traveling state (actual traveling track, traveling position, etc.) of the vehicle 1 is grasped. The target traveling state setting unit 118 sets a target traveling state (target trajectory and target position), which is a target traveling state of the vehicle 1, based on the action plan generated by the action plan generation unit 116. The deviation acquisition unit 42 acquires the deviation of the actual traveling state with respect to the target traveling state. When the deviation is acquired by the deviation acquisition unit 42, the travel control unit 120 performs travel control so that the travel state of the vehicle 1 matches or approaches the target travel state.

The correction unit 44 corrects the target trajectory or the target position based on the travel position acquired by the travel position acquisition unit 26. The travel control unit 120 applies the vehicle 1 by the travel driving force output device 90 and the brake device 94 based on the vehicle speed acquired by the vehicle speed acquisition unit so that the vehicle 1 follows a new target track or target position. Performs deceleration control.

Further, the correction unit 44 corrects the target trajectory based on the travel position acquired by the travel position acquisition unit 26. The travel control unit 120 performs steering control by the steering device 92 based on the steering angular velocity acquired by the steering angle acquisition unit 32 so that the vehicle 1 follows the new target trajectory.

[When the shift device is operated during automatic operation]
Then, in the control device 100 of the vehicle 1 of the present embodiment, the shift device 60 is operated by the driver during automatic driving (indicating when the vehicle 1 is controlled by the automatic driving mode, the same applies hereinafter). When the ignition switch 81 is operated or the ignition switch 81 is operated, a function (control function of the vehicle 1) different from that at the time of manual driving is assigned to the operation. Hereinafter, control when the shift device 60 and the ignition switch 81 are operated during automatic operation will be described.

[P range selection operation]
When the P range (parking range) is selected by the shift device 60 during automatic driving, the automatic driving control unit 100 stops and fixes the vehicle 1 in a safe place (fixes the wheels of the vehicle 1 (fixes the wheels of the vehicle 1). It means to lock the parking lot, and the same applies hereinafter.) Hereinafter, this control will be described.

FIG. 3 is a diagram showing a state flow when the P range is selected by the shift device 60 during automatic operation. As shown in the figure, in the normal automatic driving mode, when the vehicle 1 is traveling forward or backward (S1-1), the driver of the vehicle 1 (a driver other than the driver is the operator). When the shift device 60 is operated to select the P range (U1-1), the vehicle shifts to the traveling mode (S1-2) for forced stop. In the traveling mode for forced stopping, control is performed to stop the vehicle 1 while continuing the forward traveling or the reverse traveling of the vehicle 1. This control includes deceleration control of the vehicle 1, determination of whether or not the vehicle 1 can be safely stopped, search control of the stop location, and the like. Then, when it is determined that the vehicle 1 can be stopped (U1-2), the mode shifts to the stop mode (S1-3) for forced stop. In the stop mode for forced stop, the power transmission path is cut off by controlling the power disconnection means such as a clutch (not shown) provided in the power transmission path between the engine EG and the drive wheels. , The driving force of the engine EG is not transmitted to the driving wheel side (this state is hereinafter referred to as "neutral state"). In that state, if the driver specifies the stop location of the vehicle 1 (U1-3), the vehicle shifts to the driving mode for forced stop again in order to stop the vehicle 1 based on the designation (S1-4). ). The driver specifies the stop location of the vehicle 1 here, for example, displays a display asking the stop location of the vehicle 1 on the display unit 15 (display such as "Where do you want to stop?"), And sees the display. This may be done by the driver inputting information into the system regarding the designation of the stop location of the vehicle 1. After that, when it is determined that the vehicle 1 can be stopped (U1-4), the mode shifts to the stop mode (S1-5) for forced stop. In the stop mode for forced stop, after stopping the vehicle 1 in a safe place, the vehicle 1 is fixed by a parking lock mechanism (not shown) provided in the vehicle 1.

FIG. 4 is a flowchart showing the flow of control processing when the P range is selected by the shift device 60 during automatic operation. Here, first, it is determined whether or not the vehicle 1 is traveling (forward or backward traveling) during automatic driving (step ST1). As a result, if the vehicle 1 is not running (NO), the process proceeds to the previous step ST4. On the other hand, if the vehicle 1 is traveling (YES), it is determined whether or not the P range selection operation by the shift device 60 has been performed (step ST2). As a result, if the P range selection operation has not been performed (NO), the process proceeds to the previous step ST4. On the other hand, when the P range selection operation is performed (YES), the forced stop process (step ST3) of the vehicle 1 is performed. The forced stop process of the vehicle 1 is a process for stopping the vehicle 1 in S1-2 of FIG. 3 above. After this forced stop process, it is determined whether or not the vehicle 1 is in a completely stopped state (step ST4). As a result, if the vehicle 1 is not in the completely stopped state (NO), the process proceeds to the previous step ST7. On the other hand, if the vehicle 1 is in a completely stopped state (YES), the neutral process is subsequently performed (step ST5). This neutral process is the process of setting the neutral state in S1-3 of FIG. 3 above. After that, the driver of the vehicle 1 is inquired about the parking place (step ST6). The inquiry for the parking place is made, for example, by displaying the content of the inquiry for the parking place on the display unit 15 of the vehicle 1. After that, it is determined again whether or not the vehicle 1 is in the completely stopped state (step ST7). As a result, if the vehicle 1 is not in the completely stopped state (NO), the process ends as it is. On the other hand, if the vehicle 1 is in a completely stopped state (YES), the vehicle 1 is moved to a parking place designated by the driver and parked (step ST8).

In this way, when the P range is selected by the operation of the shift device 60 by the driver during automatic driving, the vehicle 1 is forcibly stopped. In addition, the display unit 15 is displayed to inquire about the stop location of the vehicle 1. Further, the vehicle 1 is stopped at a safe place in a neutral state in which the power transmission path between the engine EG and the drive wheels is cut off, and then the vehicle 1 is fixed (parking lock).

FIG. 5 is a diagram showing the positioning of the P range selection operation during automatic operation in the operation of the shift device 60. As shown in the figure, in the shift device 60, the traveling range of the vehicle 1 is P range, R range (automatic driving, manual driving), N range (automatic driving, manual driving), D range (automatic driving, manual driving). ) Each selection is possible. The transition from any one travel range to the other travel range can be performed by the route indicated by the arrow in the figure. The P range selection operation performed during the above automatic operation (during automatic operation in the D range) corresponds to the operation of the route indicated by the arrow indicated by the dotted line in the figure.

[N range selection operation]
Next, the control when the N range (neutral range) selection operation is performed by the shift device 60 during the automatic operation will be described. FIG. 6 is a diagram showing a state flow when the N range is selected by the shift device 60 during automatic operation. As shown in the figure, in the normal automatic driving mode, when the driver of the vehicle 1 operates the shift device 60 to select the N range in the state of traveling forward or backward (S2-1) (U2). In -1), the vehicle shifts to the traveling mode (S2-2) for forced stop. In the traveling mode for forced stopping, control is performed to stop the vehicle 1 while continuing the forward traveling or the reverse traveling of the vehicle 1. This control includes deceleration control, determination of whether or not the vehicle 1 can be stopped (safely), search control of the stop location, and the like. As a result, when it is determined that the vehicle 1 can be stopped (U2-2), the mode shifts to the stop mode (S2-3) for forced stop. In the stop mode for forced stop, the vehicle 1 is set to the neutral state, and the vehicle 1 is driven (coasting) in a state where the driving force to the drive wheels is not output while continuing the automatic driving mode. As a result, the vehicle 1 slows down. At this time, if the vehicle speed detected by the vehicle speed sensor is equal to or lower than the predetermined vehicle speed, the driver of the vehicle 1 or the driver may be notified by issuing an alarm by the notification device 82. In that state, if the driver specifies the stop location of the vehicle 1 (U2-3), the vehicle shifts to the driving mode for forced stop again in order to stop the vehicle 1 based on the designation (S2-4). .. In addition to this, even if the driver does not specify the stop location of the vehicle 1, the vehicle 1 may be evacuated to a safe place and then stopped. Further, when it is determined that the vehicle 1 can be stopped (U2-4), the mode shifts to the stop mode (S2-5) for forced stop again. In the stop mode for forced stop, when the vehicle 1 stops, the automatic driving mode is canceled and the driving mode is switched to the manual driving mode.

In this way, when the N range selection operation is performed during automatic operation, the output from the driving force output device 90 for traveling is stopped, so that the output of the driving force to the drive wheels is increased while continuing the automatic operation mode. The state is not set. In addition, an alarm is issued at a vehicle speed below a predetermined speed. Further, when the vehicle 1 is stopped, the automatic driving is canceled. Also, when stopping, evacuate to a safe place before stopping.

FIG. 7 is a diagram showing the positioning of the N range selection operation during automatic operation in the operation of the shift device 60. The above-mentioned N range selection operation during automatic operation corresponds to the operation of the route indicated by the dotted arrow in the figure. In this route, the automatic operation in the D range shifts to the N range (automatic operation or manual operation).

[R range selection operation]
Next, the control when the R range (reverse range: reverse traveling range) is selected by the shift device 60 during the automatic operation will be described. FIG. 8 is a diagram showing a state flow when the R range is selected by the shift device 60 during automatic operation. As shown in the figure, in the normal automatic driving mode, when the driver of the vehicle 1 operates the shift device 60 to select the R range in the state of traveling forward or backward (S3-1). , The vehicle speed V detected by the vehicle speed sensor is determined, and if this vehicle speed V is equal to or higher than a predetermined threshold value V1 (U3-1), the automatic driving mode is canceled and the vehicle shifts to the neutral state (S3-2). On the other hand, if the vehicle speed V is less than the threshold value V1 (U3-2), the vehicle shifts to the traveling mode (S3-3) for forced deceleration. In the traveling mode for forced deceleration, the vehicle 1 is forcibly decelerated by downshifting the shift stage of the automatic transmission TM or increasing the braking force of the braking device 94. Then, the vehicle speed V after deceleration is determined, and if the vehicle speed V is equal to or less than the reverse permission threshold value vehicle speed V2 (<V1) (U3-3), the shift range of the automatic transmission TM is set to the reverse (reverse) range. The mode shifts to the reverse mode (S3-4). At this time, the display unit 15 may be displayed asking for the stop location of the vehicle 1.

In this way, when the R range is selected during automatic driving, (i) when the vehicle speed V is equal to or higher than the threshold value V1 (when the vehicle speed is high), the shift range of the automatic transmission TM is set to neutral. By setting the range (N range), it is prohibited that the driving force from the engine EG is output to the drive wheel side. On the other hand, (ii) when the vehicle speed V is lower than the threshold value V1 (when the vehicle speed is low), the shift range of the automatic transmission TM can be switched to the reverse range (R range) (V ≦ V2). ), Then switch to the reverse range. In addition, a display asking the stop location is displayed on the display unit 15.

FIG. 9 is a diagram showing the positioning of the R range selection operation during automatic operation in the operation of the shift device 60. The above-mentioned R range selection operation during automatic operation corresponds to the operation of the route indicated by the dotted arrow in the figure. In this route, the D range in automatic operation shifts to the R range (automatic operation, manual operation).

[D range selection operation]
Next, the control when the D range selection operation is performed by the shift device 60 during the automatic operation will be described. FIG. 10 is a diagram showing a state flow when the D range is selected by the shift device 60 during automatic operation. As shown in the figure, in the normal automatic driving mode, when the vehicle 1 is traveling forward (S4-1) and the driver of the vehicle 1 operates the shift device 60 to select the D range ( In U4-1), the automatic operation mode is forcibly canceled and switched to the manual operation mode (S4-2). On the other hand, when the driver of the vehicle 1 operates the shift device 60 to select the N range (U4-2), the vehicle is set to the neutral state in the normal automatic driving mode (S4-3). After that, when the driver of the vehicle 1 operates the shift device 60 to select the D range (U4-3), the automatic driving mode is forcibly canceled and switched to the manual driving mode (S4-2). ..

In this way, when the D range selection operation is performed during the automatic operation, the mode shifts to the manual operation mode. Alternatively, even if the D range selection operation is performed after the N range selection operation is performed, the manual operation mode is entered. In this case, when the parking support control of the vehicle 1 is performed in the automatic driving mode, the parking support control may be canceled.

FIG. 11 is a diagram showing the positioning of the D range selection operation during automatic operation in the operation of the shift device 60. The D range selection operation during automatic operation corresponds to the operation of the route indicated by the dotted arrow in the figure. In this route, the automatic operation in the D range shifts to the manual operation.

[Ignition switch OFF operation]
Next, the control when the ignition switch 81 is turned off during the automatic operation will be described. FIG. 12 is a diagram showing a state flow when the ignition switch 81 is turned off during automatic operation. As shown in the figure, in the normal automatic driving mode, when the ignition switch 81 is turned off (U5-1) while the vehicle 1 is traveling forward (S5-1), the vehicle is forced. Stop 1 and shift to the manual operation mode (S5-2). After that, when it is determined that the vehicle 1 has completely stopped (U5-2), the vehicle 1 is fixed (parking lock) (S5-3).

In this way, when the ignition switch is turned off during automatic driving, the vehicle 1 is stopped in a safe place after being forcibly stopped and then fixed, and then the system (function) of the vehicle 1 is stopped. I do.

As described above, in the control device of the vehicle 1 of the present embodiment, the automatic driving mode that automatically controls at least one of the steering and acceleration / deceleration of the vehicle 1 and the driver's operation of steering and acceleration / deceleration of the vehicle 1 A vehicle control device 100 capable of switching between a manual driving mode controlled based on the above, and an operation for the driver of the vehicle 1 to select a plurality of traveling ranges of the vehicle 1 in the manual driving mode. A bi-wire type shift device (operation device) 60 is provided. Then, when the shift device 60 is operated in the automatic operation mode, the control device 100 has the control assigned to the travel range in the manual operation mode with respect to the travel range selected by the operation of the shift device 60. It is designed to control different contents.

According to the control device of the vehicle 1 of the present embodiment, when the shift device 60 is operated in the automatic driving mode, the traveling range selected by the operation is assigned to the traveling range in the manual driving mode. By controlling the contents different from the control, it is possible to control the vehicle 1 appropriately reflecting the intention of the driver (or the driver) who operated the shift device 60 in the automatic driving mode.

When the parking range (P range) is selected by operating the shift device 60 during automatic driving, there is a possibility that the driver requests an immediate forced stop of the vehicle. Therefore, in that case, control is performed so that the vehicle 1 can be stopped immediately. At that time, the vehicle 1 is stopped in a safe place in the neutral state, and then the vehicle 1 is fixed so that the vehicle 1 can be stopped safely. Further, the display unit 15 is displayed to inquire about the stop location of the vehicle 1, so that the vehicle 1 is parked at an appropriate location requested by the driver.

Further, when the neutral range (N range) is selected by operating the shift device 60 during automatic operation, there is a possibility that the driver requests an immediate forced stop of output. Therefore, in that case, by controlling to stop the output of the driving force from the traveling driving force output device 90, the vehicle 1 is driven in a state where the driving force to the driving wheels is not output while continuing the automatic driving mode. Control (coasting).

Further, when the reverse range (R range) is selected by operating the shift device 60 during automatic driving, there is a possibility that the driver of the vehicle 1 intends to immediately shift to reverse driving. Therefore, in that case, if the vehicle speed is equal to or higher than the predetermined vehicle speed, the output from the traveling driving force output device 90 is stopped so that the driving force to the drive wheels is not output while continuing the automatic driving mode, and the vehicle speed is increased. If the vehicle speed is less than the predetermined vehicle speed, the vehicle is decelerated to a vehicle speed at which the vehicle can travel backward, and then the vehicle is controlled to drive backward.

Further, when the forward traveling range (D range) is selected by operating the operating device 60 during automatic driving, there is a possibility that the driver of the vehicle 1 requests the shift to the manual driving mode. Therefore, in that case, the control for canceling the automatic operation mode and switching to the manual operation mode is performed.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and the present invention is not limited to the above embodiments, and various aspects are described within the scope of claims and the technical ideas described in the specification and drawings. It can be transformed.

For example, if the operating device according to the present invention is an operator capable of switching a plurality of traveling modes of the vehicle by operation by the driver (driver) of the vehicle, the shifting device 60 as shown in the above embodiment may be used. It is not limited to this, and may be an operator having another configuration (for example, a button or a dial). Further, the ignition switch 81 is not limited to the switch as long as it can perform the start / stop operation of the system of the vehicle 1, and may be another operation device such as an ignition key.

1 Vehicle 6 Hydraulic control device 12 External status acquisition unit 13 Route information acquisition unit 14 Traveling status acquisition unit 15 Display unit (display means)
26 Traveling position acquisition unit 28 Vehicle speed acquisition unit (vehicle speed detection means)
30 Yaw rate acquisition unit 32 Steering angle acquisition unit 34 Travel track acquisition unit 42 Deviation acquisition unit 44 Correction unit 52 Target value setting unit 54 Target trajectory setting unit 55 Shift map 56 Acceleration / deceleration command unit 58 Steering command unit 60 Shift device (by-wire type) Operating device)
70 Accelerator pedal 71 Accelerator opening sensor 72 Brake pedal 73 Brake step sensor 74 Steering wheel 75 Steering steering angle sensor 80 Changeover switch 81 Ignition switch (operator for start / stop)
82 Notification device (alarm means)
90 Driving driving force output device (driving device)
92 Steering device 94 Brake device 100 Control device 110 Automatic operation control unit 112 Own vehicle position recognition unit 114 External world recognition unit 116 Action plan generation unit 118 Target travel state setting unit 120 Travel control unit 140 Storage unit 142 Map information 144 Route information 146 Action Planning information 201 Crankshaft rotation speed sensor 202 Input shaft rotation speed sensor 203 Output shaft rotation speed sensor 205 Shift position sensor 206 Throttle opening sensor 221 Crankshaft 227 Input shaft 228 Output shaft EG Engine TC Torque converter TM Automatic transmission

Claims (3)

A vehicle capable of switching between an automatic driving mode in which at least one of steering and acceleration / deceleration of the vehicle is automatically controlled and a manual driving mode in which steering and acceleration / deceleration of the vehicle are controlled based on the driver's operation. It is a control device of
A bi-wire operating device operated by the driver of the vehicle in the manual driving mode to select a plurality of traveling ranges of the vehicle.
A start / stop operator for starting / stopping the system of the vehicle is provided.
When the neutral range selection operation is performed by the operating device in the automatic driving mode, the control device controls to stop the output of the driving force from the traveling driving force output device of the vehicle, thereby performing the automatic driving. performs control for running the vehicle in the state of not outputting a driving force to continue cytoplasm one driving wheel mode,
When the start / stop operator is operated while the vehicle is running in the automatic driving mode, the control device forcibly stops the vehicle, shifts to the manual driving mode, and then the vehicle moves. A vehicle control device characterized in that the vehicle is fixed when it is determined that the vehicle has completely stopped, and then the system of the vehicle is stopped. An alarm means for issuing an alarm to the driver of the vehicle and
Equipped with a vehicle speed detecting means for detecting the vehicle speed,
The control device is
The vehicle control device according to claim 1, wherein when the vehicle speed detected by the vehicle speed detecting means is equal to or lower than a predetermined vehicle speed, an alarm is issued by the warning means. The control device is
The vehicle control device according to claim 1 or 2, wherein the vehicle is stopped in a safe place, and then the system of the vehicle is stopped.