JP6998073B2 - Autonomous driving control device and vehicle - Google Patents

Description

Cross-reference of related applications

This international application claims priority based on Japanese Patent Application No. 2014-201407 filed with the Japan Patent Office on September 30, 2014, and Japanese Patent Application No. 2014-201407. The entire contents are incorporated in this international application by reference.

In this disclosure, some or all of the various driving actions of the driver necessary for driving the vehicle, such as various judgments and operations by the driver, are automatically performed without requiring the driver's operation. It relates to an automatic driving control device that can be used.

Various technologies for realizing automatic driving of vehicles have been proposed and partially put into practical use. The following Patent Document 1 discloses an autonomous driving vehicle capable of autonomous driving according to a preset traveling plan.

Japanese Unexamined Patent Publication No. 2012-59274

It is considered that one of the ultimate goals of autonomous driving technology is to set a destination so that the occupants can reach the destination without any involvement in driving. However, the current situation is that it has not yet reached a level of reliability high enough to realize it.

Until the autonomous driving technology is established and its reliability reaches a high level, while adopting the autonomous driving technology, if necessary, some or all of the control that is being executed automatically is disabled for the driver's operation. It is desirable to be able to entrust.

In one aspect of the present disclosure, when the driver removes the seat belt in a vehicle capable of automatically executing some or all of various driving controls necessary for driving without requiring the driver's operation. It is desirable to be able to notify the driver .

One aspect of the present disclosure is an automatic driving control device mounted on a vehicle, which includes a surrounding information acquisition unit, an operation mode setting unit, and an automatic control unit. The surrounding information acquisition unit acquires the surrounding information of the vehicle. The surrounding information is information indicating the state of the surroundings of the vehicle, and is information necessary for automatically executing at least one of the above-mentioned plurality of types of driving operations without requiring the operation of the driver. The driving mode setting unit sets the driving mode of the vehicle to either a highly automated mode or a basic mode. The highly automated mode is a driving mode in which a part or all of a plurality of types of driving operations necessary for driving a vehicle are automatically executed based on surrounding information. The basic mode is an operation mode in which the types of operation operations to be automatically executed are less than or zero than those in the highly automated mode. The automatic control unit executes an operation operation set to be automatically executed in the operation mode based on the operation mode set by the operation mode setting unit. Then, the operation mode setting unit switches the operation mode to the basic mode when the operation mode is set to the highly automated mode and the preset basic mode switching condition is satisfied.

The automatic operation control device configured in this way has an advanced automation mode and a basic mode as operation modes, and switches to the basic mode when the basic mode switching condition is satisfied during the advanced automation mode. The basic mode switching condition is a specific condition in which it is necessary or desirable to switch the operation mode from the highly automated mode to the basic mode. The number and contents of the basic mode switching conditions may be appropriately determined. Further, when a plurality of basic mode switching conditions are set, the mode may be switched to the basic mode when at least one of the plurality of basic mode switching conditions is satisfied, or all the set basics may be switched. The mode may be switched to the basic mode when two or more specific numbers or all of the mode switching conditions are satisfied.

By appropriately setting the basic mode switching conditions, it is possible to switch from the highly automated mode to the basic mode at an appropriate timing. Therefore, according to the automatic operation control device having the above configuration, it is possible to stop a part or all of the operation operations that are being automatically executed in the highly automated mode at an appropriate timing.

When the vehicle is being driven in the basic mode, it may be preferable to switch to the highly automated mode and leave it to the automatic driving process depending on the situation. Therefore, the operation mode setting unit may switch the operation mode to the highly automated mode when the preset advanced automation switching condition is satisfied when the operation mode is the basic mode.

The highly automated switching condition is a specific condition in which it is necessary or desirable to switch the operation mode from the basic mode to the highly automated mode. The number and contents of highly automated switching conditions may be determined as appropriate. Further, when a plurality of advanced automation switching conditions are set, the mode may be switched to the advanced automation mode when at least one of the plurality of advanced automation switching conditions is satisfied, or all of the set advanced automation switching conditions may be switched. The mode may be switched to the advanced automation mode when two or more specific numbers or all of the advanced automation switching conditions are satisfied.

According to the automatic operation control device configured in this way, by appropriately setting the advanced automation switching conditions, it is possible to switch between the advanced automation mode and the basic mode at an appropriate timing.

When the operation mode is the basic mode, the operation mode setting unit may maintain the basic mode even if the advanced automation switching condition is satisfied, if the basic mode switching condition is still satisfied.

It is presumed that the fact that the basic mode switching condition is satisfied means that it is preferable to reduce the types of automated driving operations and increase the weight of the driving operations by the driver's own operation. Therefore, if both the advanced automation switching condition and the basic mode switching condition are satisfied, the driver's driving operation is respected and appropriate by giving priority to the basic mode and not switching to the advanced automation mode. Vehicle control can be realized.

1A is a side view of the vehicle of the embodiment, and FIG. 1B is a top view of the vehicle of the embodiment. It is a block diagram which shows the electric structure of the vehicle of an embodiment. FIG. 3A is an explanatory diagram showing an automatic operation level of each operation mode, and FIG. 3B is an explanatory diagram showing that the control content at each automatic operation level may be arbitrarily set. It is explanatory drawing for demonstrating the outline of automatic operation. It is a flowchart of the main process. It is a flowchart of the automatic operation control processing in the main processing of FIG. It is a flowchart of the initial automatic switching confirmation processing in the automatic operation control processing of FIG. It is a flowchart of the normal time automatic switching confirmation processing in the automatic operation control processing of FIG. It is explanatory drawing for demonstrating an example which should switch from a highly automated mode to a basic mode. It is a flowchart of the basic mode switching confirmation processing in the automatic operation control processing of FIG. It is a flowchart which shows the other embodiment of the basic mode switching confirmation processing. It is a flowchart which shows the other embodiment of the basic mode switching confirmation processing. It is a flowchart of the basic mode preparation confirmation process. It is a flowchart of a control parameter setting process.

Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings.
(1) Configuration of Vehicle 1 FIG. 1A shows a side view of the vehicle 1 of the present embodiment, and FIG. 1B shows a top view of the vehicle 1. However, FIGS. 1A and 1B briefly illustrate the arrangement state of various cameras, radars, sensors, etc. in the vehicle 1 mainly for the purpose of clarifying the arrangement state.

As shown in FIGS. 1A and 1B, the vehicle 1 has at least a first front camera 2, an indoor camera 3, a first rear camera 4, and a second front camera 5 as cameras for photographing the inside and outside of the vehicle 1. , A second rear camera 6, a left side camera 7, and a right side camera 8. Each of the cameras 2 to 8 is a camera capable of shooting color images and moving images. Each of the cameras 2 to 8 may be a monocular camera, or may be a stereo camera that can acquire information in the depth direction by providing a plurality of lenses.

The first front camera 2 is provided so as to face forward on the front end side of the ceiling in the vehicle interior. With this first front camera 2, it is possible to take a picture of the front of the vehicle 1 in a wide range. The indoor camera 3 is provided so as to face the rear (inside the vehicle) on the front end side of the ceiling in the vehicle interior. With this indoor camera 3, it is possible to photograph at least the upper body of the driver (driver) in the vehicle interior. The first rear camera 4 is provided so as to face rearward on the rear end side of the ceiling in the vehicle interior. With this first rear camera 4, it is possible to take a picture of the rear of the vehicle 1 in a wide range.

The second front camera 5 is provided so as to face forward at the front end portion of the vehicle 1. With this second front camera 5, it is possible to take a picture of the front of the vehicle 1 in a wide range. The second rear camera 6 is provided at the rear end of the vehicle 1 so as to face rearward. With this second rear camera 6, it is possible to take a picture of the rear of the vehicle 1 in a wide range. The left side camera 7 is provided so as to face the left side on the left side surface of the vehicle 1. With this left side camera 7, the left side of the vehicle 1 can be photographed in a wide range. The right side camera 8 is provided so as to face the right side on the right side surface of the vehicle 1. With this right side camera 8, the right side of the vehicle 1 can be photographed in a wide range.

Further, as shown in FIGS. 1A and 1B, the vehicle 1 includes a forward radar device 11, a rear radar device 12, a left side radar device 13, and a right side radar device 14. Each radar device 11 to 14 is a millimeter wave radar in this embodiment. As is well known, millimeter-wave radar is based on the relationship between transmitted waves and received waves and the mutual relationship between received waves by transmitting millimeter-wave radio waves and receiving the reflected waves with multiple receiving antennas. It is a radar that can detect the target information about the target around the vehicle 1. The target information that can be detected by each radar device 11 to 14 includes the presence / absence of the target in the detection direction, the distance to the target, the direction of the target with respect to the vehicle 1, and the moving speed of the target (relative to the vehicle 1). Relative velocity) and so on.

Specifically, the forward radar device 11 is provided at the front end of the vehicle 1 and transmits / receives millimeter waves of a predetermined frequency to the front of the vehicle 1. The forward radar device 11 can acquire target information regarding the target in front of the vehicle 1. The rear radar device 12 is provided at the rear end of the vehicle 1 and transmits / receives millimeter waves of a predetermined frequency to the rear of the vehicle 1. With this rear radar device 12, it is possible to acquire target information regarding the target behind the vehicle 1. The left-side radar device 13 is provided on the left side surface of the vehicle 1 and transmits / receives millimeter waves having a predetermined frequency to the left side of the vehicle 1. With this left side radar device 13, target information regarding the target on the left side of the vehicle 1 can be acquired. The right-side radar device 14 is provided on the right side surface of the vehicle 1 and transmits / receives millimeter waves having a predetermined frequency to the right side of the vehicle 1. The right-side radar device 14 can acquire target information regarding the target on the right side of the vehicle 1.

Further, as shown in FIGS. 1A and 1B, the vehicle 1 includes a biological sensor 21, an illuminance sensor 22, and a rainfall sensor 23. A plurality of (two in this embodiment) biological sensors 21 are provided on the steering wheel 20 operated by the driver for steering. The biosensor 21 can detect whether or not the driver is touching the steering wheel 20, and can detect various biometric information such as the driver's pulse and sweating state while the driver is touching the steering wheel 20. The solar illuminance sensor 22 is installed at the lower part of the front window 10 in front of the vehicle interior. The solar radiation sensor 22 can detect the amount of solar radiation to the vehicle 1, and thus the brightness around the vehicle 1. The rainfall sensor 23 is installed in the upper part of the front window 10 on the vehicle interior side. The rainfall sensor 23 can detect the presence or absence of rainfall and the amount of rainfall.

In addition, as shown in FIGS. 1A and 1B, the vehicle 1 is provided with four automatic driving operation lamps 16. As will be described later, the vehicle 1 of the present embodiment can switch the driving mode to either the highly automated mode or the basic mode, and while the driving mode is set to the highly automated mode, each automated driving operation lamp. 16 lights up in a predetermined lighting pattern. The lighting state of each automatic driving operation lamp 16 can be visually recognized from the outside of the vehicle 1. Therefore, when the driving mode is set to the highly automated mode, it is possible to appeal to the vehicle or pedestrian traveling around the vehicle 1 that the vehicle is traveling in the highly automated mode. Various lighting patterns of each automatic operation operation lamp 16 can be considered. For example, the lamps may be constantly lit during the advanced automation mode, or may be switched on and off alternately at regular intervals.

(2) Electrical Configuration of Vehicle 1 The electrical configuration of vehicle 1 will be specifically described with reference to FIG. As shown in FIG. 2, the vehicle 1 includes an automatic driving control unit 30. The automatic operation control unit 30 mainly has a mode switching function and an automatic operation function. The mode switching function is a function for setting the driving mode of the vehicle 1 to either a highly automated mode or a basic mode. The automatic driving function is a function for executing automatic driving according to the automatic driving level of the set driving mode (see FIG. 3A. Details will be described later). As will be described later, the automatic driving control unit 30 appropriately switches the driving mode of the vehicle 1 according to various factors such as the traveling state of the vehicle 1, the surrounding condition of the vehicle 1, and the state of the driver of the vehicle 1.

Types of automatic driving of vehicles include partially automatic driving and fully automatic driving. Partially automatic driving is automatic driving in which a part of the various driving operations of the driver required for driving the vehicle is automated. It should be noted that the automation referred to here means that it can be executed without requiring a driver's operation or the like. Fully automatic driving is a form of automatic driving in which all driving to a set destination is automated without requiring a driver's operation or the like. A parameter indicating the type and number of driving operations that are automated in automatic driving is hereinafter referred to as an automatic driving level. Fully automatic driving has a higher level of automatic driving than partially automatic driving. In addition, there are various levels of partially automated driving depending on the type and number of automated driving operations.

The vehicle 1 of the present embodiment is configured to be capable of partially automatic driving as well as fully automatic driving by the automatic driving control unit 30. In this embodiment, the driver can arbitrarily change the setting of the automatic driving level, that is, which of the various driving operations required for driving is automated and which operation is performed by the driver.

More specifically, in the present embodiment, as the main automatic control functions for realizing fully automatic driving, automatic start / stop control, lane keeping control, inter-vehicle distance control, lane change control, right / left turn control, collision suppression control , And parking control. The automatic operation control unit 30 can execute these seven types of automatic control functions, and by executing these seven types of automatic control functions, fully automatic operation can be realized.

On the contrary, partial automatic operation is realized by executing any 6 or less of the above 7 types of automatic control functions. In the present embodiment, it is possible to arbitrarily set which of the above seven types of automatic control functions is to be executed in the highly automated mode.

The specific contents of the seven types of automatic control functions will be described in detail later.
The automatic operation level becomes higher as the number of functions to be executed out of the above seven types of automatic control functions increases. Specifically, the automatic operation level when none of the above seven types of automatic control functions is executed is level 0. When n types of the above seven types of automatic control functions are executed, the automatic operation level is level n. Therefore, in the level 0 operation mode, it is necessary for the driver to determine and operate the control operation corresponding to the seven types of automatic control functions. On the other hand, the operation modes of level 1 to level 6 are operation modes in which partial automatic operation is performed. The level 7 operation mode is an operation mode in which fully automatic operation is performed.

In the present embodiment, the highly automated mode is an operation mode in which automatic operation is performed at an automatic operation level of level 1 or higher. On the other hand, the basic mode is an operation mode in which the automatic operation level is relatively low with respect to the highly automated mode. For example, when the advanced automation mode is level n, the basic mode can be set to any of level n-1 to level 0.

In the present embodiment, for the sake of simplification and comprehension of the description, the basic mode will be described assuming that the automatic operation level is set to level 0. Level 0 is a level at which all of the above seven types of automatic control functions are not executed, and the driver needs to perform most of the various driving operations necessary for driving.

The automatic operation control unit 30 has a calculation unit 30a and a memory 30b. The memory 30b specifically includes at least one of ROM, RAM, and various other storage media (eg EEPROM, flash memory). The arithmetic unit 30a realizes various functions including the above-mentioned mode switching function and automatic operation function by executing various programs stored in the memory 30b. The arithmetic unit 30a includes at least a CPU.

Various programs stored in the memory 30b include programs (so-called security software) capable of detecting unauthorized operations from the outside, computer viruses, unauthorized software and data (hereinafter collectively referred to as "illegal factors"). )It is included. The arithmetic unit 30a monitors the presence or absence of fraudulent factors at any time by making this security software resident during startup. Then, when a fraud factor occurs, various fraud handling processes are executed. The fraud handling process also includes a process of forcibly setting the automatic operation level to level 0 so that the automatic control function is not activated at all. In addition, various specific contents of the fraud handling process can be considered. For example, a warning by voice or the like may be output to the driver, or the vehicle 1 may be forcibly decelerated or stopped. Further, the connection between the automatic operation control unit 30 and the communication units 31 to 35 may be physically cut off so that the automatic operation control unit 30 cannot be accessed from the outside via wireless communication.

The automatic operation control unit 30 is connected to the cameras 2 to 8 shown in FIGS. 1A and 1B, the radar devices 11 to 14, the sensors 21 to 23, and the four automatic operation operation lamps 16. The calculation unit 30a of the automatic operation control unit 30 individually controls the operations of the cameras 2 to 8, and acquires shooting results (image data) from the cameras 2 to 8 and stores them in the memory 30b. Image data acquisition and storage are repeated at predetermined time intervals.

The calculation unit 30a can recognize various situations inside and outside the vehicle based on the image data of the cameras 2 to 8. For example, from the image data of the indoor camera 3, the driver's line of sight, eye condition, gesture, and the like can be recognized. Further, from the image data of the first front camera 2, it is possible to detect a state in which sunlight is incident toward the vehicle and the driver feels glare (so-called backlight). Further, from the image data of the first front camera 2 and the second front camera 5, a vehicle in front, an oncoming vehicle, a vehicle in an adjacent lane traveling diagonally forward, a lane dividing line, a pedestrian crossing, a pedestrian, a bicycle, etc. It can recognize jumping out, entry of other vehicles into the pedestrian crossing at the intersection, contents such as signs, traffic lights, and signs in the direction of travel, and other objects around the vehicle.

Further, the calculation unit 30a of the automatic operation control unit 30 individually controls each radar device 11 to 14, acquires a target detection result from each radar device 11 to 14, and stores it in the memory 30b. The acquisition and storage of the detection results from the radar devices 11 to 14 are repeated at predetermined time intervals. Based on the detection results of the radar devices 11 to 14, the calculation unit 30a calculates and acquires the presence / absence of the target, the distance to the target, the direction of the target, the relative speed of the target as seen from the vehicle 1, and the like. be able to.

Further, the calculation unit 30a of the automatic driving control unit 30 determines whether or not the driver is touching the steering wheel 20 based on the detection signal from the biological sensor 21. Further, while the driver is touching the handle 20 (specifically, while the driver is in contact with the biological sensor 21), biological information such as the driver's pulse and sweating state is acquired based on the detection signal from the biological sensor 21. The calculation unit 30a can infer the physical condition and mental state of the driver based on the acquired biological information.

Further, the calculation unit 30a of the automatic driving control unit 30 determines the brightness of the driving environment based on the detection signal from the solar radiation sensor 22, and determines the brightness of the driving environment at night or in a similar situation (hereinafter, simply referred to as “night”). You can judge if there is. Further, the calculation unit 30a of the automatic operation control unit 30 can determine the presence or absence of rainfall and the amount of rainfall based on the detection signal from the rainfall sensor 23.

Further, as shown in FIG. 2, the vehicle 1 includes a seating sensor 25 and a belt sensor 26 as components connected to the automatic driving control unit 30. The seating sensor 25 is a sensor for detecting whether or not an occupant is sitting in the seat of the vehicle 1. Although only one seating sensor 25 is shown in FIG. 2 for simplification of the illustration, it is actually provided individually for each seat. Specifically, in the case of a vehicle 1 having a seating capacity of N people, seating sensors 25 are individually provided for each of the N seats.

The belt sensor 26 is a sensor for detecting whether or not an occupant is wearing a seatbelt when an occupant is sitting in the seat of the vehicle 1. Although only one belt sensor 26 is shown in FIG. 2 for the sake of simplification of the illustration, it is actually provided individually for each seat belt of each seat. Specifically, in the case of a vehicle 1 having a seating capacity of N people, seat belts are individually provided for each of the N seats, and a belt sensor 26 is individually provided for each of these seat belts.

Further, as shown in FIG. 2, the vehicle 1 has a GPS communication unit 31, a vehicle-to-vehicle communication unit 32, a road-to-vehicle communication unit 33, a pedestrian-vehicle communication unit 34, and LTE as components connected to the automatic driving control unit 30. It includes a communication unit 35 and a TV / radio reception unit 36.

The GPS communication unit 31 receives radio waves from a plurality of GPS (Global Positioning System) satellites, and outputs information (GPS information) included in the received radio waves to the automatic operation control unit 30. The calculation unit 30a of the automatic driving control unit 30 can calculate the current position of the vehicle 1 based on the information received by the GPS communication unit 31.

Further, the automatic driving control unit 30 has a route guidance function which is one of various element functions for realizing the automatic driving function. The route guidance function calculates an appropriate route from the current position to the destination based on the current position of the vehicle 1 calculated based on GPS information and the destination set by the driver, and the vehicle 1 calculates the route. It is a function of guiding and controlling the vehicle 1 so as to travel to the destination along the line. The content of the guidance control of the vehicle 1 in the route guidance function differs depending on the automatic driving level. For example, the guidance control when the automatic operation level is set to level 7 of fully automatic operation is applied to a plurality of types (7 types as described above in this embodiment) of automatic control functions for realizing fully automatic operation. , It is the provision of route information (information on which direction and which route the vehicle should travel) necessary for executing the automatic control function. Further, for example, when the automatic operation level is set to a predetermined level 1 to 6 (partially automatic operation), which is lower than the fully automatic operation, the guidance control is partially automatic operation among a plurality of types of automatic control functions. It is to provide route information to the necessary automatic control function and to provide the driver with guidance on the driving route (for example, voice guidance) as necessary.

Map data and other various data necessary for the route guidance function are stored in the memory 30b. The arithmetic unit 30a realizes the route guidance function (specifically, the above-mentioned guidance control) by executing the program for the route guidance function stored in the memory 30b while referring to the various data. The calculation unit 30a can also recognize the road condition around the vehicle 1 based on the route guidance function. Specifically, for example, the shape of the route from the current position to the destination, the vehicle width, and the like can be recognized.

The vehicle-to-vehicle communication unit 32 is a communication module for wirelessly transmitting and receiving various data to and from vehicles other than the own vehicle. The calculation unit 30a of the automatic driving control unit 30 can acquire information (for example, traveling direction, traveling speed, position, etc.) of other surrounding vehicles via the vehicle-to-vehicle communication unit 32. On the contrary, the information of the own vehicle 1 can be transmitted to another vehicle.

The road-to-vehicle communication unit 33 is a communication module for receiving various information wirelessly transmitted from the road communication device 81 (see FIG. 4) provided on the road (ground side). Various information received by the road-to-vehicle communication unit 33 is input to the automatic driving control unit 30.

The road communication device 81 is connected to a server (not shown), receives various information from the server, and wirelessly transmits it within a predetermined area around it. Various road traffic information such as various infrastructure information (for example, traffic light information, road regulation information, etc.) and existence information of other vehicles, pedestrians, etc. are collected in the server. The server transmits individual road information related to the road communication device 81 for each road communication device 81 based on the aggregated road traffic information. The individual road information is various road traffic information regarding the traveling direction of the vehicle traveling in the communication area of the road communication device 81. Each road communication device 81 wirelessly transmits the individual road information transmitted from the server within a predetermined communication area.

The calculation unit 30a of the automatic driving control unit 30 can acquire various road traffic information regarding the traveling road in the traveling direction via the road-to-vehicle communication unit 33. Information that can be acquired by the calculation unit 30a via the road-to-vehicle communication unit 33 includes dangerous sections (for example, sections with continuous curves, sections with narrow road widths, etc.), sections where construction is being carried out, and accident sites. Contains section information about various sections such as a fixed section close to. The calculation unit 30a can recognize the relative relationship between the section and the vehicle 1, such as whether or not the vehicle 1 is traveling in the section indicated by the section information, by linking the acquired section information and the route guidance function. ..

A camera 82 is mounted on each road communication device 81 illustrated in FIG. 4. Each camera 82 photographs the road side and transmits the photographed data to the server via the network. The server can acquire road traffic information around the camera from the shooting data transmitted from each camera 82.

The pedestrian-to-vehicle communication unit 34 is a communication module for wirelessly communicating with a communication terminal (for example, a mobile phone or a smartphone) possessed by a pedestrian on the ground side. When the communication terminal possessed by a pedestrian is configured to be capable of wirelessly transmitting terminal position information indicating the position of the communication terminal (that is, the position of the pedestrian), the terminal position information transmitted from the communication terminal. Can be received by the pedestrian-to-vehicle communication unit 34. The terminal position information received by the pedestrian-vehicle communication unit 34 is input to the automatic driving control unit 30. The automatic driving control unit 30 may notify the pedestrian of the position information of the vehicle 1 by wirelessly transmitting various information such as the position information of the vehicle 1 from the pedestrian communication unit 34 to the communication terminal of the pedestrian. can.

The calculation unit 30a of the automatic driving control unit 30 can know the position and movement of the pedestrian based on the terminal position information received via the inter-pedestrian communication unit 34. The presence or absence of pedestrians and their movements can be detected by the above-mentioned cameras and radar devices, but in addition, the presence or absence of pedestrians and the jumping out of pedestrians can be detected from the information obtained via the pedestrian-to-vehicle communication unit 34. Can be detected.

The LTE communication unit 35 is a communication module for realizing wireless communication by LTE, which is a well-known communication standard for mobile phones. The TV / radio receiving unit 36 is a receiving module for receiving radio waves of television broadcasting and radio broadcasting. The calculation unit 30a acquires various information necessary for automatic driving of the vehicle 1 and updates existing information (for example, update of map data) via the LTE communication unit 35 (that is, by LTE wireless communication). be able to. It is not essential to acquire or update such various information by LTE wireless communication, and other wireless communication may be used.

Further, as shown in FIG. 2, the vehicle 1 has a display 37, a HUD (abbreviation of head-up display) 38, a microphone 39, a speaker 40, and a winker as components connected to the automatic driving control unit 30. It includes an operation unit 41, an automatic operation operation lamp 16, an automatic operation start switch 42, an automatic operation stop switch 43, an emergency stop switch 44, and a level setting operation unit 45. As described above, four automatic operation operation lamps 16 are provided in this embodiment. Hereinafter, the switch is also referred to as “SW”.

The display 37 is a display device for displaying various information including map information in the route guidance function. The display 37 has a touch panel function, and various input operations can be performed by touching the display 37 (specifically, touching the touch panel) according to the display content of the display 37.

The HUD 38 is a display device capable of projecting various types of information in the vicinity of the front window 10. The microphone 39 acquires the voices of the driver and other occupants, and inputs the voice signals to the automatic driving control unit 30. The speaker 40 outputs voice based on various voice signals output from the automatic driving control unit 30.

The winker operation unit 41 has an operation lever operated by the driver to blink the winker (not shown), and outputs a winker operation signal indicating an operation state of the operation lever to the automatic operation control unit 30.

The automatic driving start SW42 is a switch for putting the vehicle 1 into the highly automated mode. The driver of the vehicle 1 needs to press the automatic driving start SW42 in order to set the vehicle 1 to the highly automated mode and execute the automatic driving. The automatic operation stop SW43 is a switch for forcibly switching the automatic operation level of the vehicle 1 to level 0 regardless of the set operation mode. The emergency stop SW44 is a switch for forcibly stopping the vehicle 1. The level setting operation unit 45 is a user interface for accepting an operation of setting an automatic driving level (details will be described later) by the driver.

When the driver recognizes that an unauthorized factor such as a computer virus or unauthorized operation has occurred, the driver forcibly cancels the automatic driving by pressing the automatic operation stop SW43, and the driver himself drives the vehicle 1. It can be driven.

The automatic driving start SW42, the automatic driving stop SW43, and the emergency stop SW44 are provided at positions that can be operated by the driver sitting in the driver's seat, for example, in the vicinity of the driver's seat in the vehicle interior. However, the installation location of each of these SWs 42, 43, 44 may be appropriately determined, or the same SW may be provided at a plurality of locations. For example, the emergency stop SW44 may be provided in the vicinity of a seat other than the driver's seat (for example, the passenger seat). By doing so, for example, when an abnormality occurs in the driver while driving and it becomes difficult for the driver to operate normally, the occupant sitting in the passenger seat operates the emergency stop SW44. , The vehicle 1 can be stopped urgently.

Further, the vehicle 1 is provided with an accelerator pedal 27a and a brake pedal 28a. The accelerator pedal 27a is depressed by the driver when he / she wants to drive the vehicle 1. The brake pedal 28a is depressed by the driver when he / she wants to decelerate or stop the running vehicle 1.

Further, as shown in FIG. 2, the vehicle 1 has a vehicle speed sensor 24, a traveling drive control unit 27, a brake control unit 28, a pedal sensor 28b, and steering as components connected to the automatic driving control unit 30. A control unit 29 is provided.

The pedal sensor 28b is a sensor for detecting whether or not the driver's foot is placed on the brake pedal 28a, and is provided on the surface of the brake pedal 28a where the driver's foot touches. The signal output from the pedal sensor 28b differs depending on whether the driver's foot is placed on the brake pedal 28a or not. The automatic driving control unit 30 is configured to determine whether or not the driver's foot is placed on the brake pedal 28a based on the signal output from the pedal sensor 28b.

The travel drive control unit 27 includes an accelerator sensor (not shown) for detecting the amount of depression of the accelerator pedal 27a. The travel drive control unit 27 is an engine or transmission (not shown) based on various information such as the amount of depression of the accelerator pedal 27a detected by the accelerator sensor, the operation position of the shift lever (not shown), the vehicle speed, and the engine speed. By controlling the above, the traveling of the vehicle 1 is controlled. On the other hand, when the operation mode is set to the highly automated mode (specifically, when any of the above seven types of automatic control functions is executed), the automatic operation control unit 30 performs the automatic control function to be executed. The control information necessary for realization is output to the traveling drive control unit 27. In this case, the traveling drive control unit 27 controls the engine and the transmission according to the control information from the automatic driving control unit 30 even if the accelerator pedal 27a is not depressed. Although the vehicle 1 of the present embodiment includes an engine as a driving drive source for traveling, the automatic driving control device of the present disclosure can be applied to a vehicle provided with a driving drive source for traveling other than the engine. In that case, the travel drive control unit 27 shown in FIG. 2 has a function of controlling the travel drive source of the vehicle.

The brake control unit 28 includes a brake sensor (not shown) for detecting the amount of depression of the brake pedal 28a. The brake control unit 28 controls a brake device (not shown) based on the amount of depression of the brake pedal 28a detected by the brake sensor. On the other hand, when the operation mode is set to the highly automated mode (specifically, when any of the above seven types of automatic control functions is executed), the brake control unit 28 does not have the brake pedal 28a depressed. Also controls the brake device according to the control information from the automatic operation control unit 30.

The steering control unit 29 mainly has two functions. One is the so-called electric power steering function. The electric power steering function is a function of assisting the operation of the steering wheel 20 by the driver by a motor. The other is an automatic steering function that automatically steers the steering wheel (for example, the front wheel) of the vehicle 1 without requiring a driver's operation. Steering of the steering wheel is basically performed by the driver operating the steering wheel 20, but when the driving mode is set to the highly automated mode (for details, at least one of the above seven types of automatic control functions). In the case where any of the automatic start / stop control and the inter-vehicle distance control is executed), the steering control unit 29 responds to the control information from the automatic operation control unit 30 even if the driver does not operate the steering wheel 20. By controlling the motor, the steering of the steering wheel is automatically controlled.

(3) Explanation of Automatic Driving Function In the vehicle 1 of the present embodiment, the automatic driving control unit 30 can acquire and detect various information necessary for realizing the above-mentioned automatic driving function.

As information that can be used to realize the automatic driving function, first, there is information such as the position and speed of the own vehicle (own vehicle information). The position of the own vehicle can be acquired by calculation based on GPS information. The own vehicle speed can be acquired by calculation based on a vehicle speed signal from the vehicle speed sensor 24, a steering angle signal from a steering angle sensor (not shown), a yaw rate signal from a yaw rate sensor (not shown), and the like. The vehicle speed can also be calculated from the rate of change in the vehicle position.

In addition, as information that can be used to realize the automatic driving function, there is also information on surrounding moving objects. Specifically, it is information on the relative position, distance, and speed of the vehicle in front, the vehicle behind, the vehicle on the side, the oncoming vehicle, the vehicle crossing the intersection of the approach destination, the pedestrian, the bicycle, and the like.

Information about these moving objects can be acquired based on the shooting data of the cameras 2 to 8 and the detection results of the radar devices 11 to 14. Since various techniques for recognizing surrounding objects based on shooting data and detection results of radar devices have been proposed and put into practical use, the description thereof will be omitted here.

Information on surrounding moving objects can also be obtained by vehicle-to-vehicle communication, road-to-vehicle communication, and pedestrian-vehicle communication. For example, by performing vehicle-to-vehicle communication with surrounding vehicles, it is possible to recognize not only the surrounding vehicles that can be seen from the own vehicle but also the positions and movements of the surrounding vehicles that are blind spots from the own vehicle and are not directly visible. .. In road-to-vehicle communication, as described above, it is possible to acquire information on the existence of surrounding vehicles, pedestrians, and the like. In the pedestrian-to-vehicle communication, as described above, the position and movement of the pedestrian can be known based on the terminal position information received via the pedestrian-to-vehicle communication unit 34.

By using one or more of vehicle-to-vehicle communication, road-to-vehicle communication, and pedestrian-to-vehicle communication, for example, oncoming vehicle information can be acquired during normal driving (especially on a curve) or when turning right to prevent a head-on collision with an oncoming vehicle. Obtains information on left and rear two-wheeled vehicles to prevent two-wheeled vehicles from getting caught when turning left, information on vehicles on the side (rear side) when changing lanes, and information on vehicles in front to prevent collisions. Acquiring information on other vehicles traveling on the side of the intersection to prevent head-on collisions at intersections, and acquiring information on pedestrians to prevent collisions with pedestrians, etc. Can be done.

In addition, as information that can be used to realize the automatic driving function, there is also information on various road displays drawn directly on the road, such as a lane dividing line (including a parking dividing line), a pedestrian crossing, and a temporary stop line. Information on the road display includes the position and contents of the road display. Information on these road displays can be acquired based on the shooting data of each camera 2 to 8. Since various techniques for recognizing road display from shooting data have been proposed and put into practical use, the description thereof will be omitted here.

Information on the road display in the direction of travel can also be obtained by road-to-vehicle communication. Although the vehicle 1 of the present embodiment is not provided, it is also possible to acquire information on various road displays by using a laser radar.

In addition, information that can be used to realize the automatic driving function includes information on traffic lights, railroad crossings, signs (including signboards), intersections, junctions / branch points, sidewalks, obstacles, dangerous parts, and other ground structures (hereinafter referred to as "" There is also "infrastructure-related information"). In addition to the presence and location of various objects mentioned above, infrastructure-related information includes information on the color of traffic lights, the operating status of railroad crossings, and the displayed contents of signs and signs. .. Infrastructure-related information can also be recognized and acquired based on the shooting data of each camera 2 to 8, and can also be acquired by road-to-vehicle communication. In addition, various infrastructure information can be acquired from the above-mentioned route guidance function based on GPS information, map data, and the like.

In addition, regulatory information is also available as information that can be used to realize the automatic driving function. For example, when driving restrictions are implemented due to construction work, accidents, natural disasters, etc. in the direction of travel, the regulation information can be obtained by road-to-vehicle communication.

Various types of information that can be used to realize the automatic driving function, such as the above-mentioned information on surrounding moving objects, infrastructure-related information, information on road display, and regulatory information, correspond to an example of the surrounding information in the present disclosure.

The automatic driving control unit 30 acquires various types of information described above, and automatically controls the traveling drive control unit 27, the brake control unit 28, the steering control unit 29, and other necessary in-vehicle devices based on the information. Driving can be realized. Specifically, the above-mentioned seven types of automatic control functions can be executed. As described above, the seven types of automatic control functions in the present embodiment are automatic start / stop control, lane keeping control, inter-vehicle distance control, lane change control, right / left turn control, collision suppression control, and parking control.

The automatic start / stop control is a control that automatically stops the vehicle 1 when the condition to be stopped is satisfied during driving, and automatically starts the vehicle 1 when the condition to be stopped is canceled after the stop. be. This control is performed using information on the surrounding moving objects obtained from the cameras 2 to 8 and the radar sensors 11 to 14, infrastructure-related information and regulatory information obtained by road-to-vehicle communication, in addition to the own vehicle information.

By this automatic start / stop control, for example, if the color of the traffic light is blue at an intersection, the traffic light is driven as it is, and if it is red or yellow, the traffic light is stopped. If it is recognized, it is stopped, and if the breaker is not down, it is stopped once and then started again. In addition, if an obstacle or the like is recognized ahead, it will be automatically stopped.

Default values are set in advance for various control parameters required to execute automatic start / stop control, such as deceleration when automatically stopping and acceleration when starting automatically in automatic start / stop control. And stored in the memory 30b. However, those control parameters may be arbitrarily changed from the default values.

The lane keeping control is a control configured to automatically steer the steering wheels so that the own vehicle travels along the lane without deviating from the lane dividing line. This control is performed in cooperation with the route guidance function by using information on the road display (particularly the vehicle dividing line) obtained from the cameras 2 to 8 and the radar sensors 11 to 14 in addition to the vehicle information.

The inter-vehicle distance control is a control method in which when another vehicle is traveling in front of the own vehicle, the speed is controlled so that the vehicle follows the other vehicle while maintaining the inter-vehicle distance with the other vehicle at a constant distance. In addition, the inter-vehicle distance control includes so-called cruise control. Specifically, if there is no other vehicle within a certain range in front of the own vehicle (for example, within 100 m ahead), in other words, if the vehicle to be followed does not exist in front of the own vehicle, the vehicle is driven at a set speed. .. The inter-vehicle distance control is performed mainly by using information on surrounding moving objects (particularly vehicles in front) obtained from each of the cameras 2 to 8 and each radar sensor 11 to 14 in addition to the own vehicle information.

Various parameters necessary for following the vehicle in front, such as the distance to the vehicle in front when traveling following the vehicle in front and the upper limit of the own vehicle speed, which are used in the distance control between vehicles, are set in advance. It is set. However, those control parameters may be arbitrarily changed. Further, in the inter-vehicle distance control, the vehicle speed, which is one of the control parameters used when no other vehicle exists within a certain range in front of the own vehicle, is set to the legal speed of the traveling road in principle. However, the vehicle speed in this case may be arbitrarily set. At that time, it may be arbitrarily set within a range not exceeding the legal speed.

The lane change control detects other vehicles in the adjacent lane to be changed when lane change (steering for changing lanes) is required, and other vehicles are detected according to the presence / absence, position, speed, etc. of the other vehicle. It is a control that automatically changes lanes while controlling the driving force, braking force and steering so as not to collide with. This control is obtained by information on the own vehicle, information on surrounding moving objects (particularly other vehicles in the adjacent lane) obtained from each camera 2 to 8 and each radar sensor 11 to 14, information on the vehicle division line, and vehicle-to-vehicle communication. This is done using information from other vehicles (vehicles traveling in the adjacent lane).

Right / left turn control is a control that automatically makes a right or left turn without colliding with an oncoming vehicle, a vehicle traveling on an intersection, other vehicles around the vehicle, pedestrians, etc. when a right or left turn is required. Is. In this control, in addition to the own vehicle information, information on surrounding moving objects obtained from each camera 2 to 8 and radar sensors 11 to 14, information on other vehicles obtained by vehicle-to-vehicle communication, and pedestrians obtained by pedestrian-to-vehicle communication. It is done using information such as.

Collision deterrence control is a control that automatically steers, brakes, or stops the vehicle so as not to collide with the obstacle when an obstacle exists on the road in the direction of travel of the vehicle. This is performed using information on surrounding moving objects obtained from each camera 2 to 8 and radar sensors 11 to 14, infrastructure-related information and regulatory information obtained by road-to-vehicle communication.

Parking control calculates the travel locus to the target parking position when a specific target parking position (for example, in the parking lot of a specific parking lot) is set as the destination, and drives the vehicle along the travel locus. It is a control that controls the force / braking force and steering to automatically park.

It is configured so that the driver or the like can arbitrarily set which of the above seven types of control functions is to be executed, that is, the automatic driving level. Specifically, as shown in FIG. 3A, the automatic operation level can be arbitrarily set in both the highly automated mode and the basic mode. However, for the basic mode, level 7 cannot be set, and any of level 0 to level 6 can be set. On the other hand, in the highly automated mode, level 0 cannot be set, and any of level 1 to level 7 can be set. Furthermore, the level of the basic mode can be set within the range of the level lower than the level of the highly automated mode. Conversely, the level of the highly automated mode can be set within a range higher than the level of the basic mode.

In this embodiment, as shown in FIG. 3A, control A (for example, lane keeping control) is executed at level 1. At level 2, control B (for example, inter-vehicle distance control) is executed in addition to control A. At level 3, control C (for example, automatic start / stop control) is executed in addition to controls A and B. At level 4, control D (for example, collision suppression control) is executed in addition to controls A, B, and C. At level 5, control E (for example, lane change control) is executed in addition to controls A, B, C, and D. At level 6, control F (for example, right / left turn control) is executed in addition to controls A, B, C, D, and E. At level 7, control G (for example, parking control) is executed in addition to controls A, B, C, D, E, and F. In other words, the higher the level, the more types of automatic control functions that are executed, and at level 7, fully automated operation is achieved.

The level can be set for each operation mode by operating the level setting operation unit 45 provided near the driver's seat for each operation mode. In the present embodiment, the automatic operation level in the basic mode is set to level 0 by default, and the automatic operation level in the advanced automation mode is set to level 7 by default. Then, the currently set automatic operation level can be arbitrarily changed for each operation mode. For example, when the basic mode is set to level 0, the advanced automation mode can be arbitrarily changed between levels 1 to 7. Further, for example, when the basic mode is set to level 1, the advanced automation mode can be arbitrarily changed between levels 2 to 7. Further, for example, when the advanced automation mode is set to level 4, the basic mode can be arbitrarily changed between level 0 and level 3.

It should be noted that the level at which the automatic control function is executed is not limited to the content illustrated in FIG. 3A. For example, it is not essential that the number of automatic control functions executed each time the level goes up is increased by one. It may be appropriately decided which automatic control function is executed at which level. Further, the above-mentioned seven types of automatic control functions are merely examples, and the number of automatic control functions and the specific contents of each automatic control function may be appropriately determined.

Further, as shown in FIG. 3B, the contents of control A to control G are as shown in FIG. 3B, assuming that the automatic control function executed is increased by one each time the level is raised. May be arbitrarily set by the driver or the like.

In the vehicle 1 of the present embodiment, the driving mode is usually set to the basic mode. On the other hand, when the automatic operation start SW42 is pressed, the operation mode becomes the highly automated mode under certain conditions. If it is set to execute lane change control, right / left turn control, and parking control, a destination (target parking position in the case of parking control) may be set. Specifically, the route guidance function may be activated and the destination may be input via the touch panel. When the destination is set, the automatic driving is basically performed along the calculated route to the destination while confirming the position of the own vehicle in cooperation with the route guidance function. ..

How to specifically execute the automatic control function applied in the current operation mode when the automatic operation level is set to the operation mode of level 1 or higher and the destination is not set. May be decided as appropriate. For example, if the operation mode is set so that the right / left turn control function is executed, and the destination is not set, the right / left turn control function is executed so as to drive along the road in principle. May be good. Then, when it becomes necessary to select the traveling direction, for example, when approaching a bifurcated branch point, the right / left turn control function may be executed so as to proceed in a predetermined direction, for example. If the destination is not set, the right / left turn control function may be disabled. The parking control function may also be disabled if the destination (specifically, the place to park) is not set.

Various control examples in the advanced automation mode when the automatic operation level of the advanced automation mode is set to level 7 will be described with reference to FIG. Each of the vehicles 61 to 67 shown in FIG. 4 has the same configuration as the vehicle 1 shown in FIGS. 1A, 1B, and 2. A vehicle traveling in the communication area of the road communication device 81 can receive individual road information from the road communication device 81. Of the vehicles in FIG. 4, at least four vehicles 61, 65, 66, 67 can receive individual road information from at least two road communication devices 81a, 81b in the vicinity thereof. Specifically, information on the traffic light 71 ahead, information on the oncoming vehicle 62, information on the pedestrian 76, and the like can be acquired.

Further, at least the vehicle 63 can receive individual road information from at least the road communication device 81c in the vicinity thereof. Specifically, it is possible to acquire information such as the presence of the stop sign 73 (that is, the stop sign 73), the approach of another vehicle 64 from the right side, and the like.

Further, at least the vehicle 64 can receive individual road information from at least the road communication device 81d in the vicinity thereof. Specifically, it is possible to acquire information such as that another vehicle 63 is approaching from the left side.

Further, at least the vehicle 62 can receive individual road information from at least the road communication device 81e in the vicinity thereof. Specifically, information such as information on the traffic light 72 ahead, the existence of an oncoming vehicle 61 trying to turn right, the presence of a pedestrian crossing in the direction of turning left, and the presence of pedestrians 76 on the pedestrian crossing. You can get it.

In addition, each vehicle 61 to 66 can obtain various information from its own cameras 2 to 8 and radar devices 11 to 14, and can also obtain various information through vehicle-to-vehicle communication and pedestrian-to-vehicle communication. Can be done. For example, the vehicle 65 can detect the vehicle 67 in front and the vehicle 66 on the right side by a camera or a radar device, whereby the vehicle can travel or change lanes while keeping an appropriate distance from the vehicle 67 in front. If necessary, the lane can be changed at an appropriate timing while considering the positional relationship with the vehicle 66 on the right side. The vehicle 65 can also detect the jumping out of the pedestrian 77 by a camera or a radar device. When the vehicle 65 detects the jumping out of the pedestrian 77, the vehicle 65 can perform appropriate deceleration control so as not to collide with the pedestrian 77 while considering the distance from the vehicle 65 behind.

In this way, each vehicle 61 to 66 appropriately travels its own vehicle to the destination by automatic driving while using various information such as various information obtained by the own vehicle and various information obtained from the roadside. Can be made to.

(4) Switching of operation mode When the automatic operation start SW42 is pressed, the automatic operation control unit 30 always operates in the highly automated mode until the automatic operation stop SW43 is pressed (or until the destination is reached). Do not mean. When the automatic operation start SW42 is pressed, the calculation unit 30a of the automatic operation control unit 30 executes the main process shown in FIG. 5 to switch between the highly automated mode and the basic mode. That is, the mode switching function is realized by the arithmetic unit 30a executing the main process of FIG.

When the start switch (for example, the ignition switch) (not shown) of the vehicle 1 is turned on, the calculation unit 30a reads and executes the main processing program of FIG. 5 from the memory 30b. When the calculation unit 30a starts the main process of FIG. 5, in S10, the operation mode is set to the basic mode, and the automatic control function based on the automatic operation level set as the basic mode is executed. For example, when level 1 is set as the basic mode, the automatic control function of control A (see FIG. 3A) is executed. The execution of the automatic control function is performed based on the various information acquired, while acquiring various information including the above-mentioned surrounding information as necessary. When level 0 is set as the basic mode, all automatic control functions are not executed. The automatic control function set as the execution target in the basic mode is automatically executed, but the other functions are basically left to the operation of the driver.

In S15, it is determined whether or not the destination has been set. If the destination has not been set yet (S15: NO), it is determined in S20 whether or not the destination setting input has been performed. If the destination setting input has not been performed (S20: NO), the process returns to S15. That is, the basic mode is continued until the destination is set.

When the destination has been set (S15: YES) or the destination setting input is performed in S20 (S20: YES), it is determined in S25 whether or not the automatic operation start SW42 is turned on. If the automatic operation start SW42 is not turned on (S25: NO), the process returns to S15. When the automatic operation start SW42 is turned on (S25: YES), the automatic operation control process is executed in S30. The automatic operation control process is a process of determining whether or not the operation mode can be switched from the basic mode to the highly automated mode, and switching to the highly automated mode if the mode can be switched. Further, the automatic operation control process includes a process of switching to the basic mode after switching to the highly automated mode, if it is necessary to determine whether or not to switch to the basic mode again and switch to the basic mode. The details of the automatic operation control process of S30 are as shown in FIG.

Proceeding to the automatic operation control process of FIG. 6, S110 determines whether or not the current operation mode is the highly automated mode. If the mode is already in the highly automated mode (S110: YES), the process proceeds to S200. In the case of the basic mode instead of the highly automated mode (S110: NO), the process proceeds to S120.

In S120, it is determined whether or not the initial automatic switching confirmation process of S130 has already been executed. The initial automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether or not the operation mode of the vehicle 1 can be switched from the basic mode to the highly automated mode, and the start switch of the vehicle 1 is turned on. This is the first automatic switching confirmation process that is executed after this.

If the initial automatic switching confirmation process has not yet been executed after the start of the main process (S120:
NO), proceed to S130 to execute the initial automatic switching confirmation process. If the initial automatic switching confirmation process has already been executed after the start of the main process (S120: YES), it is determined in S140 whether or not the vehicle has been run after the start. If the vehicle has run even a little after starting regardless of the operation mode (S140: YES), the process proceeds to S150 to execute the normal automatic switching confirmation process. If the vehicle has not been driven at all after startup (S140: NO), the process proceeds to S160. The normal automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether or not the driving mode of the vehicle 1 can be switched from the basic mode to the highly automated mode, and the initial automatic switching confirmation process has already been executed. This is an automatic switching confirmation process that is executed when it has already been completed.

As the automatic switching confirmation process, it is not essential to separate the initial automatic switching confirmation process and the normal automatic switching confirmation process. One of them may be omitted, and only the other may be executed when a negative determination is made in S110. Alternatively, both may be collectively executed as one automatic switching confirmation process, and if a positive determination is made in S110, the one automatic switching confirmation process may be executed.

The details of the initial automatic switching confirmation process of S130 are as shown in FIG. Proceeding to the initial automatic switching confirmation process of FIG. 7, the operation state of the driver is confirmed in S310. In the present embodiment, it is a requirement that the driver can normally operate the vehicle 1 when switching to the highly automated mode immediately after starting. This is to enable a smooth return to the basic mode when it becomes necessary to return to the basic mode after starting the running in the highly automated mode. Further, it is also meaningful to prevent a person who is inexperienced in driving operation (for example, a child) or a person who should not operate the vehicle 1 from driving the vehicle 1 by automatic driving without permission.

It may be appropriately decided what kind of operation state should be confirmed in S310. For example, the first determination method for determining whether or not the handle 20 is held and the brake pedal 28a is depressed may be used. Alternatively, a second determination method may be used in which the driver is allowed to drive the vehicle 1 for a certain period of time (for example, several tens of seconds) and it is determined whether or not the driving operation during the traveling is normal. Specifically, for example, whether the accelerator operation is smooth, the steering wheel 20 is operated smoothly (whether the operation is performed according to the shape of the traveling path), or the lane detected by various in-vehicle cameras or radar devices is staggered. It may be determined whether or not the driving operation is normal based on whether or not the vehicle can be driven without the vehicle, whether or not the vehicle can be driven according to the signals and signs detected by various in-vehicle cameras and radar devices, and the like.

Further, the method of determining whether or not the driver is seated in the driver's seat may be used alone or in combination with other determination methods.
In S320, it is determined whether or not to switch to the highly automated mode based on the confirmation result of S310. For example, when it is determined that the steering wheel 20 is being held and the brake pedal 28a is being depressed when the first determination method is used in S310, it may be determined that the mode can be switched to the highly automated mode. good. At that time, it is also determined whether or not the driver is seated in the driver's seat based on the detection signal from the seating sensor 25, and when the driver is seated in the driver's seat, the mode is switched to the highly automated mode. You may decide that it is possible. Further, for example, when the second determination method is used in S310 and it is determined that the driving operation during traveling is normal, it may be determined that the mode can be switched to the highly automated mode. At that time, it is also determined whether or not the driver is seated in the driver's seat based on the detection signal from the seating sensor 25, and when the driver is seated in the driver's seat, the mode is switched to the highly automated mode. May be determined to be possible. It should be noted that the operation state confirmed in S310 is a state in which it is determined in S320 that the mode can be switched to the advanced automation mode, which is an example of the basic mode switching condition.

In S330, it is determined whether or not it is possible to switch to the highly automated mode based on the determination result of S320. If it is determined in S320 that switching to the highly automated mode is possible (S330: YES), the process proceeds to S335.

In S335, it is determined whether or not the occupant is wearing a seatbelt. This determination is made based on each detection signal from the seating sensor 25 and the belt sensor 26. Specifically, the determination of S335 may be a determination as to whether or not all the occupants are wearing seat belts, for example, for all the occupants, or at least a specific seat (for example, a driver's seat). And the passenger seat), it may be a judgment as to whether or not the occupant of the specific seat is wearing a seatbelt. If it is determined in S335 that all the occupants to be determined are wearing seat belts (S335: YES), the process proceeds to S340.

In S340, it is determined whether or not the basic mode maintenance flag is cleared. Both the basic mode maintenance flag and various flags described later are cleared as initial values at the start of the main process.

If the basic mode maintenance flag is cleared (S340: YES), set the advanced automation switching flag in S350. After the processing of S350, the process proceeds to S160 (FIG. 6). If it is determined in S330 that the mode cannot be switched to the highly automated mode, the process proceeds to S360. Further, in S335, even if there is an occupant who is not wearing a seatbelt among the occupants to be determined (S335: NO), the process proceeds to S360. Further, when it is determined in S340 that the basic mode maintenance flag is not cleared (that is, it is set) (S340: NO), the process proceeds to S360. In S360, the advanced automation switching flag is cleared. After the processing of S360, the process proceeds to S160 (FIG. 6).

Next, the details of the normal time automatic switching confirmation process of S150 (FIG. 6) are as shown in FIG. Proceeding to the normal time automatic switching confirmation process of FIG. 8, S410 determines whether or not the normal state transition condition to the advanced automation mode is satisfied. Various conditions for shifting to the highly automated mode at normal times can be considered, and for example, the driver may be holding the steering wheel 20. Further, for example, the vehicle 1 may be traveling within the legal speed and may be in a state of being able to travel straight or similar (with few turns) for a certain period of time. That is, the normal transition condition may be set so that the mode can be switched to the highly automated mode in a stable state. Further, as the normal transition condition, for example, the fact that the driver is seated in the driver's seat may be used alone or in combination with other conditions (for example, as a logical sum or a logical product with other conditions). This normal transition condition is an example of a highly automated switching condition.

If the normal transition condition to the advanced automation mode is satisfied (S410: YES), it is determined in S480 whether or not the basic mode maintenance flag is cleared. If the basic mode maintenance flag is not cleared (S480: NO), clear the advanced automation switching flag in S470 and proceed to S160 (FIG. 6). If the basic mode maintenance flag is cleared (S480: YES), set the advanced automation switching flag in S490 and proceed to S160 (FIG. 6).

When it is determined in S410 that the normal transition condition to the advanced automation mode is not satisfied (S410: NO), basically, the basic mode is prioritized and maintained. However, if the driver is seated in the driver's seat, the driver's condition is confirmed by the processing after S420, and some abnormality in the driver's condition (abnormality in which the driver himself may not be able to drive normally). If is occurring, the advanced automation switching flag is set to switch to the advanced automation mode.

That is, basically, switching from the basic mode to the highly automated mode is performed after confirming that the driver and the vehicle 1 are in a stable state, but on the other hand, the driver normally operates the vehicle 1. In the case of a state in which the vehicle cannot be driven (or is not), it is necessary to forcibly switch to the highly automated mode and allow the vehicle 1 to travel appropriately depending on the state. Therefore, in S420 or lower, the altitude automation switching flag is set when the driver cannot drive the vehicle 1 normally.

Specifically, when it is determined in S410 that the condition for shifting to the advanced automation mode at normal time is not satisfied (S410: NO), it is determined in S415 whether or not the driver is seated in the driver's seat. If the driver is not seated in the driver's seat (S415: NO), the normal automatic switching confirmation process of FIG. 8 is completed, and the process proceeds to S160 (FIG. 6). In this case, the operation mode is maintained in the basic mode. On the other hand, if the driver is seated in the driver's seat (S415: YES), the process proceeds to S420.

In S420, it is determined whether or not the driver's line of sight is facing forward. This determination may be made based on the image data taken by the indoor camera 3. As a case where the driver's line of sight is not facing forward, for example, it is assumed that the driver is watching TV, operating a mobile phone or a smartphone, or driving aside.

If the driver's line of sight is facing forward (S420: YES), proceed to S450. If the driver's line of sight is not facing forward (S420: NO), S430 determines whether the vehicle is stopped. If vehicle 1 is stopped (S430: YES), the process proceeds to S450. If the vehicle 1 is running (S430: NO), it is determined in S440 whether or not the state in which the driver's line of sight is not facing forward has continued for a predetermined time. If the driver's line of sight is not facing forward for a specified time (S440: NO), the process proceeds to S450. If the driver's line of sight is not facing forward for a specified time (S440: YES), proceed to S490 and set the altitude automation switching flag.

In S450, it is determined whether or not the driver's eye condition is normal. Specifically, if it is not in a dozing state or a state close to it, it is judged to be normal, and if it is in a dozing state or a state close to it, it is judged to be abnormal. This determination may be made based on the image data taken by the indoor camera 3.

If the driver's eye condition is normal (S450: YES), the process proceeds to S460. If the driver's eye condition is abnormal (S450: NO), proceed to S490 and set the altitude automation switching flag.

In S460, it is determined whether or not the driver's physical condition is normal. Specifically, the determination is made based on the ecological information obtained from the biological sensor 21. For example, if the pulse is within the normal range and the sweating state is not abnormal, it is judged that the physical condition is normal. On the contrary, if the pulse exceeds the normal range or the sweating state is abnormal, it is judged that the physical condition is abnormal.

If the driver's physical condition is normal (S460: YES), proceed to S470 and clear the advanced automation switching flag. If the driver's physical condition is abnormal (S460: NO), proceed to S490 and set the altitude automation switching flag. After the processing of S470 and after the processing of S490, the process proceeds to S160 (FIG. 6). It should be noted that the state of the driver is in the state of being positively determined in S440, in the state of being negatively determined in S450, and in the state of being negatively determined in S460, all of which are examples of the advanced automation switching conditions. Is.

In S160, it is determined whether or not the advanced automation switching flag is set. If the advanced automation switching flag is not set (cleared) (S160: NO), the process proceeds to S200. If the advanced automation switching flag is set (S160: YES), the operation mode is set to the advanced automation mode in S170, and the automatic operation to the destination is started. More specifically, in S170, the operation mode is set to the highly automated mode, and the automatic control function based on the automated operation level set as the highly automated mode is executed. For example, when level 6 is set as the highly automated mode, six types of automatic control functions (see FIG. 3A) of controls A to F are executed. Further, for example, when level 7 is set as the highly automated mode, fully automated operation is realized by executing all seven types of automatic control functions of controls A to G. The automatic control function is executed based on various information acquired, while acquiring various information including the above-mentioned surrounding information as necessary.

In S180, the notification that the automatic operation in the highly automated mode has started is performed. Specifically, the driver is notified by voice or the like that the mode has been switched to the highly automated mode. This notification may be performed only when the mode is switched to the highly automated mode, or may be performed as appropriate (for example, repeated at predetermined time intervals) after the switching. Further, the notification method is not limited to voice. For example, the steering wheel may be vibrated in a specific pattern, or the instrument panel in the vehicle may have a specific display, and the like may be notified by various methods.

In S185, an interrupt traveling disagreement notification is performed to make the surroundings of the vehicle 1 recognize that the vehicle 1 does not want to be interrupted in front of the vehicle 1. The specific method of notifying that interrupted driving is not possible may be appropriately determined. For example, a lamp for notifying interrupted driving may be provided and turned on. Further, for example, an image indicating that the vehicle 1 is not desired to be interrupted may be displayed on the side surface or the window of the vehicle 1 so as to be visible from the outside of the vehicle. Further, for example, a specific sound may be generated from the horn. The specific sound is, for example, a sound different from the normal sound generated when the driver himself presses the button for honking. Also, for example, the fact that you do not want to be interrupted is notified to the outside of the vehicle by using wireless communication such as road-to-vehicle communication, vehicle-to-vehicle communication, and pedestrian-to-vehicle communication together with the information of the own vehicle (for example, location information, number information, etc.). You may.

In S190, four automatic operation operation lamps 16 are turned on. Thereby, when the vehicle 1 is viewed from the outside, it can be recognized that the vehicle 1 is traveling in the highly automated mode. As a method for notifying the outside that the vehicle is traveling in the highly automated mode, a method other than turning on the four automatic driving operation lamps 16 may be adopted. For example, an image indicating that the vehicle is traveling in the highly automated mode may be displayed on the side surface or the window of the vehicle 1 so as to be visible from the outside of the vehicle. Also, for example, the fact that the mode is set to the advanced automation mode is set outside the vehicle by using wireless communication such as road-to-vehicle communication, vehicle-to-vehicle communication, and pedestrian-to-vehicle communication together with the information of the own vehicle (for example, location information, number information, etc.). It may be notified.

In S200, the basic mode switching confirmation process is executed. The details of the basic mode switching confirmation process of S200 are as shown in FIG. The basic mode switching confirmation process in FIG. 10 determines whether or not the condition for switching from the advanced automation mode to the basic mode is satisfied, and if the condition is satisfied, switches to the basic mode (for details, the advanced automation switching flag for that purpose). Is a process.

Prior to the description of the basic mode switching confirmation process of FIG. 10, an example of the conditions for switching to the basic mode in the present embodiment will be described with reference to FIG. FIG. 9 shows a road 90 having a curve. On the road 90, road construction is being carried out in a part of the section, and a signboard 91 indicating the start of the construction section is installed in the vicinity of the point A. Further, in the vicinity of the point D, a signboard 92 indicating the end of the construction section is installed. Vehicle 1 is about to enter the point A.

The vehicle 1 can recognize the contents of the signboards 91 and 92 from the shooting results of the front cameras 2 and 5 and detect that the vehicle has entered the construction section or has left the construction section. In addition, by acquiring the position information of the construction section from the road communication device 81, the vehicle 1 is approaching the construction section start point, the vehicle 1 has entered the construction section, and the vehicle 1 has left the construction section. That, etc. can be detected. In addition, this construction section (may include the section from the construction section start point to the section before a predetermined distance) corresponds to the specific traveling area described later.

Further, the section from the point B to the point C is a driving caution section where the road width is narrow and there are many curves, and the vehicle speed should be reduced to ensure safer driving. By acquiring the position information of this travel caution section from the road communication device 81, the vehicle 1 has approached the travel caution section start point, the vehicle 1 has entered the travel caution section, or the vehicle 1 has entered. It is possible to detect that the vehicle has left the driving caution section. The travel caution section from this point B to the point C (a section before a predetermined distance from the start of the travel caution section may also be included) also corresponds to a specific travel area described later.

Further, the approximately intermediate point between the point E and the point F is the accident site 95 where the traffic accident has occurred. The accident section from the point E to the point F centering on the accident site 95 is also a section in which the vehicle speed should be reduced and the vehicle should be driven with caution. By acquiring the position information of this accident section from the road communication device 81, the vehicle 1 has approached the accident section start point, the vehicle 1 has entered the accident section, or the vehicle 1 has entered the accident section. It is possible to detect things such as exiting from. The accident section from this point E to the point F (a section before a predetermined distance from the start of the accident section may be included) also corresponds to a specific traveling area described later.

Then, in the present embodiment, when the vehicle 1 travels in the above-mentioned specific traveling area, the advanced automation mode is switched to the basic mode. The basic mode switching confirmation process of S200 (FIG. 6) for realizing this will be described with reference to FIG.

When the calculation unit 30a shifts to the basic mode switching confirmation process of FIG. 10, it determines whether or not the winker operation unit 41 has operated the winker in the right turn direction in S510. When the turn signal operation is performed in the right turn direction (S510: YES), in order to switch to the basic mode, set the basic mode maintenance flag in S550, clear the advanced automation switching flag in S560, and set to S210 (FIG. 6). move on. The turn signal operation in the right turn direction is an example of the basic mode switching condition.

If the turn signal operation in the right turn direction is not performed in S510 (S510: NO), it is determined in S520 whether or not the vehicle is traveling in the specific traveling region as illustrated in FIG. If you are traveling in the specific travel area (S520: YES), set the basic mode maintenance flag in S550 to switch to the basic mode, clear the advanced automation switching flag in S560, and proceed to S210 (FIG. 6). .. It should be noted that traveling in the specific traveling area is an example of the basic mode switching condition.

If the vehicle is not traveling in the specific traveling area in S520 (S520: NO), it is determined in S530 whether or not the pedestrian's jumping out is detected. This determination may be made based on the shooting results of the front cameras 2 and 5, the detection signal of the front radar device 11, the reception information of the road-to-vehicle communication, and the reception information of the pedestrian-vehicle communication. When a pedestrian jumping out is detected (S530: YES), the basic mode maintenance flag is set in S550, the advanced automation switching flag is cleared in S560, and the process proceeds to S210 (FIG. 6) in order to switch to the basic mode. The detection of pedestrian jumping out is an example of the basic mode switching condition.

When a pedestrian jumps out, an image (dummy pedestrian) that issues a voice warning or highlights that the pedestrian has jumped out from the roadside using HUD38 to alert the driver. The image) may be displayed.

If S530 does not detect the jumping out of a pedestrian (S530: NO), S540 determines whether or not the outside of the vehicle is in a specific environment. The specific environment for switching to the basic mode may be set as appropriate. In the present embodiment, the specific environment is at least a state in which the driver feels glare due to bad weather with a lot of rainfall, nighttime when the visibility is dark, and backlight.

Whether or not the weather is bad with a large amount of rainfall can be determined based on the detection signal from the rainfall sensor 23. Whether it is nighttime or not can be determined based on the detection signal from the solar radiation sensor 22. Whether or not the driver feels glare due to the backlight can be determined from, for example, the shooting result of the first front camera 2.

If the outside of the vehicle is in a specific environment in S540 (S540: YES), set the basic mode maintenance flag in S550 and clear the advanced automation switching flag in S560 in order to switch to the basic mode, and then S210 (FIG. 6). ). If the outside of the vehicle is not a specific environment (S540: NO), it is determined that there is no need to switch to the basic mode, the basic mode maintenance flag is cleared in S570, and the process proceeds to S210 (FIG. 6). The fact that the outside of the vehicle is in a specific environment is an example of the basic mode switching condition.

In S210, it is determined whether or not the advanced automation switching flag is cleared. If the advanced automation switching flag is cleared (S210: YES), the operation mode is switched to the basic mode in S220, and the process proceeds to S35 (FIG. 5). The specific processing content of S220 is basically the same as that of S10, the operation mode is set to the basic mode, and the automatic control function based on the automatic operation level set as the basic mode is executed. Further, in S220, the four automatic operation operation lamps 16 are turned off. Thereby, when the vehicle 1 is viewed from the outside, it can be recognized that the vehicle 1 is traveling in the basic mode.

When switching to the basic mode in S220, the traveling speed of the vehicle 1 may be appropriately reduced. Further, when switching to the basic mode in S220, the driver may be notified by various methods such as voice, vibration of the steering wheel, display on the instrument panel in the vehicle, and the like.

If the advanced automation switching flag is not cleared in S210 (S210: NO), the process proceeds to S35 (FIG. 5) while maintaining the advanced automation mode.
In S35, it is determined whether or not the automatic operation stop SW43 is turned on. When the automatic operation stop SW43 is turned on (S35: YES), clear all the above flags (including the forced stop flag described later) in S40, set the operation mode to the basic mode in S45, and return to S15. .. In S45, as in S10, the operation mode is set to the basic mode, and the automatic control function based on the automatic operation level set as the basic mode is executed.

If the automatic operation stop SW43 is not turned on (S35: NO), it is determined in S50 whether or not the vehicle has arrived at the destination. When arriving at the destination (S50: YES), clear the destination setting in S55 and proceed to S40 or later. If the vehicle has not arrived at the destination (S50: NO), it is determined in S60 whether the emergency stop SW44 is turned on or the forced stop flag is set. The forced stop flag is a flag set in each of the processes of FIGS. 11 and 13, which will be described later.

If the emergency stop SW44 is not turned on and the forced stop flag is not set (S60: NO), the process returns to S30. If the emergency stop SW44 is turned on or the forced stop flag is set (S60: YES), in S65, all the above-mentioned flags are cleared in the same manner as in S40. Then, in S70, the forced stop process is executed to forcibly stop the vehicle 1 and end the main process. After that, in order to execute the main process again, it is necessary to at least turn on the start switch again (for example, turn off the ignition switch and then turn it on again). The forced stop process of S70 is a process of automatically forcibly stopping the vehicle 1. The specific way to stop the vehicle may be decided as appropriate. For example, the vehicle may be immediately decelerated and stopped on a moving road. Further, for example, instead of stopping on the road, the vehicle may be automatically driven to a place other than the road where the vehicle 1 can be stopped (for example, a parking lot near the vehicle) and stopped.

(5) Effect of the Embodiment According to the vehicle 1 of the present embodiment described above, the vehicle has a highly automated mode and a basic mode as driving modes, and should (or even if) shift to the basic mode during the highly automated mode. Good) If the condition is met, the mode is switched to the basic mode. Therefore, it is possible to switch from the highly automated mode to the basic mode at an appropriate timing. On the contrary, in the basic mode, when the condition for shifting to (or may shift to) the highly automated mode is satisfied, the mode is switched to the highly automated mode. Therefore, it is possible to switch from the basic mode to the highly automated mode at an appropriate timing.

However, if the operation mode is the basic mode, even if it is possible to switch to the advanced automation mode (specifically, even if the advanced automation switching flag is set), the state in which the basic mode should be maintained continues. If (specifically, the basic mode maintenance flag is set), the basic mode is maintained. Therefore, in a situation where the basic mode should be maintained, it is possible to realize appropriate vehicle control in which the driving operation of the driver is respected.

The calculation unit 30a, S10 and S45 in FIG. 5, and S170 and S220 in FIG. 6 correspond to an example of an ambient information acquisition unit, an example of an operation mode setting unit, and an example of an automatic control unit. In FIG. 8, the process of making an affirmative determination in S410 and proceeding to S480 and making a negative determination in S480 and proceeding to S470 corresponds to an example of the operation mode setting unit.

[Other embodiments]
(1) As the basic mode switching confirmation process of S200 of FIG. 6, various other contents can be adopted separately from the process shown in FIG. 10 or in addition to the process shown in FIG.

For example, the basic mode switching confirmation process shown in FIG. 11 may be adopted. In the basic mode switching confirmation process shown in FIG. 11, first, in S610, the necessity of basic mode switching is determined. This determination is a determination as to whether or not it is necessary to switch to the basic mode, and may be determined by various criteria. For example, if the vehicle 1 is traveling in the specific traveling area or the outside of the vehicle is in the specific environment, it may be determined that it is necessary to switch to the basic mode. Further, for example, when the occupant wearing the seatbelt removes the seatbelt, it may be determined that it is necessary to switch to the basic mode. Further, for example, when another vehicle around the own vehicle shows a specific behavior with respect to the own vehicle, it may be determined that it is necessary to switch to the basic mode.

This determination can be made based on, for example, an image taken by each camera 2 to 8 or a detection result by each radar device 11 to 14. Specific behavior may be determined as appropriate. For example, the fact that another vehicle has moved closer to the own vehicle may be used as a specific behavior. In this case, the method of determining whether or not the Tailgating has been made may be appropriately determined. For example, when the distance to the own vehicle in the left-right direction (direction perpendicular to the front-rear direction) is within the specified distance, it may be determined that the width has been adjusted. Further, for example, when the rate of change in the distance to the own vehicle in the left-right direction becomes equal to or less than the negative specified rate of change, it may be determined that the distance has been adjusted.

Further, for example, the fact that a vehicle traveling behind has suddenly approached the own vehicle may be set as a specific behavior. In this case, the method of determining whether or not the person has approached suddenly may be appropriately determined. For example, similar to the above-mentioned method for determining the width adjustment, the determination may be made based on the distance to the vehicle behind and the rate of change of the distance.

In S620, it is determined whether or not it is necessary to switch to the basic mode based on the determination result of S610. If it is not necessary to switch to the basic mode (S620: NO), clear the basic mode maintenance flag in S710 and proceed to S210 (FIG. 6). When it is necessary to switch to the basic mode (S620: YES), it is determined in S630 whether or not the mode is already set to the basic mode. If it is already set to the basic mode (S630: YES), the process proceeds to S210 (FIG. 6). If it is not yet in basic mode (that is, in advanced automation mode) (S630: NO), S640 will give the driver a voice, vibration in a specific pattern of the steering wheel, or a specific display on the instrument panel in the car. Notify the notice of switching to the basic mode by using various methods such as making the mode.

In S650, it is determined whether or not the specified operation is performed by the driver in response to the notification of S640. As the specified operation, various operations may be adopted so as to confirm that the driver is in a state capable of supporting the operation in the basic mode. For example, it may be determined that the driver holds the steering wheel 20 and looks ahead as a prescribed operation. Further, for example, making the driver generate a specific voice, making the driver make a specific gesture, making the driver operate a specific operation member (for example, a specific switch) in the vehicle, and the like may be determined as the prescribed operation. ..

If the specified operation is performed by the driver (S650: YES), the basic mode maintenance flag is set in S660, the advanced automation switching flag is cleared in S670, and the process proceeds to S210 (FIG. 6). If the specified operation by the driver is not performed (S650: NO), in S680, whether or not the time-out has occurred without the specified operation of the driver from the start of the notification of S640, that is, the state without the specified operation of the driver continues for a certain period of time. Judge whether or not.

If it has not timed out yet, it returns to S650. When the time-out occurs, the advanced automation switching flag is cleared in S690, the forced stop flag is set in S700, and the process proceeds to S210 (FIG. 6). In other words, even though it is in a state where it should be switched to the basic mode, if the state without the specified operation of the driver continues for a certain period of time after the notification of S640, it is considered that some abnormality may have occurred in the driver. The forced stop flag is set in order to forcibly stop the vehicle 1.

Further, as the basic mode switching confirmation process of S200 in FIG. 6, for example, the basic mode switching confirmation process shown in FIG. 12 may be adopted. In the basic mode switching confirmation process shown in FIG. 12, first, in S1010, it is determined whether or not the inter-vehicle distance control is executed among the plurality of types of automatic control functions. In the above embodiment, as illustrated in FIG. 3A, when the automatic driving level is level 2 or higher, the inter-vehicle distance control is executed.

If the inter-vehicle distance control is not executed (S1010: NO), the basic mode switching confirmation process is terminated. If the inter-vehicle distance control is executed (S1010: YES), the process proceeds to S1020.

In S1020, it is determined whether or not there is an interruption of another vehicle in front of the own vehicle. This determination can be made, for example, based on images taken by the cameras 2 to 8 and detection results by the radar devices 11 to 14. The specific method of this judgment may be appropriately determined. For example, when another vehicle enters in front of the own vehicle in the lane in which the own vehicle is traveling, it may be determined that there is an interruption. At that time, it may be determined that there is an interruption not only when the player has entered but also when the state of entry has continued for a specified time or longer.

If it is determined that there is no interruption of another vehicle in front of the own vehicle (S1020: NO), the process proceeds to S1040. If it is determined that there is an interruption of another vehicle in front of the own vehicle (S1020: YES), the warning process is performed in S1030 and the process proceeds to S1040. The warning process of S1030 is to alert other vehicles that are interrupting in front of the vehicle (for example, that the vehicle is behind the vehicle, that the vehicle does not want to be interrupted, etc.). It is the processing of. The specific content of this warning process may be determined as appropriate. For example, the same processing as the interrupt running non-notification notification in S185 of FIG. 6 may be performed.

In S1040, it is determined whether or not the driver's foot is placed on the brake pedal 28a based on the detection signal from the pedal sensor 28b. If the driver's foot is placed on the brake pedal 28a (S1040: YES), the process proceeds to S1060. If the driver's foot is not placed on the brake pedal 28a (S1040: NO), the warning process is performed in S1050 and the process proceeds to S1060.

The alert process of S1050 is a process for urging the driver to put his / her foot on the brake pedal 28a. The specific content of this alert process may be determined as appropriate. For example, it may be urged by voice, it may be urged by vibrating a specific place in the vehicle (for example, a seat, a steering wheel 20, etc.), or it may be urged by displaying caution information on the display 37 or HUD 38. May be good. If the foot is not placed on the brake pedal 28a even after the warning process is performed, a specific process may be executed. The specific process in this case may be, for example, a process of forcibly stopping the vehicle 1 or a process of switching the operation mode to the basic mode.

In S1060, it is determined whether or not the brake pedal 28a is depressed. If the brake pedal 28a is not depressed (S1060: NO), the process proceeds to S1080. When the brake pedal 28a is depressed (S1060: YES), the brake response process is performed in S1070, and the process proceeds to S1080.

The specific content of the brake handling process of S1070 may be appropriately determined. For example, the inter-vehicle distance, which is one of the control parameters used in the inter-vehicle distance control, may be changed to a value larger than the current value so that the inter-vehicle distance with the vehicle in front becomes longer. In addition, when so-called cruise control is performed without other vehicles existing within a certain range in front of the own vehicle, one of the control parameters used in the inter-vehicle distance control is to reduce the speed of the own vehicle. The vehicle speed may be changed to a value lower than the current value.

In S1080, it is determined whether or not the accelerator pedal 27a is depressed. If the accelerator pedal 27a is not depressed (S1080: NO), the process proceeds to S1100. When the accelerator pedal 27a is depressed (S1080: YES), the accelerator correspondence process is performed in S1090, and the process proceeds to S1100.

The specific content of the accelerator correspondence process of S1090 may be appropriately determined. For example, the inter-vehicle distance, which is one of the control parameters used in the inter-vehicle distance control, may be changed to a value smaller than the current value so that the inter-vehicle distance with the vehicle in front becomes shorter. In addition, when so-called cruise control is performed without other vehicles existing within a certain range in front of the own vehicle, one of the control parameters used in the inter-vehicle distance control is to increase the speed of the own vehicle.
The vehicle speed may be changed to a value higher than the current value.

In S1100, it is determined whether or not the sudden braking is automatically activated by the automatic control function including the inter-vehicle distance control. You may decide what is judged to be a sudden brake as appropriate. For example, when the deceleration of the vehicle 1 becomes equal to or higher than a predetermined threshold value, it may be determined that the sudden braking has been activated.

If the sudden braking is not operating in S1100 (S1100: NO), the process proceeds to S1140. In S1140, the basic mode maintenance flag is cleared. If it is determined in S1100 that the sudden braking has been activated (S1100: YES), the process proceeds to S1110.

In S1110, it is determined whether or not it is necessary to switch the operation mode from the highly automated mode to the basic mode. This determination method may be appropriately determined. For example, it may be determined that the sudden braking is activated and that it is necessary to switch to the basic mode. Further, for example, it is necessary to accumulate and store the determined number of times each time it is determined that the sudden braking is activated in S1100, and switch to the basic mode when the accumulated value reaches a predetermined upper limit number of times. You may decide that there is.

If it is determined in S1110 that it is not necessary to switch to the basic mode (S1110: NO), the process proceeds to S1140. If it is determined in S1110 that it is necessary to switch to the basic mode (S1110: YES), the basic mode maintenance flag is set in S1120 and the advanced automation switching flag is cleared in S1130 in order to switch to the basic mode.

In addition, the fact that the sudden braking is activated means that, for example, some abnormality (for example, an accident, an obstacle, etc.) has occurred in front of the vehicle and the driver himself has been careful about the surroundings when driving. May be in a favorable situation. Further, for example, it is possible that an abnormality has occurred in the automatic control function. Therefore, when the sudden braking is automatically activated (S1100: YES), the operation mode is switched to the basic mode by executing the processes of S1120 and S1130 on condition that the affirmative judgment is made in S1110. ..

(2) While driving in the highly automated mode, there may be situations where it is necessary to return to the basic mode. Therefore, it is preferable that the driver can operate himself / herself whenever necessary, even when driving in the highly automated mode. Therefore, while driving in the highly automated mode, for example, by executing the basic mode preparation confirmation process shown in FIG. 13, the driver is made to perform a simple operation on a regular basis, and it is confirmed whether or not the driver can immediately return to the basic mode. You may try to do it.

In the basic mode preparation confirmation process of FIG. 13, first, in S810, it is determined whether or not the confirmation timing (for example, a periodic timing at intervals of several minutes or a predetermined irregular timing) is used. If it is not the confirmation timing (S810: NO), this basic mode preparation confirmation process is terminated. If it is the confirmation timing (S810: YES), the driver is requested to confirm by voice or the like in S820. The confirmation operation required here can be appropriately determined, and may be, for example, the same operation as the specified operation of S650 in FIG.

In S830, it is determined whether or not the confirmation operation by the driver has been performed. When the confirmation operation by the driver is performed (S830: YES), it is determined that the driver is in a state where the driver can immediately return to the basic mode, and this basic mode preparation confirmation process is terminated. If the confirmation operation is not performed by the driver (S830: NO), a warning alert is added to the driver by voice or the like in S840, and the request for the confirmation operation is continued.

In S850, as in S830, it is determined whether or not the confirmation operation by the driver has been performed. When the confirmation operation by the driver is performed (S850: YES), it is determined that the driver is in a state where the driver can immediately return to the basic mode, and this basic mode preparation confirmation process is terminated. If the driver does not perform the confirmation operation (S850: NO), clear the advanced automation switching flag in S860 and set the forced stop flag in S870 to forcibly stop the vehicle 1, and confirm this basic mode preparation. End the process. When the forced stop flag is set in S870, the process may immediately proceed to the process of S70 (FIG. 5) to execute the forced stop process.

(3) The conditions for switching from the highly automated mode to the basic mode may be appropriately determined. When the conditions for transitioning to (or may transition to) the basic mode are met, it is also possible to forcibly transition immediately or to transition after confirming whether the driver can drive normally. , May be decided as appropriate.

On the contrary, the conditions for switching from the basic mode to the highly automated mode may be appropriately determined. For example, when there is an incoming call or mail to a mobile phone or smartphone owned by the driver, the ringtone is detected and the advanced automation switching flag is automatically set to shift to the advanced automation mode. You may do so.

The vehicle 1 of the above embodiment is provided with an LTE communication function, and the automatic driving control unit 30 can also take on the function of a mobile phone or mail transmission / reception by itself. In that case, when there is an incoming call or mail via the LTE communication network, the advanced automation switching flag may be automatically set to shift to the advanced automation mode.

(4) A part of the switching condition from the highly automated mode to the basic mode illustrated in the above embodiment may be used as the switching condition from the basic mode to the highly automated mode. On the contrary, a part of the switching condition from the basic mode to the highly automated mode illustrated in the above embodiment may be used as the switching condition from the highly automated mode to the basic mode.

When to switch from the highly automated mode to the basic mode and when to switch from the basic mode to the highly automated mode is not always fixed. For example, when driving on a narrow road with many curves, depending on the accuracy and performance of automatic driving, it may be possible for the driver to drive smoothly and safely by himself / herself. On the contrary, for a driver who is unfamiliar with driving, it may be possible to drive smoothly by leaving it to automatic driving rather than driving by himself. Therefore, the above switching conditions may be set in consideration of the driver's skill, the driver's preference for the driving mode (for example, which of the highly automated mode and the basic mode should be prioritized), and various other circumstances.

(5) In the above embodiment, even if the state should shift to (may shift) to the advanced automation mode after switching to the basic mode, the state to operate in the basic mode (basic mode maintenance flag is set). The basic mode was configured to continue as long as the current state) continued. On the other hand, if driving in the advanced automation mode is prioritized and the state should shift to (may shift) to the advanced automation mode, the state to operate in the basic mode (basic mode maintenance flag is set). Even if the state is continued, you may forcibly switch to the highly automated mode.

In addition, after switching to the advanced automation mode with priority given to the advanced automation mode, the state should shift to the basic mode (may shift) while the state to operate in the advanced automation mode continues. However, the highly automated mode may be continued.

(6) In the above embodiment, in order to set the vehicle 1 to the highly automated mode and execute the automatic driving, it is necessary to press the automatic driving start SW42, but it is not essential to press the automatic driving start SW42. .. The automatic operation start SW42 may be omitted, and the mode may be automatically switched to the advanced automation mode when the condition for switching to (or may be) the advanced automation mode is satisfied.

(7) When switching from the advanced automation mode to the basic mode and switching to the basic mode, the automatic operation level should be forcibly set to level 0 regardless of the automatic operation level set as the basic mode. You may do it. In that case, the level 0 may be maintained until a predetermined operation is performed by the driver, and when the predetermined operation is performed by the driver, the level may be switched to the automatic operation level set as the basic mode.

In addition, when switching from the basic mode to the advanced automation mode and switching to the advanced automation mode, if the transition factor is a specific migration factor set in advance, the automated driving level set as the advanced automation mode. Regardless of this, the automatic operation level may be forcibly set to level 7 to execute fully automatic operation.

(8) The number of occupants of the vehicle can be detected at any time based on the detection signal from the seating sensor 25. Therefore, while traveling in the highly automated mode, the number of occupants may be monitored, and if the occupants fluctuate, a predetermined process may be performed. As a predetermined process, for example, the other occupants may be notified that the number of occupants has changed by voice output, image display, or the like. Further, for example, the operation mode may be switched to the basic mode as a predetermined process. Further, for example, the vehicle 1 may be forcibly stopped as a predetermined process. Also, for example, the vehicle occupants are asked whether they can continue driving in the highly automated mode, and if there is a response that they can continue, the highly automated mode should be continued and should not be continued. If there is a response from, you may switch to the basic mode or forcibly stop it.

A specific method for asking the occupants of the vehicle whether or not to continue traveling in the highly automated mode may be appropriately determined. For example, you may ask by voice. Further, for example, the question may be asked by displaying a message on the display 37, HUD 38, or the like. In addition, the method of responding to the question by the occupants may be appropriately determined. For example, the voice of the occupant input through the microphone 39 may be recognized, and the response content of the occupant may be determined based on the recognition result. Further, for example, a button may be displayed on the touch panel and the button may be pressed to determine whether or not to continue.

(9) The content of the driver's driving operation may be learned and the learning result may be reflected in the automatic control function. Specifically, after the automatic operation control unit 30 is started, the control parameter setting process shown in FIG. 14 is repeatedly executed at a predetermined cycle, so that various control parameters used in the automatic control function can be set according to the driver's operation content. It may be updated as appropriate.

The control parameter setting process of FIG. 14 will be described. When the calculation unit 30a of the automatic operation control unit 30 starts the control parameter setting process of FIG. 14, it determines in S1310 whether or not the operation mode is set to the highly automated mode. When the advanced automation mode is not set, that is, when the basic mode is set (S1310: NO), the learning process is performed in S1320.

The learning process of S1320 is a process of detecting a driver's habit or preference from the content of the driver's own driving operation and storing information indicating the detected habit or preference (hereinafter referred to as "driving preference information") in the memory 30b. be.

For example, the driver's accelerator operation when starting the stopped vehicle 1 is detected, it is determined whether the accelerator pedal 27a tends to be depressed slowly or relatively quickly, and the determination result is used for driving. It may be stored as one of the preference information. Whether or not the accelerator is depressed slowly may be determined based on, for example, whether or not the rate of change in the amount of depression of the accelerator pedal 27a is equal to or greater than a predetermined threshold value.

Further, for example, when the driver operates the turn signal before the turn, the distance from the position of the vehicle 1 at the time of the operation to the turn may be detected and the distance may be stored as one of the driving preference information. good.

The type of driving preference information detected and stored in the learning process may be one or a plurality. Moreover, the specific content may be decided as appropriate. The above-mentioned examples of the two driving preference information are merely examples.

If the operation mode is set to the highly automated mode in S1310 (S1310: YES), the process proceeds to S1330. In S1330, it is determined whether or not the driving preference information is reflected in the control parameter. More specifically, it is determined whether or not the processes of S1340 to S1350 have already been executed after the operation mode is switched from the basic mode to the current highly automated mode.

When the driving preference information is already reflected in the control parameters, that is, when the processes of S1340 to S1350 have already been executed after switching to the highly automated mode (S1330: YES), the control parameter setting process is terminated.

If the driving preference information is not yet reflected in the control parameters, that is, if the processes of S1340 to S1350 have not been executed yet after switching to the highly automated mode (S1330: NO), the process proceeds to S1340.

In S1340, the driving preference information stored in the memory 30b is read by the learning process of S1320. In S1350, the control parameters of the automatic control function set as the execution target in the advanced automation mode are calculated based on the driving preference information read in S1340. Then, the currently used control parameter is updated to the calculated control parameter.

For example, when the information on the operation speed of the accelerator pedal 27a is stored as the driving preference information and the accelerator pedal 27a tends to be depressed slowly, the start time, which is one of the control parameters in the automatic start / stop control, is used. As the acceleration, a value lower than the default value is calculated and updated to the calculated value. On the contrary, when the accelerator pedal 27a tends to be depressed quickly, a value higher than the default value is calculated as the acceleration at the time of starting, and the calculated value is updated.

Further, for example, when the distance from the position where the turn signal is operated to the turn angle is stored as driving preference information, the distance from the position where the turn signal is operated to the turn angle, which is one of the control parameters in the right / left turn control, is used. Calculates the same distance as the stored distance or a distance close to it, and updates to the calculated value.

The driver may be able to select whether or not to execute the control parameter setting process shown in FIG. Then, when it is selected not to execute the control parameter setting process, for example, a preset default value may be used as the control parameter. Further, the driver may arbitrarily delete the already stored driving preference information. Further, when the mode is switched from the highly automated mode to the basic mode, each control parameter may be reset to the default value.

(10) While the operation mode is set to the highly automated mode, the driver's facial expressions, gestures, remarks, etc. are detected, and based on the detected results, the driver's control function for the currently automatically executed automatic control function is used. You may try to judge the degree of satisfaction. For example, if the driver's face image taken by the camera is image-recognized and the driver has a moody expression, it may be determined that he / she is dissatisfied with the contents of the current automatic control function. .. On the contrary, if the driver has an expressionless expression or a facial expression that seems to be in a good mood, it may be determined that he / she is not dissatisfied with the contents of the current automatic control function.

In addition, if the driver recognizes the content of the driver's remark by voice recognition processing and makes a remark indicating dissatisfaction with the content of the current automatic control function, it is determined that the driver is dissatisfied with the content of the current automatic control function. You may. On the contrary, if he / she does not make a statement indicating dissatisfaction with the content of the current automatic control function, it may be determined that he / she is not dissatisfied with the content of the current automatic control function.

Then, if it is determined that the content of the current automatic control function is dissatisfied, the operation mode may be switched to the basic mode.
(11) In addition, the functions of one component in the above embodiment may be dispersed as a plurality of components, or the functions of the plurality of components may be integrated into one component. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Further, a part of the configuration of the above embodiment may be omitted as long as the problem can be solved. Further, at least a part of the configuration of the above embodiment may be added or substituted with respect to the other configurations of the above embodiment. It should be noted that all aspects included in the technical idea specified from the wording described in the claims are embodiments of the present disclosure.

[Technical idea grasped from the embodiment]
From the various embodiments described in detail above, at least the following technical ideas can be grasped.
Specifically, the automatic operation control device of the present disclosure configured as described in (A) below may be further configured as described in (B) to (E) below.
(A) An automatic driving control device mounted on a vehicle.
A surrounding information acquisition unit configured to acquire surrounding information, which is information around the vehicle, and a peripheral information acquisition unit.
The highly automated mode in which the driving mode of the vehicle automatically executes a part or all of a plurality of types of driving operations necessary for driving the vehicle based on the surrounding information, and the driving operation automatically executed. An operation mode setting unit configured to set one of the basic modes whose types are less than or zero than the highly automated mode, and
Based on the operation mode set by the operation mode setting unit, an automatic control unit configured to execute the operation operation set to be automatically executed in the operation mode, and an automatic control unit.
Equipped with
The operation mode setting unit is configured to switch the operation mode to the basic mode when the preset basic mode switching condition is satisfied when the operation mode is set to the highly automated mode. ,
Automatic operation control device.
(B) In (A) above,
In order to notify the driver of the vehicle that the driving mode is switched to the basic mode when the preset basic mode switching condition is satisfied when the driving mode is set to the highly automated mode. An automatic operation control device including a switching notification unit configured to perform a specific notification of.

According to the automatic driving control device configured in this way, the driver of the vehicle can recognize that when the driving mode is switched from the highly automated mode to the basic mode. Therefore, the driver can properly operate and drive the vehicle even after switching to the basic mode.
(C) In the above (A) or (B)
When the operation mode is set to the highly automated mode and the preset basic mode switching condition is satisfied, the specification configured to determine whether or not the driver of the vehicle is performing the specified operation. Equipped with an operation judgment unit
In the operation mode setting unit, when the operation mode is set to the advanced automation mode and the preset basic mode switching condition is satisfied, the driver performs the specified operation by the specified operation determining unit. It is configured to switch the operation mode to the basic mode when it is determined to be.
Automatic operation control device.

According to the automatic driving control device configured in this way, the driver can switch to the basic mode after confirming whether or not the driver can actually operate in the basic mode, so even after switching to the basic mode. , The driver can drive the vehicle properly.
(D) In any one of the above (A) to (C),
While the driving mode is set to the highly automated mode, a confirmation operation request unit configured to repeatedly request a specific confirmation operation to the driver of the vehicle at a specific timing,
A confirmation operation determination unit configured to determine whether or not the confirmation operation has been performed by the driver each time the confirmation operation request unit makes a request for the confirmation operation.
When the confirmation operation determination unit does not determine that the confirmation operation has been performed, the stop unit configured to stop the vehicle and the stop unit.
Equipped with an automatic driving control device.
(E) In any one of the above (A) to (D),
An automated driving control device including an out-of-vehicle notification unit configured to notify the outside of the vehicle when the driving mode is set to the highly automated mode.

1,61-66 ... Vehicle, 2 ... 1st front sensor, 3 ... Indoor camera, 4 ... 1st rear camera, 5 ... 2nd front camera, 6 ... 2nd rear camera, 7 ... Left side camera, 8 ... Right side Directional camera, 11 ... forward radar device, 12 ... rear radar device, 13 ... left side radar device, 14 ... right side radar device, 16 ... automatic driving operation lamp, 20 ... handle, 21 ... biosensor, 22 ... solar radiation sensor, 23 ... Rainfall sensor, 24 ... Vehicle speed sensor, 25 ... Seating sensor, 26 ... Belt sensor, 27 ... Travel drive control unit, 28 ... Brake control unit, 29 ... Steering control unit, 30 ... Automatic driving control unit, 30a ... Calculation unit, 30b ... Memory, 31 ... GPS communication unit, 32 ... Vehicle-to-vehicle communication unit, 33 ... Road-to-vehicle communication unit, 34 ... Pedestrian-vehicle communication unit, 35 ... LTE communication unit, 36 ... TV / radio receiver, 37 ... Display, 38 ... HUD, 39 ... Mike, 40 ... Speaker, 41 ... Winker operation unit, 42 ... Automatic operation start switch, 43 ... Automatic operation stop switch, 44 ... Emergency stop switch, 45 ... Level setting operation unit, 71 , 72 ... Signal, 73 ... Pause sign, 76,77 ... Pedestrian, 81 ... Road communication device, 82 ... Camera, 90 ... Road, 91, 92 ... Signboard, 95 ... Accident site.

Claims (4)

It is an automatic driving control device installed in a vehicle.
A surrounding information acquisition unit configured to acquire surrounding information, which is information around the vehicle, and a peripheral information acquisition unit.
The highly automated mode in which the driving mode of the vehicle automatically executes a part or all of a plurality of types of driving operations necessary for driving the vehicle based on the surrounding information, and the driving operation automatically executed. An operation mode setting unit configured to set one of the basic modes whose types are less than or zero than the highly automated mode, and
Based on the operation mode set by the operation mode setting unit, an automatic control unit configured to execute the operation operation set to be automatically executed in the operation mode, and an automatic control unit.
A mounting determination unit configured to determine whether or not the occupant of the vehicle has removed the seatbelt,
When the wearing determination unit determines that the occupant has removed the seatbelt when the operation mode is set to the highly automated mode, the notification unit that notifies the occupant and the notification unit.
A specified operation determination unit that determines whether or not a specified operation has been performed by the occupant after the notification unit has performed the notification.
Equipped with
When the operation mode is set to the highly automated mode, the wearing determination unit determines that the occupant has removed the seatbelt, and the specified operation determination unit determines that the occupant has performed the specified operation. If determined, the operation mode setting unit switches the operation mode from the highly automated mode to the basic mode.
Automatic operation control device. It is an automatic driving control device installed in a vehicle.
A surrounding information acquisition unit configured to acquire surrounding information, which is information around the vehicle, and a peripheral information acquisition unit.
The highly automated mode in which the driving mode of the vehicle automatically executes a part or all of a plurality of types of driving operations necessary for driving the vehicle based on the surrounding information, and the driving operation automatically executed. An operation mode setting unit configured to set one of the basic modes whose types are less than or zero than the highly automated mode, and
Based on the operation mode set by the operation mode setting unit, an automatic control unit configured to execute the operation operation set to be automatically executed in the operation mode, and an automatic control unit.
A mounting determination unit configured to determine whether or not the occupant of the vehicle has removed the seatbelt,
When the wearing determination unit determines that the occupant has removed the seatbelt when the operation mode is set to the highly automated mode, the notification unit that notifies the occupant and the notification unit.
A specified operation determination unit that determines whether or not a specified operation has been performed by the occupant after the notification unit has performed the notification.
When the operation mode is set to the highly automated mode, the wearing determination unit determines that the occupant has removed the seatbelt, and the occupant has not performed the specified operation. If the vehicle stops, the vehicle stop unit that stops the vehicle,
Equipped with
The defined action is that the occupant holds the steering wheel and looks ahead, the occupant makes a specific voice, the occupant makes a specific gesture, or the occupant is a specific in the vehicle. To operate the switch,
Automatic operation control device. The automatic operation control device according to claim 2.
When the specified operation determination unit determines that the specified operation has been performed by the occupant, the operation mode setting unit switches the operation mode from the highly automated mode to the basic mode.
Automatic operation control device. A vehicle provided with the automatic driving control device according to any one of claims 1 to 3 .

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