WO2016080452A1 - 自動運転制御装置 - Google Patents

自動運転制御装置 Download PDF

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Publication number
WO2016080452A1
WO2016080452A1 PCT/JP2015/082427 JP2015082427W WO2016080452A1 WO 2016080452 A1 WO2016080452 A1 WO 2016080452A1 JP 2015082427 W JP2015082427 W JP 2015082427W WO 2016080452 A1 WO2016080452 A1 WO 2016080452A1
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WIPO (PCT)
Prior art keywords
vehicle
automatic
automatic driving
driving
control
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PCT/JP2015/082427
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English (en)
French (fr)
Japanese (ja)
Inventor
博司 前川
健純 近藤
勉 足立
丈誠 横井
辰美 黒田
大介 毛利
寛隆 福田
健司 水野
豪生 野澤
Original Assignee
エイディシーテクノロジー株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=56013986&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2016080452(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by エイディシーテクノロジー株式会社 filed Critical エイディシーテクノロジー株式会社
Priority to JP2016560272A priority Critical patent/JP6470308B2/ja
Publication of WO2016080452A1 publication Critical patent/WO2016080452A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present disclosure at least a part of various driving operations of the driver necessary for driving the vehicle, such as various judgments and operations by the driver, can be automatically performed without requiring the driver's operation.
  • the present invention relates to a possible automatic operation control device.
  • Patent Document 1 discloses an autonomous driving vehicle capable of autonomous driving according to a preset travel plan.
  • One of the ultimate goals of automated driving technology is to set the destination so that the occupant can reach the destination without any involvement in driving.
  • the current situation is that the level of reliability is not high enough to achieve this.
  • a part of the control being automatically executed is performed. It is desirable to be able to forcibly stop at an appropriate timing.
  • An automatic driving control apparatus is mounted on a vehicle and includes a surrounding information acquisition unit, an operation mode setting unit, an automatic control unit, and a release event determination unit.
  • the surrounding information acquisition unit acquires surrounding information that is information around the vehicle. More specifically, the surrounding information is information indicating the state of the surroundings of the vehicle, and in order to automatically execute a plurality of types of driving operations necessary for driving the vehicle without requiring a driver's operation. This is necessary information.
  • the driving mode setting unit sets the driving mode of the vehicle to either the advanced automation mode or the basic mode.
  • the advanced automation mode is an operation mode in which at least a part of the plurality of types of driving operations necessary for traveling of the vehicle is automatically executed based on surrounding information.
  • the basic mode is an operation mode in which the type of automatic operation that is an operation that is automatically executed is less than or zero in the advanced automation mode.
  • the automatic control unit executes the automatic operation set in the operation mode based on the operation mode set by the operation mode setting unit.
  • the release event determining unit determines whether or not a predetermined release event has occurred, at least when the operation mode is the highly automated mode.
  • the release-necessary event is a predetermined event in which at least one of the automatic driving operations set to be executed is to be released (execution stopped).
  • the automatic control unit is set to execute the automatic operation when it is determined that the required release event has occurred. Stop execution of at least one of
  • the automatic operation control apparatus configured as described above, it is necessary when the operation mode is set to at least the highly automated mode (that is, when at least one automatic operation is set to be executed).
  • the release event occurs, at least one of the automatic driving operations that should be originally executed is released from the execution target and is not executed by the automatic control unit.
  • the automatic control unit when it is determined that a necessary release event has occurred, All automatic driving operations to be executed in the operation mode may be stopped. In other words, when a release event is required, the automatic operation by the automatic control unit is not performed. In this way, even if a release event that may cause the automatic driving operation to not be performed normally occurs, it is possible to more reliably prevent the vehicle from unintentionally becoming unstable. Can do.
  • a notification unit and a release permission determination unit may be provided.
  • the notification unit When it is determined by the required release event determining unit that the required release event has occurred, the notification unit notifies the vehicle occupant that the required release event has occurred.
  • the release permission determination unit determines whether a specific release permission operation has been performed by the vehicle occupant after the notification by the notification unit.
  • the automatic control unit may stop the execution of the automatic driving operation whose execution should be stopped when it is determined by the release permission determining unit that the release permission operation has been performed. Then, if the automatic control unit does not determine that the release permission operation has been performed by the release permission determination unit, the automatic control unit performs a predetermined automatic stop process for stopping the traveling of the vehicle. It may be.
  • the automatic operation control device configured as described above, when a release event is required, the automatic operation operation is not stopped unconditionally, but is notified in advance. And when the intention display by the passenger
  • FIG. 1A is a side view of the vehicle of the embodiment
  • FIG. 1B is a top view of the vehicle of the embodiment.
  • It is a block diagram which shows the electric constitution of the vehicle of 1st Embodiment.
  • FIG. 3A is an explanatory diagram showing the automatic operation level in each operation mode
  • 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
  • FIG. 10A is a flowchart of the travel history recording process
  • FIG. 10B is a flowchart showing details of the self-diagnosis process in the automatic driving release confirmation process of FIG. It is a block diagram which shows the electric constitution of the vehicle of 2nd Embodiment. It is a flowchart of the control state monitoring process of 2nd Embodiment.
  • SYMBOLS 1 ... Vehicle, 2 ... Front camera, 3 ... Back camera, 4 ... Left side camera, 5 ... Right side camera, 6 ... Indoor camera, 9 ... Front window, 10 ... Handle, 11 ... Front radar apparatus, 12 ... Back radar Device: 13 ... Left side radar device, 14 ... Right side radar device, 16 ... Solar radiation sensor, 17 ... Rainfall sensor, 18 ... Wheel speed sensor, 19 ... Current sensor, 20 ... Steering amount sensor, 21 ... In-vehicle contact sensor, 22 ... Engine room temperature sensor, 23 ... Engine room sound sensor, 24 ... Tire air pressure sensor, 25 ... Suspension sensor, 26 ... Outside sound sensor, 27 ... Impact sensor, 30, 101 ...
  • Automatic operation control device 30a, 101a, 102a ... Control part, 30b, 101b, 102b ... Memory, 31 ... GPS communication part, 32 ... Inter-vehicle communication part, 33 ... Road-to-vehicle communication part, 34 ... Inter-vehicle communication unit, 35 ... LTE communication unit, 36 ... operation unit, 37 ... display unit, 38 ... speaker, 41 ... automatic operation switch, 42 ... level setting operation unit, 43 ... emergency stop lever, 44 ... release reset switch, 46 DESCRIPTION OF SYMBOLS ... Travel drive control part, 47 ... Brake control part, 48 ... Steering control part, 81 ... Road communicator, 82 ... Camera, 100 ... Network, 102 ... Monitoring apparatus, 111 ... Detection means group, 112 ... Communication means group.
  • FIG. 1A shows a side view of the vehicle 1 of the present embodiment
  • FIG. 1B shows a top view of the vehicle 1.
  • FIG. 1A and FIG. 1B briefly illustrate the arrangement states of various cameras, radars, sensors, etc. in the vehicle 1 mainly for the purpose of clearly showing the arrangement states.
  • the vehicle 1 has at least a front camera 2, a rear camera 3, a left side camera 4, a right side camera 5, and an indoor camera as a camera for photographing the inside and outside of the vehicle 1. 6 is provided.
  • Each of the cameras 2 to 6 is a camera capable of shooting color images and moving images.
  • Each of the cameras 2 to 6 may be a monocular camera or a stereo camera that can acquire information in the depth direction by providing a plurality of lenses.
  • the vehicle 1 includes a front radar device 11, a rear radar device 12, a left side radar device 13, and a right side radar device 14.
  • Each of the radar apparatuses 11 to 14 is a millimeter wave radar in this embodiment.
  • a millimeter wave radar is based on the relationship between a transmitted wave and each received wave and the relationship between each received wave by transmitting a millimeter wave radio wave and receiving the reflected wave by a plurality of receiving antennas.
  • the radar is capable of detecting target information related to targets around the vehicle 1.
  • the vehicle 1 of the present embodiment is configured to be capable of fully automatic driving as well as partially automatic driving by the automatic driving control device 30.
  • the driver can arbitrarily change the setting of the automatic driving level, that is, which operation among various driving operations necessary for traveling is automated and which operation is performed by the driver.
  • the main automatic control functions for realizing fully automatic driving are automatic start / stop control, lane keeping control, inter-vehicle distance control, lane change control, right / left turn control, and collision suppression control.
  • the automatic operation control device 30 can execute these seven types of automatic control functions, and a fully automatic operation can be realized by executing all these seven types of automatic control functions.
  • the advanced automation mode is an operation mode in which automatic operation is performed at an automatic operation level of level 1 or higher.
  • the basic mode is an operation mode in which the automatic operation level is relatively lower than the advanced automation mode.
  • the advanced automation mode is level n
  • the basic mode can be set to any of level n ⁇ 1 to level 0.
  • the various programs stored in the memory 30b include programs (so-called security software) that can detect unauthorized operations from outside, computer viruses, unauthorized software and data (hereinafter collectively referred to as “illegal factors”). )It is included.
  • the control unit 30a monitors the presence / absence of fraud factors at any time by making this security software resident during activation. And when a fraud factor occurs, various fraud countermeasure processing is executed.
  • the fraud handling process includes a process for forcibly setting the automatic driving level to level 0 and not operating the automatic control function at all.
  • various specific contents of the fraud countermeasure processing are conceivable. 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.
  • the connection between the control unit 30a and each of the communication units 31 to 35 may be physically blocked so that access to the automatic driving control device 30 from the outside via wireless communication becomes impossible.
  • the automatic operation control device 30 is connected to the cameras 2 to 6, the radar devices 11 to 14, and the sensors 21 to 23 shown in FIGS. 1A and 1B.
  • the control unit 30a of the automatic driving control device 30 individually controls the operation of each of the cameras 2 to 6, obtains the photographing result (image data) from each of the cameras 2 to 6, and stores it in the memory 30b. Image data acquisition and storage are repeated at predetermined time intervals.
  • the control unit 30a can recognize various situations inside and outside the vehicle based on the image data of each camera 2-6. For example, from the image data of the indoor camera 6, it is possible to recognize the operation, facial expression, line of sight, eye state, etc. of the occupant (mainly driver).
  • the control unit 30a can determine whether or not the driver exhibits an abnormal behavior based on the image data of the indoor camera 6.
  • the abnormal behavior of the driver here means that the driver himself may not be able to operate the vehicle 1 normally, and that he / she feels uneasy about the operation of the vehicle 1 because the automatic driving function is not operating normally. It means that it is in one of the states. Specific examples of the former include being overlooked, asleep, or fainting. A specific example of the latter is that the driver is surprised, concerned, and awarded.
  • control unit 30a determines whether the vehicle ahead, the oncoming vehicle, the vehicle in the adjacent lane running diagonally forward, the lane marking, the pedestrian crossing, the pedestrian, the intersection, or the intersection based on the image data of the front camera 2.
  • Various images of the approach of other vehicles on the road, the contents of road signs and traffic lights, signs, etc. in the direction of travel, rain conditions, snow conditions, fog conditions, ambient brightness, and other objects around the vehicle It can be recognized by the recognition process.
  • Recognizable road signs include characters and marks drawn on the road surface.
  • the control unit 30a can recognize the pedestrian behavior, the pedestrian behavior and line of sight, the presence or absence of passing from the oncoming vehicle, the weather condition, and the like based on the image data of the front camera 2. More specifically, as the weather condition, it is possible to recognize that rain or snow is falling in a predetermined amount or more, or that fog is generated. It can be recognized from the behavior of the pedestrian whether or not the pedestrian feels anxiety about the vehicle 1. More specifically, when the pedestrian is looking at the vehicle 1 and the expression expresses a specific emotion such as surprise, anxiety, or fear, it can be determined that the vehicle 1 feels anxiety. . In addition, when a predetermined number or more of pedestrians' eyes are directed toward the vehicle 1, it can be recognized that the vehicle 1 may not be operating normally.
  • control unit 30a recognizes the distance and relative speed with the preceding vehicle based on the image data of the front camera 2, recognizes the traveling state of the vehicle with respect to the traveling path, and displays the contents of the road signs and signs. Can be recognized. Therefore, based on the recognition result of the contents of the road sign or the signboard, it is possible to recognize various kinds of sign information such as the speed limit, whether or not it is necessary to stop temporarily, and whether or not parking is possible. Further, for example, it can be recognized that the accident is a frequent accident zone, school zone, or other specific environment (for example, an area where animals frequently appear).
  • control unit 30a based on the image data of the rear camera 3, is a rear vehicle, a vehicle in an adjacent lane that is traveling diagonally backward, ambient brightness, a pedestrian, a sign drawn on the road surface of the road Information and other objects around the vehicle can be recognized by various image recognition processes.
  • control unit 30a can recognize, for example, the relative distance and relative speed between the host vehicle and the rear vehicle, and the presence or absence of passing from the rear vehicle. Further, similar to the image data of the front camera 2, the image data of the rear camera 3 can recognize the pedestrian's behavior, the pedestrian's behavior, line of sight, weather conditions, and the like.
  • control unit 30a is configured based on the image data of the left side camera 4 and the right side camera 5, and includes a vehicle on the side of the own vehicle (including left front, left rear, right front, and right rear vehicles), the vehicle traveling road side. Road signs, lane markings, pedestrians, ambient brightness, and other objects around the vehicle can be recognized by various image recognition processes.
  • control unit 30a can recognize the relative distance and the relative speed between the own vehicle and the side vehicle, for example, based on the image data of the side cameras 4 and 5. Further, similarly to the image data of the front camera 2, the pedestrian behavior, the pedestrian behavior, the line of sight, the weather condition, and the like can be recognized from the image data of the side cameras 4 and 5.
  • control unit 30a of the automatic driving control device 30 individually controls the radar devices 11 to 14, acquires target detection results from the radar devices 11 to 14, and stores them in the memory 30b. Acquisition and storage of detection results from each of the radar apparatuses 11 to 14 is repeated at predetermined time intervals.
  • the control 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 viewed from the vehicle 1, and the like based on the detection results of the radar devices 11 to 14. be able to.
  • information on the target in front of the vehicle can be mainly acquired.
  • the rear radar device 12 From the detection result of the rear radar device 12, it is possible to mainly acquire information on a target behind the vehicle (including diagonally rearward left and right).
  • the left-side radar device 13 From the detection result of the left-side radar device 13, it is possible to mainly acquire information on the target on the left side of the vehicle (including the front left and rear left).
  • the right-side radar device 14 it is possible to mainly acquire information on the target on the right side of the vehicle (including the front right and rear right).
  • the control unit 30a of the automatic operation control device 30 determines the brightness of the driving environment based on the detection signal from the solar radiation sensor 16, and the brightness of the night or similar situation (hereinafter simply referred to as “night”). Judgment can be made.
  • the vehicle 1 includes a headlight (not shown).
  • the headlight can be turned on and off by the driver's operation, and the light mode can be automatically turned on and off by setting the light mode to the auto mode.
  • the control unit 30a automatically turns on the headlight when it is determined that it is night based on the detection signal from the solar radiation sensor 16, and when it is not night Turn off the headlight automatically.
  • the operation mode is set to the highly automated mode
  • the light mode is forcibly set to the auto mode.
  • the steering amount sensor 20 is provided for directly or indirectly detecting the steering amount of the steered wheels.
  • the steering amount sensor 20 may be provided, for example, on a column shaft that connects the steering wheel 10 (see FIGS. 1A and 1B) and the steering mechanism.
  • the vehicle 1 of this embodiment includes an electric power steering device that can control the steering of the steered wheels by a motor, and the rotation for detecting the rotational position (and thus the steering state) of the motor for steering control. It has a sensor. Therefore, the steering amount sensor 20 may not be provided alone, and the rotation sensor may be used as the steering amount sensor 20. That is, the specific configuration and installation location of the steering amount sensor 20 may be determined as appropriate so that the steering amount can be detected.
  • the in-vehicle contact sensor 21 is a sensor for detecting that an occupant of the vehicle 1 has touched a specific part in the vehicle, and is provided in the specific part (hereinafter also referred to as “in-vehicle specific contact part”).
  • the specific contact part in the vehicle can be determined as appropriate. For example, a specific part in the driver's seat, the handle 10 or the vicinity thereof, and the like can be considered.
  • the in-vehicle contact sensor 21 allows the driver to quickly (urgently) cancel automatic driving when the automatic driving level of the vehicle 1 is set to level 1 or higher. Is provided. That is, when the driver wants to cancel the automatic driving for some reason when the automatic driving level is level 1 or higher, the automatic driving is forcibly canceled if the driver touches the specific contact portion in the vehicle. Therefore, the specific configuration and installation location of the in-vehicle contact sensor 21 may be appropriately determined so that it can be detected that the driver has touched the specific in-vehicle contact portion.
  • “cancellation” for automatic operation means that the automatic operation level is set to level 0 in this embodiment.
  • stopping at least one of the currently executed automatic control functions may be defined as “cancellation” of automatic driving.
  • at least one or more of the automatic control function is included.
  • Forcibly stopping a plurality of automatic control functions may be defined as “cancellation” of automatic operation.
  • the engine room sound sensor 23 is provided in a predetermined part in the engine room of the vehicle 1 or in the vicinity of the engine room mainly for the purpose of detecting sound generated in the engine room, and according to the volume around the installation part.
  • the detected signal is output.
  • the control unit 30a can detect the sound generated in the engine room based on the detection signal from the engine room sound sensor 23. When the detected sound in the engine room is excessive (for example, when the sound volume is equal to or higher than a predetermined volume threshold), it can be determined that some abnormality has occurred in the engine or its surroundings.
  • the tire pressure sensor 24 is provided on each of the four wheels on the front, rear, left and right of the vehicle 1 and outputs a detection signal (pneumatic signal) indicating the tire pressure of the corresponding wheel. An air pressure signal from each tire pressure sensor 24 is input to the automatic operation control device 30.
  • the control unit 30a can detect the tire air pressure of each wheel based on the air pressure signal from each tire air pressure sensor 24. From the detection result, for example, it can be detected whether or not an abnormality (for example, puncture) has occurred in any of the tires.
  • an abnormality for example, puncture
  • the vehicle exterior sound sensor 26 is provided mainly for the purpose of detecting sounds generated around the vehicle 1.
  • the control unit 30 a can detect the type and volume of sound generated around the vehicle 1 based on the detection signal from the vehicle exterior sound sensor 26. For example, when another vehicle is ringing a horn, this can be detected.
  • the vehicle 1 includes, as components connected to the automatic driving control device 30, a GPS communication unit 31, an inter-vehicle communication unit 32, an inter-vehicle communication unit 33, an inter-vehicle communication unit 34, and An LTE communication unit 35 is provided.
  • 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 device 30.
  • the control unit 30 a of the automatic driving control device 30 can calculate the current position of the vehicle 1 based on the information received by the GPS communication unit 31.
  • the route guidance function includes a function for recognizing the road conditions around the vehicle 1 (for example, the shape of the route to the destination, the vehicle width, etc.), the presence / absence of the infrastructure in the traveling direction, and the operating state (for example, the traffic light in the traveling direction Status, presence / absence of intersection, presence / absence of pedestrian crossing, speed limit, regulation information, etc.).
  • the control unit 30a also implements the guidance control using these various recognition results.
  • the control unit 30a can also know the relative relationship between the host vehicle and the other vehicle quantity by acquiring the position and running state of the other vehicle through inter-vehicle communication. For example, the relative distance or relative speed between the host vehicle and another vehicle can be detected.
  • control unit 30a can also send and receive information indicating whether the operation mode is set to the advanced automation mode or the basic mode and what level is the automatic operation level in the set operation mode.
  • the road-to-vehicle communication unit 33 is a communication module for receiving various information wirelessly transmitted from a road communication device 81 (see FIG. 4) provided on the road (on the ground side). Various information received by the road-to-vehicle communication unit 33 is input to the automatic driving control device 30.
  • various information regarding the state of the vehicle 1 can be transmitted from the vehicle 1 via the road-to-vehicle communication unit 33.
  • the transmission information transmitted from the vehicle 1 is received by the road communicator 81 and collected in the server.
  • the server can individually recognize and manage the states of a plurality of vehicles including the vehicle 1, and can notify a specific vehicle of the states of vehicles other than the vehicle as necessary. Therefore, for example, it is possible to know information such as what level the automatic driving level is set in other vehicles around the host vehicle, that is, how much the automatic control function is operating in other surrounding vehicles.
  • the control unit 30 a of the automatic driving control device 30 can know the position and movement of the pedestrian based on the terminal position information received via the inter-vehicle communication unit 34.
  • the presence / absence and movement of pedestrians can also be detected by the cameras and radar devices described above, but in addition, the presence / absence of pedestrians and pop-up of pedestrians are also obtained from information obtained via the inter-pedestrian communication unit Can be detected.
  • the vehicle 1 includes, as components connected to the automatic driving control device 30, an operation unit 36, a display unit 37, a speaker 38, an automatic driving switch 41, and a level setting operation unit. 42, an emergency stop lever 43, and a release reset switch 44.
  • the operation unit 36 is an input interface for accepting various input operations on the vehicle 1 by an occupant of the vehicle 1 including a driver.
  • the display unit 37 is an output interface for visually providing various information to the occupant of the vehicle 1 including the driver. Various types of information including map information in the route guidance function are also displayed on the display unit 37.
  • the speaker 38 outputs sound based on various sound signals output from the automatic driving control device 30.
  • the emergency stop lever 43 is an operating means for forcibly releasing the automatic driving when the automatic driving level of the vehicle 1 is level 1 or higher (that is, forcibly switching the automatic driving level to level 0). It is provided in a predetermined part (for example, the top). If the emergency stop lever 43 is operated when the automatic driving level of the vehicle 1 is set to level 1 or higher, the automatic driving is forcibly released. When the driver recognizes that an unauthorized cause such as a computer virus or unauthorized operation has occurred, or when the driver recognizes that the automatic control function is not operating normally, the driver can operate the emergency stop lever 43. The vehicle 1 can be driven by the driver's own driving operation by forcibly canceling the automatic driving.
  • the level setting operation unit 42 is a user interface for accepting an operation of setting an automatic driving level (details will be described later) by the driver.
  • the release reset switch 44 is a switch for resetting the release state after the automatic operation is forcibly released and the automatic operation level is forcibly set to level 0.
  • automatic driving is forcibly canceled when a predetermined cancellation event that should cancel automatic driving occurs. Is done. Specifically, an automatic driving release flag to be described later is set.
  • the automatic operation release flag is set.
  • the release state is changed. It can be reset (automatic operation release flag is reset).
  • the operation mode is set to a mode corresponding to the operation state of the automatic operation switch, and the automatic operation level is set according to the set operation mode (level setting operation unit 42). Level).
  • the vehicle 1 includes a travel drive control unit 46, a brake control unit 47, and a steering control unit 48 as components connected to the automatic driving control device 30.
  • the travel drive control unit 46 controls an engine and a transmission (not shown) based on various information such as a depression amount of an accelerator pedal (not shown), an operation position of a shift lever (not shown), a vehicle speed, and an engine speed. Thus, the traveling of the vehicle 1 is controlled.
  • the automatic driving control device 30 realizes the automatic control function to be executed.
  • the control information necessary for this is output to the travel drive control unit 46.
  • the traveling drive control unit 46 automatically controls the engine and the transmission according to the control information from the automatic driving control device 30 even when the accelerator pedal is not depressed.
  • the vehicle 1 according to the present embodiment includes an engine as a driving source for traveling.
  • the automatic driving control device according to the present disclosure is provided for a vehicle including a driving source other than the engine (for example, an electric motor). Even applicable.
  • the travel drive control unit 46 shown in FIG. 2 has a function of controlling the travel drive source of the vehicle.
  • the engine room temperature sensor 22 and the engine room sound sensor 23 described above are for the purpose of detecting the driving source or the surrounding temperature and sound, respectively. You may make it install.
  • the steering control unit 48 mainly has two functions. One is a so-called electric power steering function. That is, the operation of the handle 10 by the driver is assisted by the motor. The other is an automatic steering function that automatically steers a steered wheel (for example, a front wheel) of the vehicle 1 without requiring a driver's operation. Steering wheels are steered basically by the driver operating the steering wheel 10, but at least one of the above seven types of automatic control functions except automatic start / stop control and inter-vehicle distance control is executed. In this case, the steering control unit 48 automatically controls the steering of the steered wheels by controlling the motor according to the control information from the automatic driving control device 30 even when the driver does not operate the steering wheel 10. .
  • the automatic driving control device 30 can acquire and detect various information necessary for realizing the above-described automatic driving function.
  • Information that can be used to realize the automatic driving function includes information such as the position and speed of the vehicle (vehicle information).
  • vehicle information can be obtained by calculation based on GPS information.
  • the own vehicle speed can be obtained by calculation based on a vehicle speed signal from a vehicle speed sensor (not shown), a detection signal from the steering amount sensor 20, a yaw rate signal from a yaw rate sensor (not shown), and the like.
  • the own vehicle speed can also be calculated from the rate of change of the own vehicle position.
  • information that can be used to realize the automatic driving function includes information on surrounding objects. Specifically, around the vehicle, such as front vehicles, rear vehicles, side vehicles, oncoming vehicles, vehicles crossing the intersection at the destination, pedestrians, bicycles, buildings on the road, fixed installations, obstacles, etc. This is information on the relative position, distance, and speed of the various objects (including people and animals) with respect to the vehicle.
  • Information on surrounding objects can also be acquired by inter-vehicle communication, road-to-vehicle communication, and inter-vehicle communication.
  • inter-vehicle communication by performing inter-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 surrounding vehicles that are in a blind spot and cannot be seen directly from the own vehicle.
  • road-to-vehicle communication as described above, it is possible to acquire presence information of surrounding vehicles and pedestrians.
  • the position and movement of the pedestrian can be known based on the terminal position information received via the inter-vehicle communication unit 34.
  • information that can be used to realize the automatic driving function includes regulatory information.
  • regulatory information For example, when travel regulation due to construction, accidents, natural disasters, or the like is performed in the traveling direction, the regulation information can be acquired by road-to-vehicle communication.
  • the automatic start / stop control is a control in which the vehicle 1 is automatically stopped when the condition to be stopped is satisfied during traveling, and the vehicle 1 is automatically started when the condition to be stopped is canceled after the stop. is there.
  • This control is performed using information on surrounding objects obtained from the cameras 2 to 5 and the radar sensors 11 to 14, infrastructure-related information and regulation information obtained by road-to-vehicle communication, in addition to the own vehicle information.
  • this automatic start / stop control for example, if the traffic light is blue at an intersection, the vehicle will run as it is and if it is red or yellow, it will stop. Control is performed such as stopping when it is recognized, or stopping once when the circuit breaker is not descended and then starting again. In addition, when an obstacle or the like is recognized ahead, it is automatically stopped.
  • the lane keeping control is a control configured to automatically steer the steered wheels so that the vehicle travels along the lane without departing from the lane marking.
  • This control is performed in cooperation with the route guidance function by using information related to road displays (particularly vehicle division lines) obtained from the cameras 2 to 5 and the radar sensors 11 to 14 in addition to the vehicle information.
  • the inter-vehicle distance control controls the speed so that the inter-vehicle distance from the other vehicle is kept constant when another vehicle is traveling in front of the host vehicle, and at the set vehicle speed when there is no other vehicle ahead.
  • the control is to run. This control is performed mainly using information related to surrounding objects (particularly front vehicles) obtained from the cameras 2 to 5 and the radar sensors 11 to 14 in addition to the vehicle information.
  • Lane change control detects other vehicles in the adjacent lane of the change destination when lane change (steering for lane change) is necessary, and other vehicles according to the presence, position, speed, etc. of other vehicles.
  • This control is a control for automatically changing the lane while controlling the driving force, the braking force and the steering so as not to collide with the vehicle.
  • This control is obtained not only by the own vehicle information but also by information on surrounding objects (particularly other vehicles in the adjacent lane) obtained from the cameras 2-5 and the radar sensors 11-14, information on the vehicle lane markings, and inter-vehicle communication. This is performed using information on other vehicles (traveling vehicles in adjacent lanes).
  • the level setting for each operation mode can be performed by operating the level setting operation unit 42 provided near the driver's seat individually for each operation mode.
  • the automatic driving level in the basic mode is set to level 0 by default
  • the automatic driving level in the advanced automation mode is set to level 1 by default.
  • the automatic operation level currently set can be arbitrarily set and 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 1-7. Also, for example, when the basic mode is set to level 1, the advanced automation mode can be arbitrarily changed between levels 2-7. 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.
  • the automatic control function to be executed at which level 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 is increased by one. Which automatic control function is to be executed at which level may be appropriately determined.
  • control A to control G are as follows, assuming that the number of automatic control functions executed each time the level is increased as shown in FIG. 3A. May be arbitrarily set by the driver or the like.
  • the operation mode is set to the basic mode.
  • the automatic operation switch 41 when the automatic operation switch 41 is turned off, the operation mode is set to the basic mode.
  • the automatic operation switch 41 when the automatic operation switch 41 is turned on, the operation mode becomes the advanced automation mode under a certain condition.
  • a destination a target parking position in the case of parking control.
  • a route guidance function may be started and a destination may be input via a touch panel. Automatic driving when the destination is set is basically performed along the route to the calculated destination while checking the position of the host vehicle in cooperation with the route guidance function. .
  • Each of the vehicles 61 to 67 shown in FIG. 4 has the same configuration as the vehicle 1 shown in FIGS.
  • a vehicle traveling in the communication area of the road communicator 81 can receive individual road information from the road communicator 81.
  • At least four vehicles 61, 65, 66, and 67 among the vehicles in FIG. 4 can receive individual road information from at least two roadside communication devices 81a and 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.
  • At least the vehicle 63 can receive individual road information from at least the roadside 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, that the vehicle should be stopped) and that another vehicle 64 is approaching from the right side.
  • At least the vehicle 64 can receive individual road information from at least the roadside communication device 81d in the vicinity thereof. Specifically, information such as that another vehicle 63 is approaching from the left side can be acquired.
  • FIG. 5 switches the driving mode of the vehicle 1 to either the highly automated mode or the basic mode, and determines whether the automatic driving should be canceled when the automatic driving level is level 1 or higher. This is a process for forcibly setting the automatic driving level to level 0 when it is determined that it should be canceled.
  • control unit 30a When the control unit 30a is activated when a power switch (not shown) of the vehicle 1 is turned on, for example, the control unit 30a reads the program of the automatic driving level setting process of FIG. 5 from the memory 30b and repeatedly executes it at a predetermined control cycle. To do.
  • the control unit 30a determines whether or not the automatic driving cancellation flag is set in S10.
  • the automatic driving cancellation flag is a flag that is set when it is determined that the automatic driving should be canceled. Specifically, the automatic driving cancellation flag is set in S119 of FIG.
  • the emergency stop flag is a flag that is set when it is determined that the vehicle 1 should be stopped urgently. Specifically, the emergency stop flag is a flag that is set in S120 of FIG.
  • S30 If the emergency stop flag is not set in S20 (S20: NO), it is determined in S30 whether or not the automatic operation switch 41 is turned on. If the automatic operation switch 41 is turned on (S30: YES), the operation mode is set to the highly automated mode in S40, and the process proceeds to S60. If the automatic operation switch 41 is off (S30: NO), the operation mode is set to the basic mode in S50, and the process proceeds to S60.
  • the control unit 30a executes an automatic control function based on the automatic operation level set as the advanced automation mode in S55. For example, when level 6 is set as the advanced automation mode, six types of automatic control functions A to F (see FIG. 3A) are executed. For example, when level 7 is set as the advanced automation mode, fully automatic operation is realized by executing all seven types of automatic control functions A to G. Further, the execution of the automatic control function in S55 is performed based on the acquired various information while acquiring various information including the surrounding information as necessary.
  • the control unit 30a executes an automatic control function based on the automatic operation level set as the basic mode in S50. 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 in this case is also performed based on the acquired various information while acquiring various information including the surrounding information as necessary. However, when level 0 is set as the basic mode, all automatic control functions are not executed.
  • automatic driving cancellation confirmation processing is executed.
  • the details of the automatic operation cancellation confirmation process in S60 are as shown in FIG.
  • the control unit 30a proceeds to the automatic driving cancellation confirmation process of S60, as shown in FIG. 6, the control unit 30a determines whether or not the automatic driving level set in the current driving mode is level 1 or higher in S111. If the automatic driving level is not equal to or higher than level 1 (that is, level 0) (S111: NO), the automatic driving cancellation confirmation process of FIG. 6 is terminated, thereby ending the automatic driving level setting process of FIG.
  • the system monitoring process is executed in S112.
  • the operation state (including the execution state of the automatic control function) of the vehicle 1 is monitored, and a predetermined event (required release event) for forcibly switching the automatic driving level to level 0 has occurred. This is a process for determining whether or not. Details of the system monitoring process in S112 will be described later with reference to FIG.
  • S113 the inside / outside behavior monitoring process is executed.
  • the internal / external behavior monitoring process of S113 should monitor the behavior of the vehicle occupant in the vehicle interior of the vehicle 1, the behavior of pedestrians and other vehicles outside the vehicle 1, and forcibly switch the automatic driving level to level 0. This is a process for determining whether or not a release-necessary event has occurred. Details of the internal / external behavior monitoring processing in S113 will be described later with reference to FIG.
  • the environment monitoring process of S114 is a process for monitoring the environment around the vehicle 1 and determining whether or not a release event that requires the automatic driving level to be forcibly switched to level 0 has occurred. Details of the environmental monitoring process in S114 will be described later with reference to FIG.
  • a self-diagnosis process is executed.
  • the self-diagnosis process of S115 is a process for self-diagnosis by comparing whether or not the execution state of the automatic control function by the control unit 30a itself is normal with the past execution result. Details of the self-diagnosis process in S115 will be described later with reference to FIG. 10B.
  • This notification may be performed by various methods that allow the occupant of the vehicle 1 to recognize that a necessary cancellation event has occurred and the automatic driving has been canceled.
  • a specific notification method for example, a method in which a predetermined message is generated by voice, a message is visually transmitted to the occupant using the display unit 37, or a seat is vibrated is adopted. May be.
  • this judgment is a state in which the driver can perform the driving operation when the driving operation that has been performed automatically until the automatic driving is canceled is no longer performed automatically.
  • This is a process for determining whether or not. You may decide suitably what to judge based on whether automatic driving
  • the release permission operation is an operation indicating that the driver is in a state where the driver can perform the driving operation by himself / herself.
  • the release permission operation includes a stationary state in which the driver is stationary in a specific state.
  • the driver is holding the handle 10 with at least one hand, the driver is holding the handle 10 with both hands, the driver's eyes are open, and the driver's line of sight is Set at least one of a plurality of actions and states such as facing forward of the vehicle and the behavior of the driver being normal (for example, a state in which an affirmative determination is made in the determination process of S204 described later). Also good.
  • the control unit 30a may determine whether or not the release permission operation is performed based on the image data of the indoor camera 6, for example.
  • an automatic driving cancellation flag is set in S119. Thereby, when the determination process of S10 of FIG. 5 is executed next, an affirmative determination is made and the process proceeds to S70, and the automatic driving level is forcibly set to level 0.
  • an emergency stop flag is set in S120. Thereby, when the determination process of S20 of FIG. 5 is executed next, an affirmative determination is made and the process proceeds to S90, and an emergency stop process is executed.
  • the system monitoring process of S112 in the automatic driving cancellation confirmation process of FIG. 6 will be specifically described with reference to FIG.
  • the system monitoring process of S112 proceeds, as shown in FIG. 7, it is determined in S161 whether the distance from the other vehicle is normal.
  • the distance to the other vehicle can be detected based on the detection results of the other vehicles around the own vehicle by the cameras 2 to 5 and the radar devices 11 to 14. Moreover, it can also detect based on the positional information on the other vehicle acquired through the inter-vehicle communication and the own vehicle positional information.
  • the determination of whether or not the distance to the other vehicle is normal may be, for example, by setting a distance threshold and determining that the distance is normal when the distance to the other vehicle is equal to or greater than the threshold.
  • the threshold value may be individually set according to the position of the other vehicle with respect to the own vehicle (for example, whether it is the front, rear, or side of the own vehicle).
  • it may be determined whether or not the distance from the other vehicle is normal by a method other than the above example.
  • the process proceeds to S169. If the distance to the other vehicle is not normal (S161: NO), the process proceeds to S169. If the distance to the other vehicle is not normal, the risk of collision with the other vehicle increases. And as the cause, there is a possibility that the automatic control function is not operating normally. Therefore, if the distance to the other vehicle is not normal, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver. That is, the fact that the distance to the other vehicle is not normal is one of the cancellation events that are required.
  • S162 If the distance to the other vehicle is normal (S161: YES), it is determined in S162 whether the relative speed with the other vehicle is normal.
  • the relative speed with respect to the other vehicle can be detected based on the detection results of the other vehicles around the own vehicle by the cameras 2 to 5 and the radar devices 11 to 14 as well as the distance to the other vehicle.
  • the determination as to whether or not the relative speed with the other vehicle is normal may be made, for example, by setting a relative speed threshold and determining that the relative speed with the other vehicle is normal when the relative speed with the other vehicle is equal to or lower than the threshold.
  • the threshold value may be individually set according to the position of the other vehicle with respect to the own vehicle (for example, whether it is the front, rear, or side of the own vehicle).
  • a method other than the above example may be used to determine whether the relative speed with the other vehicle is normal.
  • the process proceeds to S169.
  • the relative speed with other vehicles is not normal, there is a possibility of colliding with other vehicles. There is also a possibility that the flow of surrounding traffic is not followed. And as the cause, there is a possibility that the automatic control function is not operating normally. Therefore, if the relative speed with the other vehicle is not normal, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver. That is, the fact that the relative speed with the other vehicle is not normal is one of the cancellation events that are required.
  • Whether the suspension behavior is normal may be determined by setting a threshold for the amount of expansion / contraction of the suspension, for example, and determining that the suspension is normal when the expansion / contraction amount is equal to or less than the threshold. Further, for example, a threshold value may be set for the rate of change of the expansion / contraction amount, and the normality may be determined when the change rate of the expansion / contraction amount is equal to or less than the threshold value.
  • a threshold value may be set for the rate of change of the expansion / contraction amount, and the normality may be determined when the change rate of the expansion / contraction amount is equal to or less than the threshold value.
  • the process proceeds to S169. If the suspension behavior is not normal (S163: NO), the process proceeds to S169. If the suspension behavior is not normal, it is possible that the automatic control function is not operating normally. That is, when the automatic control function is not operating normally, unstable behavior such as sudden start, sudden stop, and sudden turn may occur, which may cause the suspension to expand and contract greatly. Therefore, if the suspension behavior is not normal, it is determined in S169 that a release-necessary event has occurred in order to forcibly cancel the automatic driving and leave the driving operation of the vehicle 1 to the driver. That is, the suspension behavior is not normal is one of the necessary release events.
  • the suspension behavior is normal (S163: YES)
  • the temperature in the engine room can be detected based on the detection result of the engine room temperature sensor 22, and the sound generated from the engine room can be detected based on the detection result of the engine room sound sensor 23.
  • the determination of whether or not the engine room is normal is performed, for example, by setting a temperature threshold for the temperature in the engine room and setting a volume threshold for the sound in the engine room. You may make it judge that it is normal when it is below a threshold value and the sound of an engine room is below a volume threshold value.
  • the sound of the engine room may be analyzed, and the sound of the engine room may be determined to be abnormal when sound quality equivalent to the sound quality that may be generated when the abnormality occurs is detected.
  • the process proceeds to S169. If the engine room is not normal (S164: NO), the process proceeds to S169. If the engine room is not normal, there is a possibility that the automatic control function is not operating normally. That is, when the automatic control function does not operate normally, the automatic driving control device 30 cannot normally control the travel drive control unit 46, and thus the travel drive control unit 46 cannot normally control the engine, the transmission, or the like. It is possible that Therefore, if the engine room is not normal, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and leave the driving operation of the vehicle 1 to the driver. That is, the fact that the engine room is not normal is one of the necessary cancellation events.
  • the abnormal current here means the above-described overcurrent (for example, an excessive current that can occur during a lightning strike).
  • the determination of whether or not an abnormal current has occurred can be made based on the detection result of the current sensor 19. For example, a threshold may be set for the current to be detected, and it may be determined that an abnormal current has occurred when the detected current is equal to or greater than the threshold.
  • S165 If an abnormal current has occurred (S165: YES), the process proceeds to S169. If an abnormal current is generated, the automatic control function may not operate normally due to the abnormal current. Therefore, when an abnormal current has occurred, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver. In other words, the occurrence of an abnormal current due to various factors such as lightning strikes is one of the necessary release events.
  • S167 If slip has occurred (S167: YES), the process proceeds to S169.
  • a slip When a slip occurs, there is a possibility that the vehicle 1 cannot be normally controlled by the automatic control function due to the slip. Therefore, if a slip occurs, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and leave the driving operation of the vehicle 1 to the driver. In other words, the occurrence of slip is one of the necessary cancellation events.
  • the steering state can be detected based on the detection result of the steering amount sensor 20. Whether the steering state is normal may be determined by setting a threshold value for the steering amount based on the neutral position, for example, and determining that the steering amount is normal when the steering amount from the neutral position is equal to or less than the threshold value. Good. Further, for example, a threshold may be set for the rate of change of the steering amount, and it may be determined as normal when the rate of change of the steering amount is equal to or less than the threshold.
  • the process proceeds to S169. If the steering state is not normal (S163: NO), the process proceeds to S169. If the steering state is not normal, it is possible that the automatic control function is not operating normally. Therefore, if the steering state is not normal, it is determined in S169 that a necessary cancellation event has occurred in order to forcibly cancel the automatic driving and leave the driving operation of the vehicle 1 to the driver. In other words, the fact that the steering state is not normal is one of the cancellation events that are required.
  • the system monitoring process of FIG. 7 (that is, the process of S112 of FIG. 6) is terminated.
  • the internal / external behavior monitoring process of S113 in the automatic driving cancellation confirmation process of FIG. 6 will be specifically described with reference to FIG.
  • the process proceeds to S210.
  • the vehicle 1 touches a specific contact portion in the vehicle or operates the emergency stop lever 43 when it feels abnormal or uneasy about the operation state of the automatic control function in the instruction manual.
  • Automatic driving can be forcibly canceled. Therefore, the fact that the contact with the specific contact site in the vehicle has been detected can be determined that the occupant of the vehicle 1 has made an intention to forcibly cancel the automatic driving.
  • the emergency stop lever 43 is operated, it is determined in S210 that a release-necessary event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver himself / herself.
  • the operation of the emergency stop lever 43 is one of the necessary release events.
  • the impact from the outside includes from a large impact such as a collision of another vehicle to a small impact such as a pedestrian or the like hitting the vehicle 1 as described above.
  • the presence or absence of an external impact can be determined based on the detection result of the impact sensor 27. If an external impact is detected (S203: YES), the process proceeds to S210. If an impact from the outside is detected, there is a possibility that the vehicle 1 is damaged and the vehicle 1 cannot travel normally. In addition, when an outside person notices that the automatic control function of the vehicle 1 does not operate normally and the vehicle 1 behaves abnormally or that the driver of the vehicle 1 has changed. The possibility of alerting the passenger of the vehicle 1 by hitting the vehicle 1 is also conceivable.
  • S204 If no external impact is detected (S203: NO), it is determined in S204 whether the driver's behavior is normal.
  • the behavior of the driver can be recognized by analyzing the shooting data of the indoor camera 6. And, for example, the driver's behavior is abnormal when the driver keeps looking aside for a certain period of time, the driver's eyes are closed for a certain period of time, or the driver is surprised, concerned, or ashamed Can be determined. Of course, it may be determined whether or not the driver's behavior is normal based on other criteria.
  • a cancellation event is required. Is determined to have occurred. That is, determining that the driver's behavior is not normal is one of the cancellation events.
  • S205 If it is determined that the driver's behavior is normal (S204: NO), it is determined in S205 whether or not the pedestrian is pointing at the vehicle. Whether or not the line of sight is directed from the pedestrian can be determined by analyzing the shooting data of the cameras 2 to 5 as described above.
  • S209 it is determined whether or not the behavior of the pedestrian who is looking at the vehicle is normal.
  • a criterion for determining whether or not the behavior of a pedestrian who is looking at the vehicle is normal may be determined as appropriate. For example, when the pedestrian's facial expression is a particular facial expression or action such as surprise, anxiety, or fear, the pedestrian's behavior may be determined to be abnormal.
  • S208 If it is determined in S208 that the eyes of pedestrians of a predetermined number or more are directed toward the own vehicle (S208: YES), and the behavior of the pedestrians who are looking at the own vehicle in S209 is determined to be not normal. If so (S209: NO), the process proceeds to S210.
  • S206 it is determined whether or not the vehicle has been passed from another vehicle (mainly an oncoming vehicle or a rear vehicle). Whether or not the vehicle has passed from another vehicle can be determined mainly by analyzing the photographing data of the front camera 2 and the rear camera 3. When passing from another vehicle (S206: YES), the process proceeds to S210.
  • another vehicle mainly an oncoming vehicle or a rear vehicle.
  • Passing from another vehicle means that the automatic control function of the vehicle 1 does not operate normally and the vehicle 1 is behaving abnormally, and the driver of the other vehicle notices the abnormal behavior and alerts them. There is a possibility that he / she gave me. Therefore, if the vehicle is passed by another vehicle, it is determined in S210 that a canceling event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver himself or stop the vehicle 1 in an emergency. To do. In other words, passing from another vehicle is one of the necessary cancellation events.
  • S207 If it is not passing from another vehicle (S206: NO), it is determined in S207 whether or not a horn is sounded from another vehicle. Whether or not a horn is sounded from another vehicle can be determined mainly based on the detection result of the vehicle exterior sound sensor 26. When a horn is sounded from another vehicle (S207: YES), the process proceeds to S210.
  • the environmental monitoring process of S114 in the automatic driving cancellation confirmation process of FIG. 6 will be specifically described with reference to FIG.
  • the process proceeds to the environmental monitoring process in S114, it is determined in S251 whether the weather around the vehicle 1 is in a heavy rain state as shown in FIG. Whether or not it is in a heavy rain state can be determined based on a detection signal from the rainfall sensor 17, for example, by setting a threshold value for the detection amount and comparing it with the threshold value. Of course, other methods may be used to determine whether or not there is heavy rain. For example, it may be determined by analyzing the rainfall from the photographing data of each camera 2-5.
  • S251 If it is determined that there is heavy rain (S251: YES), the process proceeds to S256. If it is not determined that there is heavy rain (S251: NO), the process proceeds to S252. In S252, it is determined whether or not the weather around the vehicle 1 is in a heavy snow state. The determination as to whether or not there is heavy snow may be made, for example, by analyzing the amount of snowfall from the photographing data of each camera 2-5. Of course, other methods may be used to determine whether or not there is heavy snow.
  • S252 If it is determined that there is heavy snow (S252: YES), the process proceeds to S256. If it is not determined that there is heavy snow (S252: NO), the process proceeds to S253. In S253, it is determined whether or not the surroundings of the vehicle 1 are in a dense fog state. The determination as to whether or not the vehicle is in a dense fog state may be made by analyzing, for example, the state of fog generation from the shooting data of the cameras 2 to 5 as in the determination method for the heavy snow state. Of course, other methods may be used to determine whether or not the foggy state is present.
  • the section requiring attention in this embodiment includes at least an accident-prone area, a school zone, an area where animals tend to appear and disappear.
  • the determination as to whether or not the vehicle is traveling in a section requiring attention can be made based on section information obtained through road-to-vehicle communication.
  • the shooting data of the front camera 2 includes a signboard or a road sign indicating a section requiring attention, the determination can be made based on the signboard.
  • the process proceeds to S256.
  • the vehicle 1 is traveling in a section requiring attention, it may be preferable for the driver to drive while paying attention to the traveling direction rather than relying on the automatic control function. Therefore, when the vehicle 1 is traveling in the section requiring attention, it is determined in S256 that a cancellation-necessary event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver. That is, the fact that the vehicle 1 is traveling in the section requiring attention is one of the cancellation events that are required.
  • S255 it is determined whether or not an average value of automatic driving levels of other vehicles in the surrounding area (hereinafter referred to as “ambient average level”) is equal to or lower than a predetermined level (eg, level 1 or lower). If the ambient average level is higher than the predetermined level (S255: NO), the environment monitoring process is terminated. On the other hand, when the surrounding average level is equal to or lower than the predetermined level (S255: YES), the process proceeds to S256.
  • a predetermined level eg, level 1 or lower.
  • the ambient average level can be derived by acquiring the automatic driving level set for each other vehicle from other vehicles traveling around the host vehicle and performing an average calculation of the acquired automatic driving levels.
  • the automatic driving levels of other vehicles around the host vehicle can be acquired directly by inter-vehicle communication or indirectly by road-to-vehicle communication.
  • the surrounding average level is lower than the predetermined level, it means that many other surrounding vehicles keep the automatic driving level low. That is, it can be said that there is a high possibility that drivers of many other vehicles are driving by their own driving operation without relying on the automatic control function.
  • the fact that many drivers around us are driving without relying on the automatic control function means that the area where we are currently driving is an area where it is preferable to drive with the driver's own driving operation rather than automatic driving for some reason. It is possible that there is.
  • the surrounding average level is equal to or lower than the predetermined level, it is determined in S256 that a release-necessary event has occurred in order to forcibly cancel the automatic driving and entrust the driving operation of the vehicle 1 to the driver himself / herself.
  • the fact that the ambient average level is equal to or lower than the predetermined level is one of the necessary cancellation events.
  • various specific control operations performed when the vehicle 1 travels are associated with the positions where the specific control operations have been performed.
  • This process is stored as a history.
  • the type and number of specific control operations to be stored as a history may be determined as appropriate. For example, an operation of temporarily stopping during traveling, an operation of decelerating even when there is no other vehicle ahead, and the like may be determined as the specific control operation.
  • the vehicle 1 should automatically stop where there is a temporary stop sign or its stop line. Also, in front of the pedestrian crossing, the vehicle should decelerate for safety even if there is no vehicle ahead. On the other hand, if the automatic control function does not work properly, it is possible to pass without stopping even though there is a temporary stop sign, or to pass without deceleration even if there is a pedestrian crossing There is sex. In other words, when the automatic control function is not operating normally, even if the vehicle travels in the same place where it has traveled before, it may travel differently.
  • past travel history is stored in association with the position, and when the next travel is performed in the same place, compared with the past operation state, a travel operation different from the past is performed (for example, In the case where the past was temporarily stopped but passed this time), it is determined that the automatic control function is not operating normally and the automatic operation should be released.
  • control unit 30a executes the travel history recording process of FIG. 10A in parallel with the automatic driving level setting process of FIG.
  • the control unit 30a determines whether or not the vehicle 1 has traveled a certain distance in S301. The determination in S301 is continued until the vehicle travels a certain distance. If the vehicle has traveled a certain distance (S301: YES), the process proceeds to S302.
  • the specific control operation performed in the travel section of the fixed distance is stored as the specific control information together with the position information where the specific control operation is performed. If the specific control operation at the same position is already stored, the stored content is updated. After storing the specific control information performed in the travel section of the fixed distance, the process returns to S301. As described above, every time the vehicle travels a certain distance, the storage process of the specific control information is performed for the traveling section of the certain distance.
  • the current travel position is not linked to any of the specific control information stored in the memory 30b, the current travel position is regarded as having never traveled in the past (S351: NO), The self-diagnosis process is terminated. If the current travel position matches or is close to the position information associated with any of the specific control information stored in the memory 30b, the current travel position has traveled in the past. It is determined that there is (S351: YES), and the process proceeds to S352.
  • the past specific control information corresponding to the current traveling position is read from the memory 30b. That is, it is confirmed what specific control operation has been performed in the past at the place where the vehicle is currently traveling.
  • the vehicle 1 when a release event is required, the vehicle 1 can be driven by the driver's own driving operation. Thereby, generation
  • each event is determined one by one. Specifically, as shown in S161 of FIG. 7, the distance to the other vehicle is determined, and the automatic driving is forcibly canceled when the distance to the other vehicle is not normal. Therefore, even if the vehicle 1 is likely to collide with another vehicle due to a malfunction of the automatic control function or the like, this can be avoided by the driver's own driving operation.
  • the relative speed with respect to the other vehicle is determined, and if the relative speed with the other vehicle is not normal, the automatic driving is forcibly canceled. Therefore, even if the vehicle 1 is likely to collide with another vehicle due to a malfunction of the automatic control function or the like, this can be avoided by the driver's own driving operation. Even when the traveling speed of the vehicle 1 is different from the speeds of many surrounding vehicles due to malfunction of the automatic control function or the like and does not follow the flow of surrounding traffic, It can be avoided.
  • the behavior of the suspension is judged, and if the behavior is not normal, the automatic operation is forcibly canceled. Therefore, even if the vehicle 1 shows an abnormal behavior due to malfunction of the automatic control function or the like, this can be avoided by the driver's own driving operation.
  • the state (temperature and sound) of the engine room is judged, and if it is not normal, the automatic operation is forcibly canceled. Therefore, when an abnormality occurs in the engine room due to a malfunction of the automatic control function or the like, it is possible to minimize the influence by the driver's own driving operation.
  • a gaze is collected from a pedestrian, or a pedestrian looking at the own vehicle is exhibiting an abnormal behavior (for example, pointing at the own vehicle and expressing a surprised expression If the horn is sounded from another vehicle or passed from another vehicle, automatic driving is forcibly canceled. This is because when a pedestrian or other vehicle takes an action on the host vehicle, the driving state of the host vehicle may be unstable. This is because a malfunction is considered.
  • the occupant when a necessary cancellation event occurs, the occupant is notified that automatic driving is to be canceled instead of unconditionally canceling automatic driving (S117 in FIG. 6). Then, when it can be confirmed that the automatic driving can be canceled, for example, when there is a predetermined reaction from the occupant (YES in S118 in FIG. 6), the automatic driving is canceled. Therefore, it is possible to cancel the automatic driving smoothly and appropriately and connect it to the driving operation by the driver.
  • the vehicle 1 is automatically stopped in an emergency. Therefore, for example, when it becomes difficult for the driver to drive the vehicle 1 due to the driver falling asleep or fainting, the vehicle 1 is stopped quickly and appropriately, and an unexpected situation occurs. Can be suppressed.
  • the control unit 30a corresponds to an example of a surrounding information acquisition unit, an operation mode setting unit, an automatic control unit, a release event determination unit, a notification unit, and a release permission determination unit.
  • the process of S40 and S50 of FIG. 5 is corresponded to an example of the process of an operation mode setting part.
  • the process of S55 of FIG. 5 is equivalent to an example of the process of the surrounding information acquisition unit.
  • the processing of S55 of FIG. 5 and S118 to S120 of FIG. 6 corresponds to an example of processing of the automatic control unit.
  • the process of S120 in FIG. 6 corresponds to an example of an automatic stop process among the processes of the automatic control unit.
  • FIG. 11 The electrical configuration of the vehicle of the second embodiment is shown in FIG. In FIG. 11, the same components as those of the vehicle 1 of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and detailed description thereof is omitted.
  • the vehicle of the second embodiment includes an automatic driving control device 101 and a monitoring device 102 as shown in FIG.
  • the automatic driving control device 101 is basically the same in configuration as the automatic driving control device 101 of the first embodiment except that it has a function of performing data communication with the monitoring device 102 via the network 100. Operate. That is, the control unit 101a of the automatic driving control apparatus 101 executes the automatic driving level setting process (see FIG. 5) according to various programs stored in the memory 101b, as in the case of the vehicle 1 of the first embodiment. Further, an automatic control function based on the set automatic driving level is also executed.
  • FIG. 11 the cameras 2 to 6, the radar apparatuses 11 to 14, and the sensors 16 to 27 in the vehicle 1 of the first embodiment shown in FIG. ing.
  • FIG. 11 the communication units 31 to 35 in the vehicle 1 of the first embodiment shown in FIG.
  • the monitoring device 102 does not actually execute the automatic control function, but performs the control calculation of the automatic control function in the same manner as the automatic operation control device 101. That is, both the automatic operation control device 101 and the monitoring device 102 execute control calculations necessary for realizing an automatic control function according to the set automatic operation level.
  • the monitoring device 102 compares the control calculation result of itself and the control calculation result of the automatic driving control device 101, and if the two do not match, the monitoring device 102 forces the automatic control function of the automatic driving control device 101 to be compulsory. Let it be released. Specifically, the control unit 102a of the monitoring apparatus 102 executes a control state monitoring process shown in FIG.
  • the calculation result of S501 is compared with the calculation result of the automatic operation control apparatus 101 acquired in S502, and it is determined whether or not they match. If the two do not match (S503: NO), it is determined that the calculation result by the automatic driving control apparatus 101 is not normal, and in S508, the automatic control function for forcibly releasing the automatic control function by the automatic driving control apparatus 101 is determined. Execute the process.
  • each of the control units 46 ⁇ 48 may operate without depending on the automatic driving control device 101 (that is, the automatic driving is canceled).
  • the automatic driving control device 101 may be forcibly canceled by transmitting determination information indicating that the calculation results do not match to the automatic driving control device 101 via the network 100.
  • a switch for conducting / cutting off the electrical connection state between them may be provided. Then, at least one of the switches may be turned off (that is, the electrical connection state is cut off) so that the automatic operation control device 101 cannot be controlled.
  • the automatic operation control apparatus 101 is illegally accessed from the outside as a cause of an abnormal calculation result by the automatic operation control apparatus 101. Therefore, a switch is provided between the communication means group 112 and the automatic operation control device 101 to turn on and off the electrical connection state between them, and the switch is turned off (that is, the electrical connection state is cut off). Thus, physical access from the outside may be prohibited.
  • S504 determines whether or not a release-necessary event has occurred. Specifically, it is determined whether or not a necessary release event has occurred by performing exactly the same processing as S112 to S115 in the automatic driving cancellation confirmation processing of the first embodiment shown in FIG.
  • the monitoring device 102 is provided separately from the automatic operation control device 101.
  • the control calculation is performed in substantially the same manner as in the automatic driving control device 101, and the calculation result is compared with the calculation result in the automatic driving control device 101. Accordingly, it is determined whether or not the automatic operation control apparatus 101 is operating normally.
  • the monitoring apparatus 102 performs the forced release process (S508 in FIG. 12) to forcibly release the automatic operation.
  • the automatic operation control device 101 releases the automatic operation by itself when the release event is required, as in the first embodiment.
  • a forced release process for releasing the automatic operation is also performed from the monitoring device 102. Therefore, when the situation where automatic driving should be canceled occurs, automatic driving can be canceled more reliably.
  • the automatic driving may be canceled based on the behavior of an occupant other than the driver. .
  • the behavior of the occupant including the driver
  • whether or not to cancel the automatic driving may be determined according to the content of the occupant's story. For example, when someone says “Ambulance is coming from behind!”, Automatic driving may be canceled and left to the driver. That is, the automatic operation may be canceled in response to a specific word or sentence.
  • the vehicle's driving condition is monitored on the infrastructure side, and if the driving condition is unstable (that is, the automatic control function may not operate normally), that fact is indicated between the road and the vehicle. You may make it notify via communication. Then, on the vehicle side, when the notification is received from the infrastructure side, the automatic driving may be forcibly canceled.
  • the automatic operation level is forcibly set to level 0 when any cancellation event occurs when the automatic operation level is level 1 or higher.
  • the automatic operation level may be set to 0 (that is, ignored if the level is less than level n) when a release event is required at a level n or higher.
  • the operation mode is the advanced automation mode
  • the automatic operation level is forcibly set to level 0 when a necessary release event occurs
  • the operation mode is the basic mode
  • the basic mode is set. May be maintained.
  • the automatic driving level it is not essential to set the automatic driving level to level 0 when a release event is required, and it may be lowered to a level lower than at least the current automatic driving level. For example, it may be switched to the basic mode when an event requiring cancellation occurs in the advanced automation mode.
  • Cameras and radar devices necessary for realizing automatic driving may be provided anywhere in the vehicle 1 or any number.
  • the installation location and number of cameras and radar devices may be determined as appropriate so as to realize a desired automatic control function.
  • operation is not limited to the various apparatuses shown in FIG. 1, FIG.
  • the functions of one component in the above embodiment may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component.
  • at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function.
  • at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment.
  • all the aspects included in the technical idea specified only by the wording described in the claims are embodiments of the present disclosure.
  • An automatic driving control device mounted on a vehicle A surrounding information acquisition unit that acquires surrounding information that is surrounding information of the vehicle;
  • the driving mode of the vehicle includes an advanced automation mode for automatically executing at least a part of a plurality of types of driving operations necessary for traveling of the vehicle based on the surrounding information, and the driving operation for automatically executing the vehicle.
  • An operation mode setting unit for setting to one of the basic modes in which the type of automatic operation is less than or equal to the advanced automation mode, and Based on the operation mode set by the operation mode setting unit, an automatic control unit that executes the automatic operation set in the operation mode;
  • the operation mode is set to an operation mode having at least one automatic operation to be executed, a predetermined requirement to cancel at least one of the automatic operation set in the operation mode
  • a release event determination unit that determines whether a release event has occurred, With When the operation mode is set to an operation mode having at least one automatic operation to be executed, the automatic control unit determines that the required release event has occurred by the required release event determining unit. If it is, stop execution of at least one of the set automatic driving operations, Automatic operation control device.
  • the operation mode when the operation mode is set to the highly automated mode, the operation mode is set to the basic mode as well as the necessity event determination unit determines whether or not the event requiring the release has occurred. Even if the basic mode is set to execute at least one of a plurality of types of automatic driving operations, the release event determining unit determines whether or not a release event requiring release has occurred. Is called.
  • a release-needed event is an event that may occur due to the fact that the automatic driving operation being executed is not normally executed, or when the automatic driving operation is being executed normally at the present time. This is an event that may interfere with the execution of the automatic driving operation.
  • One or more release events may be set in advance.
  • the release event determination unit may determine whether or not all of the multiple release events are required, or some of the multiple release events that are required It may be determined whether or not the occurrence has occurred. In the latter case, it may be determined appropriately as to which of a plurality of necessary release events is to be determined. For example, based on the automatic driving operation that is set to be executed in the current operation mode, the necessary cancellation event that occurs when the automatic driving operation is not normally executed, and the automatic driving operation is hindered. You may make it include at least one of the possibility cancellation required events in a judgment object.
  • the timing itself at which the release event determining unit determines whether or not a release event needs to occur may be determined as appropriate. For example, whether or not the release event determination unit should determine whether or not a release event has occurred according to the number and type of automatic driving operations set to be executed in the current operation mode In particular, it may be determined at which timing to determine.
  • the release event at least one operation state that may occur when the operation state of the vehicle may not be normally executed as the automatic driving operation set as an execution target; and An automatic operation control device in which at least one of the at least one operation state in which the automatic operation operation set as an execution target may not be executed normally is set. .
  • the operation state of the vehicle in which the automatic driving operation may not be normally executed (or may not be normally executed) is appropriately set as a release event, so that the running automatic driving operation should be stopped. It is possible to appropriately determine whether or not (C) In the above (A) or (B), As the release event, the occupant of the vehicle exhibits a specific first behavior, the person around the vehicle exhibits a specific second behavior, and other surroundings of the vehicle An automatic driving control device in which at least one of the vehicle is performing a specific third action is set.
  • the specific environment means an environment in which the automatic driving operation being executed may not be executed normally, or an environment in which one or more specific automatic driving operations should not be executed. For example, heavy rain or heavy fog The bad weather such as. Further, for example, a case where the vehicle is traveling in an area where it is preferable to entrust the driver to the driving operation rather than the automatic driving, such as a school zone or an accident-prone area.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
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