JP2018176959A - Automatic drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic drive system capable of changing gradual change time of a control instruction value in accordance with an intervention intention of a driver in overriding.SOLUTION: An automatic drive system includes: an override determination part for determining whether an override has been performed to transition to a manual drive by disengaging automatic drive control; an intervention intention determination part for determining whether a driver has a strong intervention intention or weak intervention intention in the case of the override being performed; and a mode determination part for determining whether the automatic drive control has been started by an automatic engage mode or triggered engage mode. Further, in a case where the automatic drive control has been started by the automatic engage mode, the vehicle control part lengthens gradual change time until a control instruction value for the automatic drive control becomes zero in comparison with the case of the driver having a strong intervention intention or the automatic drive control having been started by the triggered engage mode.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an automatic driving system.

  DESCRIPTION OF RELATED ART Conventionally, the following patent document 1 is known as technical literature regarding an automatic driving system. Patent Document 1 discloses an automatic driving control method in which the user (passenger) is notified of the completion of preparation when it is determined by the control computer that preparation for performing automatic driving control of the vehicle is ready. A method is shown for engaging automatic driving control when the control computer receives a first input indicating that the user is ready after the notification.

U.S. Patent No. 8670891

  By the way, the automatic driving control of the vehicle is canceled when the driver performs an operation such as an override for shifting from the automatic driving control to the manual driving. When the driver performs overriding, the driver immediately sets the control command value of the system to zero and wants to perform complete manual operation, and the driver gradually reduces the control command value of the system to manual operation with a margin. You may want to make a transition. However, in the conventional automatic driving system, the control command value is not adjusted in consideration of the intention of the overriding driver, and there is room for improvement.

  Therefore, in the present technical field, it is desired to provide an automatic driving system capable of changing the gradual change time of the control command value according to the driver's intervention intention in the override.

  One aspect of the present invention is an automatic engagement mode in which automatic driving control of the vehicle is automatically started when the automatic engagement condition is satisfied, and the automatic driving start condition is satisfied, and the driver of the vehicle starts the automatic driving. An automatic operation system capable of executing a triggered engage mode of starting automatic operation control of a vehicle when a trigger is input, wherein the automatic operation control is canceled during execution of the automatic operation control, and transition to manual operation is made. An override determination unit that determines whether or not an override has been performed, and a vehicle control unit that cancels automatic operation control and shifts to manual operation when the override determination unit determines that the override has been performed; If the overriding determination unit determines that overriding has been performed, the driver is strong based on the driver's operation. The intervention intention determination unit determines whether the driver has a weak intervention intention or the intervention intention determination unit determines that the driver has a weak intervention intention. The vehicle control unit determines that the automatic driving control has been started by the automatic engagement mode by the mode determination unit. The mode determining unit determines whether the driving control is started by the automatic engagement mode or the triggered engagement mode. If it is determined that the intervention intention determination unit determines that the driver has a strong intervention intention, or if the mode determination unit determines that the automatic driving control is started in the triggered engagement mode When it is determined that the override is performed by the override determination unit, the actu Control command value to the motor is longer gradual change time until zero.

  According to one aspect of the present invention, it is possible to change the gradual change time of the control command value according to the driver's intervention intention in the override.

It is a block diagram showing the automatic driving system concerning one embodiment. It is a graph which shows an example of change of the control command value at the time of transfer to manual operation. It is a graph which shows the relationship between steering speed and gradual change time. It is a flow chart which shows transfer processing of manual operation. It is a graph which shows the other example of the relationship between steering speed and gradual change time.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing an automatic driving system according to an embodiment. The automatic driving system 100 according to the first embodiment shown in FIG. 1 is mounted on a vehicle such as a passenger car, and executes automatic driving of the vehicle. The automatic driving control is a vehicle control that causes the vehicle to automatically travel toward a preset destination. In automatic driving control, there is no need for the driver to perform a driving operation, and the vehicle travels automatically.

[Configuration of automatic driving system]
As shown in FIG. 1, the automatic driving system 100 includes an ECU (Electronic Control Unit) 10 that centrally manages the system. The ECU 10 is an electronic control unit having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. In the ECU 10, for example, a program stored in the ROM is loaded into the RAM, and the CPU loaded the program into the RAM to implement various functions. The ECU 10 may be configured of a plurality of electronic units.

  The ECU 10 is connected to a GPS reception unit 1, an external sensor 2, an internal sensor 3, a map database 4, a driving operation detection unit 5, a navigation system 6, an actuator 7 and an HMI (Human Machine Interface) 8.

  The GPS receiving unit 1 measures the position of the vehicle (for example, the latitude and longitude of the vehicle) by receiving signals from three or more GPS satellites. The GPS receiver 1 transmits the measured position information of the vehicle to the ECU 10.

  The external sensor 2 is a detection device that detects the situation around the vehicle. The external sensor 2 includes at least one of a camera and a radar sensor.

  The camera is an imaging device that captures an external situation of the vehicle. The camera is provided behind the windshield of the vehicle. The camera transmits imaging information regarding the external condition of the vehicle to the ECU 10. The camera may be a monocular camera or a stereo camera. The stereo camera has two imaging units arranged to reproduce binocular parallax.

  A radar sensor is a detection device that detects an obstacle around a vehicle using radio waves (for example, millimeter waves) or light. The radar sensor includes, for example, a millimeter wave radar or a rider (LIDAR: Light Detection and Ranging). The radar sensor transmits radio waves or light around the vehicle, and detects an obstacle by receiving the radio waves or light reflected by the obstacle. The radar sensor transmits the detected obstacle information to the ECU 10. Obstacles include fixed obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

  The internal sensor 3 is a detection device that detects the traveling state of the vehicle and the vehicle state. The internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle. As the vehicle speed sensor, for example, a wheel speed sensor that is provided to a wheel or a drive shaft that integrally rotates with a wheel of the vehicle and detects a rotational speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects an acceleration in the longitudinal direction of the vehicle, and a lateral acceleration sensor that detects a lateral acceleration of the vehicle. The acceleration sensor transmits, for example, acceleration information of the vehicle to the ECU 10. The yaw rate sensor is a detector that detects a yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. For example, a gyro sensor can be used as the yaw rate sensor. The yaw rate sensor transmits the detected yaw rate information of the vehicle to the ECU 10. The internal sensor 3 includes a door sensor that detects the opening and closing of the door of the vehicle as the vehicle state.

  The map database 4 is a database that stores map information. The map database 4 is formed, for example, in an HDD [Hard Disk Drive] mounted on a vehicle. The map information includes road position information, road shape information (for example, curves, types of straight portions, curvature of curves, etc.), position information of intersections and junctions, position information of structures, and the like. The map information also includes traffic control information such as legal speed associated with the position information. The map information also includes facility data including the location of the facility and the type of facility (type of school, hospital, station, convenience store, etc.). The map database 4 may be stored in a computer of a facility such as a management center that can communicate with the vehicle.

  The driving operation detection unit 5 detects the driving operation of the driver. The driving operation detection unit 5 includes, for example, an accelerator pedal sensor, a brake pedal sensor, and a steering sensor. The accelerator pedal sensor detects the amount of depression of the accelerator pedal by the driver. The brake pedal sensor detects the amount of depression of the brake pedal by the driver. The steering sensor detects at least one of a steering speed, a steering angle, and a steering torque of a steering wheel by a driver. The steering sensor may include a touch sensor provided on the steering wheel. The touch sensor detects the gripping force of the driver's hand gripping the steering wheel. The driving operation detection unit 5 may include a shift sensor that detects a shift operation of the driver. The driving operation detection unit 5 transmits the detected driving operation of the driver to the ECU 10.

  The navigation system 6 is mounted on a vehicle and sets a target route on which the vehicle travels by automatic driving control. The navigation system 6 sets a target route from the position of the vehicle to the destination E based on the destination E set in advance, the position of the vehicle measured by the GPS receiver 1, and the map information of the map database 4. Calculate The destination E of the automatic driving control is set by the driver of the vehicle operating the input button (or the touch panel) of the navigation system 6. The target route is set by distinguishing the lanes that make up the road. The navigation system 6 can set a target route by a known method. The navigation system 6 may have a function of performing guidance along a target route when the driver manually drives the vehicle. The navigation system 6 outputs information of the target route of the vehicle to the ECU 10. The navigation system 6 may be executed by a server of a facility such as an information processing center capable of communicating with a vehicle. The functions of the navigation system 6 may be performed in the ECU 10.

  In the target route referred to here, the “driving support device” described in Japanese Patent No. 5382218 (WO2011 / 158347) or the “automatic driving device” described in JP2011-162132A. When a destination is not explicitly set by the driver, such as a road travel route, a target route that is automatically generated based on past destination history and map information is also included.

  The actuator 7 is a device used to control a vehicle. The actuator 7 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air supplied to the engine (throttle opening degree) in accordance with the acceleration control command value from the ECU 10 to control the driving force of the vehicle. When the vehicle is a hybrid vehicle, in addition to the amount of air supplied to the engine, an acceleration control command value from the ECU 10 is input to a motor as a power source to control the driving force. When the vehicle is an electric vehicle, instead of the throttle actuator, an acceleration control command value from the ECU 10 is input to a motor as a power source to control the driving force. A motor as a power source in these cases constitutes an actuator 7.

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

  The HMI 8 is an interface for inputting and outputting information between the autonomous driving system 100 and a passenger. The HMI 8 includes, for example, a display, a speaker, and the like. The HMI 8 performs an image output of a display and an audio output from a speaker according to a control signal from the ECU 10. The display may be a head up display. The HMI 8 includes, for example, an input device (a button, a touch panel, an audio input device, and the like) for receiving an input from a passenger.

  Next, the functional configuration of the ECU 10 will be described. As shown in FIG. 1, the ECU 10 includes a vehicle position recognition unit 11, a traveling environment recognition unit 12, a traveling condition recognition unit 13, a triggered engagement determination unit 14, an automatic engagement determination unit 15, a travel plan generation unit 16, and an override determination unit. 17, an intervention intention determination unit 18, a mode determination unit 19, and a vehicle control unit 20.

  The vehicle position recognition unit 11 recognizes the position of the vehicle on the map based on the position information of the GPS reception unit 1 and the map information of the map database 4. In addition, the vehicle position recognition unit 11 uses the position information of a fixed obstacle such as a power pole included in the map information of the map database 4 and the detection result of the external sensor 2 to obtain a vehicle by SLAM (Simultaneous Localization And Mapping) technology Recognize the position of The vehicle position recognition unit 11 may also recognize the position on the map of the vehicle by a known method.

  The traveling environment recognition unit 12 recognizes the traveling environment of the vehicle based on the detection result of the external sensor 2. The traveling environment includes the position of the obstacle with respect to the vehicle, the relative velocity of the obstacle with respect to the vehicle, the moving direction of the obstacle with respect to the vehicle, and the like. The traveling environment recognition unit 12 recognizes the traveling environment of the vehicle by a known method based on the captured image of the camera and the obstacle information of the radar sensor.

  The traveling state recognition unit 13 recognizes the state of the traveling vehicle based on the detection result of the internal sensor 3. The traveling state includes the vehicle speed of the vehicle, the acceleration of the vehicle, and the yaw rate of the vehicle. Specifically, the traveling state recognition unit 13 recognizes the vehicle speed of the vehicle based on the vehicle speed information of the vehicle speed sensor. The traveling state recognition unit 13 recognizes the acceleration (longitudinal acceleration and lateral acceleration) of the vehicle based on the acceleration information of the acceleration sensor. The traveling state recognition unit 13 recognizes the yaw rate of the vehicle based on the yaw rate information of the yaw rate sensor.

  The triggered engagement determination unit 14 determines whether the automatic driving start condition is satisfied when the vehicle is in the triggered engagement mode. The triggered engagement mode is a mode in which the automatic operation control of the vehicle is started by the operation of the driver. The driver can put the vehicle in the triggered engagement mode by inputting the mode setting to the HMI 8.

  The automatic operation start condition is a condition that is a prerequisite for starting the automatic operation control by the triggered engagement. The automatic driving start condition may be, for example, one of the conditions that the vehicle is positioned in an automatically drivable section preset on a map. The section in which the automatic driving is possible is set based on, for example, the accuracy and freshness of the map information stored in the map database 4. The automatic driving start condition may be one of the conditions that the error of the position of the vehicle by the vehicle position recognition unit 11 is equal to or less than the error threshold. The error threshold is a preset threshold. The error of the position of the vehicle can be determined by a known method.

  The automatic driving start condition may be one of the conditions that the reliability of the automatic driving system 100 calculated by a known method is equal to or higher than the reliability threshold. The reliability threshold is a preset threshold. The reliability of the autonomous driving system 100 may be determined from the reliability of the external sensor 2 and the reliability of the internal sensor 3 or the like. The reliability of the external sensor 2 can be determined, for example, from the consistency between the obstacle recognized from the captured image of the camera of the external sensor 2 and the obstacle information of the radar sensor. The automatic driving start condition may be one of the conditions that the vehicle is in a straight posture and the vehicle speed is equal to or less than a predetermined threshold. The automatic driving start condition may be one of the conditions that the shift lever of the vehicle is at the shift position of “D (drive)”.

  The triggered engagement determination unit 14 includes map information of the map database 4, the position on the map of the vehicle recognized by the vehicle position recognition unit 11, the traveling environment of the vehicle recognized by the traveling environment recognition unit 12, and the traveling state recognition unit 13. Based on the recognized traveling condition of the vehicle, it is determined whether the automatic driving start condition is satisfied.

  When the triggered engagement determination unit 14 determines that the automatic driving start condition is satisfied, the triggered engagement determination unit 14 determines whether the automatic driving start trigger is input by the occupant. The automatic driving start trigger is input to the automatic driving system 100 when the occupant operates the trigger input unit included in the input unit of the HMI 8. The automatic driving start trigger is input, for example, by pressing and holding a trigger input unit, which is a button, for a certain period of time. The automatic driving start trigger may be input by voice. The triggered engagement determination unit 14 determines, based on the input signal of the HMI 8, whether or not the automatic driving start trigger is input.

  The automatic engagement determination unit 15 determines whether the automatic engagement condition is satisfied when the vehicle is in the automatic engagement mode. The automatic engagement mode is a mode in which automatic operation control of the vehicle is automatically started when the vehicle satisfies the automatic engagement condition. The driver can switch the vehicle to the automatic engagement mode by inputting the mode setting to the HMI 8.

  The automatic engagement condition is a condition for starting automatic operation control by automatic engagement. The auto-engagement condition can be one of the conditions that the vehicle has reached the start point of the auto-engagement set in advance on the map. The start point of the automatic engagement includes, for example, the entry point of the lane exclusively for automatic driving.

  The automatic engagement condition may be the same as the automatic operation start condition described above, or may be different from the automatic operation start condition. The automatic engagement condition may be a condition (severe condition) in which automatic operation control is difficult to start as compared with the automatic operation start condition.

  The automatic engagement condition may be one of the conditions that the error of the position of the vehicle by the vehicle position recognition unit 11 is equal to or less than a second error threshold. In this case, the second error threshold may be smaller than the error threshold in the automatic driving start condition. Similarly, the automatic engagement condition may be one of the conditions that the reliability of the automatic driving system 100 calculated by a known method is equal to or higher than a second reliability threshold. The second reliability threshold may be larger than the reliability threshold in the automatic driving start condition. The automatic engagement condition may be one of the conditions that the shift lever of the vehicle is in the “A (automatic)” shift position.

  The automatic engagement determination unit 15 recognizes map information of the map database 4, the position on the map of the vehicle recognized by the vehicle position recognition unit 11, the traveling environment of the vehicle recognized by the traveling environment recognition unit 12, and recognition of the traveling state recognition unit 13. Based on the running condition of the vehicle, it is determined whether the automatic engagement condition is satisfied.

  The travel plan generation unit 16 includes map information of the map database 4, route information of the navigation system 6, a position on the map of the vehicle recognized by the vehicle position recognition unit 11, a traveling environment of the vehicle recognized by the traveling environment recognition unit 12, Based on the traveling state of the vehicle recognized by the traveling state recognition unit 13, a traveling plan for automatic driving control is generated.

  The travel plan includes a steering plan for steering the vehicle and a vehicle speed plan for the vehicle speed of the vehicle. The steering plan includes a target steering angle corresponding to the position on the route on which the vehicle travels by the automatic driving control. The position on the route is the position on the map in the extension direction of the route (that is, the target route of the automatic driving control). Specifically, the position on the path can be a set vertical position set for each predetermined interval (for example, 1 m) in the extending direction of the path. The target steering angle is a value serving as a control target of the steering angle of the vehicle in the travel plan. The travel plan generating unit 16 generates a steering plan by setting the target steering angle at each position separated by a predetermined distance on the route. Note that instead of the target steering angle, a target steering torque or a target lateral position (a position in the width direction of the road to be the target of the vehicle) may be used.

  The vehicle speed plan includes the target vehicle speed according to the position on the route on which the vehicle travels by the automatic driving control. The target vehicle speed is a value serving as a control target of the vehicle speed in the travel plan. The travel plan generation unit 16 generates a vehicle speed plan by setting the target vehicle speed for each position separated by a predetermined distance on the route. Note that target acceleration or target jerk may be used instead of the target vehicle speed. Instead of the position on the path (set vertical position), time may be used as a reference.

  The override determination unit 17 determines whether overriding has been performed based on the driving operation of the driver detected by the driving operation detection unit 5 during execution of the automatic driving control of the vehicle. The override is an operation for the driver to cancel the automatic driving control and shift to the manual driving.

  For overriding, the driver operates the steering wheel at a steering speed equal to or higher than the first steering speed threshold, the driver rotates the steering angle of the steering wheel at the first steering angle threshold or higher, and the driver applies the steering wheel to the steering wheel At least one operation of the operation for setting the steering torque to the first steering torque threshold or more may be included. For overriding, the driver performs an operation to set the depression amount of the accelerator pedal to the first accelerator depression amount or more, an operation to the driver to set the depression speed of the accelerator pedal to the first accelerator depression speed threshold or more, the driver The operation may include at least one of an operation for setting the depression amount equal to or more than the first brake depression amount threshold and an operation for setting the depression speed of the brake pedal equal to or more than the first brake depression speed threshold. Each threshold may be a preset value. The same applies to various threshold values to be described later.

  When the override determination unit 17 determines that the override is performed, the intervention intention determination unit 18 determines whether the driver has a strong intervention intention or a weak intervention intention. The intervention intention determination unit 18 performs the above determination based on the driving operation of the driver detected by the driving operation detection unit 5. As one example, the intervention intention determination unit 18 makes the above determination based on the driver's driving operation within a predetermined time including the time when it is determined that the override is performed or the time when the override is determined.

  The intervention intention determination unit 18 determines that the driver has a strong intervention intention, for example, when the driver's steering speed is equal to or higher than the second steering speed threshold. The second steering speed threshold is a value equal to or greater than the first steering speed threshold used to determine the override. That is, the second steering speed threshold may be equal to the first steering speed threshold. In this case, when it is determined that the override is performed because the driver's steering speed is equal to or higher than the first steering speed threshold, the intervention intention determination unit 18 determines that the driver has a strong intervention intention. .

  Similarly, when the driver's steering angle is equal to or greater than the second steering angle threshold, the intervention intention determination unit 18 may determine that the driver has a strong intervention intention, and the driver's steering torque May be determined to have a strong intervention intention if the second steering torque threshold value or more. The second steering angle threshold is also a value greater than or equal to the first steering angle threshold, and the second steering torque threshold is also a value greater than or equal to the first steering torque threshold. When there is a negative value in the steering angle, the comparison is made with the absolute value.

  The intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the state in which the driver's steering angle is the second steering angle threshold or more continues for a predetermined time or more. Similarly, the intervention intention determination unit 18 determines that the driver has a strong intervention intention when the state in which the driver's steering torque is equal to or greater than the second steering torque threshold continues for a predetermined time or more. It is also good. The intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the gripping force (pressure) gripping the driver's steering wheel is equal to or greater than the gripping force threshold.

  The intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the depression amount of the driver's accelerator pedal is equal to or more than the second accelerator depression amount threshold. The intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the depression speed of the accelerator pedal of the driver is equal to or higher than the second accelerator depression speed threshold. The second accelerator depression amount threshold is a value larger than the first accelerator depression amount threshold, and the second accelerator depression speed threshold is a value larger than the first accelerator depression speed threshold.

  Similarly, the intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the depression amount of the driver's brake pedal is equal to or more than the second brake depression amount threshold. The intervention intention determination unit 18 may determine that the driver has a strong intervention intention when the depression speed of the driver's brake pedal is equal to or higher than the second brake depression speed threshold. The second brake depression amount threshold is a value larger than the first brake depression amount threshold, and the second brake depression speed threshold is a value larger than the first brake depression speed threshold.

  The intervention intention determination unit 18 determines that the driver has a strong intervention intention when the state where the depression amount of the driver's accelerator pedal is equal to or more than the second accelerator depression amount threshold continues for a predetermined time or more. May be The intervention intention determination unit 18 determines that the driver has a strong intervention intention when the state where the depression amount of the driver's brake pedal is the second accelerator depression amount threshold or more continues for a predetermined time or more. May be If the intervention intention determination unit 18 does not determine that the driver has a strong intervention intention, it determines that the driver has a weak intervention intention.

  When it is determined by the intervention intention determination unit 18 that the driver has a weak intervention intention, the mode determination unit 19 starts the automatic operation control under execution by the automatic engagement mode or by the triggered engagement mode. Determine the height. When the automatic operation control under execution is started because the triggered engagement determination unit 14 determines that the automatic operation start trigger is input, the mode determination unit 19 starts the automatic operation control under execution according to the triggered engagement mode. Determine that it has started. When the automatic operation control under execution is started because the automatic engagement determination unit 15 determines that the automatic engagement condition is satisfied, the mode determination unit 19 starts the automatic operation control under execution by the automatic engagement mode. judge.

  The vehicle control unit 20 executes automatic driving control of the vehicle. The vehicle control unit 20 includes map information of the map database 4, the position on the map of the vehicle recognized by the vehicle position recognition unit 11, the traveling environment of the vehicle recognized by the traveling environment recognition unit 12, and the vehicle recognized by the traveling state recognition unit 13. The automatic driving control of the vehicle is performed on the basis of the traveling state of and the traveling plan generated by the traveling plan generation unit 16. The vehicle control unit 20 transmits a control command value (a steering control command value, an acceleration control command value, a deceleration control command value, etc.) to the actuator 7 to perform automatic driving control of the vehicle in accordance with the travel plan. The vehicle control unit 20 can execute automatic driving control by a known method.

  When the triggered engagement determination unit 14 determines that the automatic driving start trigger is input, the vehicle control unit 20 starts the automatic operation control by the triggered engagement. When it is determined by the automatic engagement determination unit 15 that the automatic engagement condition is satisfied, the vehicle control unit 20 starts automatic operation control by automatic engagement.

  When it is determined that the override is performed by the override determination unit 17 during execution of the automatic driving control, the vehicle control unit 20 cancels the automatic driving control and shifts to a manual driving of the driver. The vehicle control unit 20 shifts to the manual operation by gradually reducing the control command value to the actuator 7 of the vehicle in the automatic driving control to zero. The time from when it is determined that the override is performed by the override determination unit 17 to when the control command value becomes zero is referred to as a gradual change time. The gradual change time of each of the steering control command value, the acceleration control command value, and the deceleration control command value may be identical or different.

  FIG. 2 is a graph showing an example of a change in control command value at the time of transition to manual operation. The horizontal axis in FIG. 2 is time, and the vertical axis is control command value Yt. FIG. 2 shows the control command value at the time of the overriding determination as Ym and the gradual change time as Tdec. As shown in FIG. 2, the vehicle control unit 20 gradually reduces the control command value Yt from the time of the override determination, and performs control so that it becomes zero when the gradual change time Tdec is completed.

  When the mode determination unit 19 determines that the automatic driving control is started in the automatic engagement mode, the vehicle control unit 20 determines that the driver has a strong intervention intention by the intervention intention determination unit 18. The gradual change time is made longer than in the case where it is determined by the case or mode determination unit 19 that the automatic operation control is started in the triggered engagement mode.

  Specifically, when the vehicle control unit 20 determines that the automatic driving control is started by the automatic engagement mode by the mode determination unit 19 in the transition to the manual driving, the first gradual change time T1 is set as the gradual change time. Set The vehicle control unit 20 completes the transition to the manual driving of the driver by gradually reducing the control command value to zero at the first gradual change time T1.

  On the other hand, when it is determined that the driver has a strong intervention intention by the intervention intention determination unit 18, the vehicle control unit 20 determines that the automatic driving control is started by the triggered engagement mode by the mode determination unit 19. In this case, the second gradual change time T2 is set as the gradual change time. The second gradual change time T2 is shorter than the first gradual change time T1. In other words, the first gradual change time T1 is longer than the second gradual change time T2.

  The vehicle control unit 20 completes the transition to the driver's manual driving by gradually reducing the control command value to zero at the second gradual change time T2. The second gradual change time T2 may be zero time. In this case, the vehicle control unit 20 immediately sets the control command value of the automatic driving control to zero and completes the transition to the manual driving.

  Here, FIG. 3 is a graph showing the relationship between the steering speed and the gradual change time. The horizontal axis in FIG. 3 is the steering speed of the driver at the time of the overriding determination, and the vertical axis is the gradual change time Tdec. FIG. 3 shows the second steering speed threshold as dθth. In this case, when the driver's steering speed is equal to or higher than the second steering speed threshold dθth, the intervention intention determination unit 18 determines that the driver has a strong intervention intention. When the intervention intention determination unit 18 determines that the driver has a strong intervention intention, the vehicle control unit 20 sets a second gradual change time T2. On the other hand, when the driver's steering speed is less than the second steering speed threshold dθth, the intervention intention determination unit 18 determines that the driver has a weak intervention intention. The vehicle control unit 20 is a case where the intervention intention determination unit 18 determines that the driver has a strong intervention intention, and the mode determination unit 19 determines that the automatic driving control is started in the automatic engagement mode. When this is done, a first gradual change time T1 longer than the second gradual change time T2 is set.

  The manual driving also includes the case where a known driving support control for supporting the driver's driving is executed. That is, in the manual operation, control command values as driving support control such as ACC (Adaptive Cruise Control) and LKA (Lane KeepAssist) may be transmitted to the actuator 7.

[Transition process of manual operation of automatic operation system]
Next, transition processing of the manual operation of the automatic driving system 100 will be described. FIG. 4 is a flowchart showing a transition process of the manual operation. The process of the flowchart shown in FIG. 4 is performed when the vehicle is performing automatic operation control.

  As shown in FIG. 4, the ECU 10 of the automatic driving system 100 determines in S <b> 10 whether or not the override is performed by the override determination unit 17. The override determination unit 17 performs the above determination based on the driving operation of the driver detected by the driving operation detection unit 5 during execution of the automatic driving control of the vehicle. If it is not determined that the override has been performed (S10: NO), the ECU 10 ends the process of this time. Thereafter, the ECU 10 repeats the process of S10 again after a predetermined time has elapsed. If it is determined that the override has been performed (S10: YES), the ECU 10 proceeds to S12.

  In S12, the ECU 10 uses the intervention intention determination unit 18 to determine whether the driver has a strong intervention intention or a weak intervention intention. The intervention intention determination unit 18 performs the above determination based on the driving operation of the driver detected by the driving operation detection unit 5. If it is determined that the driver has a weak intervention intention (S12: NO), the ECU 10 proceeds to S14. If it is determined that the driver has a strong intervention intention (S12: YES), the ECU 10 proceeds to S18.

  In S14, the ECU 10 determines whether the automatic operation control being executed by the mode determination unit 19 has been started in the automatic engagement mode or in the triggered engagement mode. If it is determined that the ECU 10 has been started in the automatic engagement mode (S14: YES), the ECU 10 proceeds to S16. When it is determined that the ECU 10 has been started in the triggered engagement mode (S14: NO), the ECU 10 proceeds to S18.

  In S16, the ECU 10 sets the first gradual change time T1 as the gradual change time Tdec for shifting to the manual operation by the vehicle control unit 20. Thereafter, the ECU 10 shifts to S20.

  In S18, the ECU 10 sets the second gradual change time T2 as the gradual change time Tdec for shifting to the manual operation by the vehicle control unit 20. The second gradual change time T2 is shorter than the first gradual change time T1. Thereafter, the ECU 10 shifts to S20.

  In S20, the ECU 10 causes the vehicle control unit 20 to shift to manual operation. The vehicle control unit 20 completes the transition to the manual driving by gradually reducing the control command value Yt to zero in accordance with the set gradual change time Tdec.

[Operational effects of the autonomous driving system]
According to the automatic driving system 100 according to the embodiment described above, if it is determined that the automatic driving control is started in the automatic engagement mode when it is determined that the override is performed, the driver strongly intervenes The gradual change time Tdec is made longer than in the case where it is determined that the intention is present or in the case where it is determined that the automatic operation control is started by the triggered engagement mode. Therefore, according to the autonomous driving system 100, it is possible to change the gradual change time Tdec of the control command value Yt in accordance with the driver's intervention intention in the override.

  According to the autonomous driving system 100, when the driver has a weak intervention intention and wants to resume the autonomous driving control depending on the situation, it takes a long time until the control command value Yt becomes zero. Since a gradual change time T1 of 1 is adopted, restart of automatic operation control can be smoothly performed.

  Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments. The present invention can be carried out in various forms including various modifications and improvements based on the knowledge of those skilled in the art, including the embodiments described above.

  The intervention intention determination unit 18 may determine an intermediate intervention intention in addition to the strong intervention intention and the weak intervention intention. That is, the intervention intention determination unit 18 determines whether the driver has a strong intervention intention, the driver has a weak intervention intention, or the driver has an intermediate intervention intention. Good.

Here, FIG. 5 is a graph showing another example of the relationship between the steering speed and the gradual change time. The horizontal axis in FIG. 5 is the steering speed of the driver at the time of the overriding determination, and the vertical axis is the gradual change time Tdec. FIG. 5 shows the third steering speed threshold as dθth ₁ and the fourth steering speed threshold as dθth ₂ . The fourth steering speed threshold dθth ₂ is a value larger than the third steering speed threshold dθth ₁ . When the driver's steering speed is less than the third steering speed threshold dθth ₁ , the intervention intention determination unit 18 determines that the driver has a weak intervention intention. When the driver's steering speed is equal to or higher than the third steering speed threshold dθth _{1 and} smaller than the fourth steering speed threshold dθth ₂ , the intervention intention determination unit 18 determines that the driver has an intermediate intervention intention. Do. When the driver's steering speed is equal to or higher than the fourth steering speed threshold dθth ₂ , the intervention intention determination unit 18 determines that the driver has a strong intervention intention.

  If the vehicle control unit 20 determines that the driver has a weak intervention intention by the intervention intention determination unit 18, if it is determined by the mode determination unit 19 that the automatic driving control is started in the automatic engagement mode, The first gradual change time T1 is set as the gradual change time Tdec. The vehicle control unit 20 sets the second gradual change time T2 as the gradual change time Tdec when the intervention intention determination unit 18 determines that the driver has a strong intervention intention.

When the intervention intention determination unit 18 determines that the driver has an intermediate intervention intention, the vehicle control unit 20 sets a time corresponding to the steering speed as the gradual change time Tdec. Specifically, the vehicle control unit 20, the steering speed is set the third steering speed threshold dθth time closer to the first gradual change time period T1 closer to ₁ as the gradual change time period Tdec. The vehicle control unit 20, the steering speed is set to more time closer to the second gradual change time period T2 close to the fourth steering speed threshold Dishitath ₂ as gradual change time Tdec. The vehicle control unit 20 sets the gradual change time Tdec based on a predetermined linear arithmetic expression between the first gradual change time T1 and the second gradual change time T2. Here, although the case of using two thresholds of the third steering speed threshold dθth ₁ and the fourth steering speed threshold dθth ₂ has been described, three or more thresholds may be used. In addition, not only the steering speed but also the steering angle, the steering torque, the depression amount of the accelerator pedal, the depression speed of the accelerator pedal, the depression amount of the brake pedal, and the depression speed of the brake pedal are intervention intentions using two or more thresholds. Can be determined.

  In addition, when it is determined that the automatic operation control being executed is started in the triggered engagement mode by the mode determination unit 19, the intervention intention determination unit 18 determines that the override is performed by the override determination unit 17, It may be determined that the driver has a strong intervention intention regardless of the driver's driving operation.

  In addition, when the mode determination unit 19 determines that the automatic operation control being executed is started by the automatic engagement mode, the intervention intention determination unit 18 cancels the operation of the automatic operation control release button and the automatic operation control. When the shift operation is performed, it may be determined that the driver has a weak intervention intention.

  The intervention intention determination unit 18 may also make the determination in consideration of the curvature of the road. Specifically, based on the map information of the map database 4 and the position on the map of the vehicle recognized by the vehicle position recognition unit 11, the intervention intention determination unit 18 positions the vehicle at a position where the curvature of the road is less than the curvature threshold. It may be determined whether or not it is. The intervention intention determination unit 18 determines that the automatic operation control has been started in the automatic engagement mode, and the operation of the automatic operation control release button or the shift operation for canceling the automatic operation control is performed. When it is determined that the vehicle is positioned at a position where the curvature of the road is equal to or less than the curvature threshold, it may be determined that the driver has a weak intervention intention regardless of the driver's driving operation.

  Further, the intervention intention determination unit 18 may make the determination in consideration of the traveling environment around the vehicle. Specifically, the intervention intention determination unit 18 may determine whether the number of obstacles around the vehicle is equal to or less than the obstacle threshold value based on the traveling environment of the vehicle recognized by the traveling environment recognition unit 12. The intervention intention determination unit 18 determines that the automatic operation control has been started in the automatic engagement mode, and the operation of the automatic operation control release button or the shift operation for canceling the automatic operation control is performed. When it is determined that the number of obstacles around the vehicle is equal to or less than the obstacle threshold, it may be determined that the driver has a weak intervention intention regardless of the driver's driving operation.

  DESCRIPTION OF SYMBOLS 1 ... GPS receiving part, 2 ... external sensor, 3 ... internal sensor, 4 ... map database, 5 ... driving operation detection part, 6 ... navigation system, 7 ... actuator, 8 ... HMI, 10 ... ECU, 11 ... vehicle position recognition 12 12 traveling environment recognition unit 13 traveling state recognition unit 14 triggered engagement determination unit 15 automatic engagement determination unit 16 travel plan generation unit 17 override determination unit 18 intervention intention determination unit , 19: mode determination unit, 20: vehicle control unit, 100: automatic driving system.

Claims (1)

Automatic engagement mode in which automatic driving control of the vehicle is automatically started when automatic engagement conditions are satisfied, and automatic driving start conditions are satisfied, and an automatic driving start trigger is input by the driver of the vehicle An automatic driving system capable of executing a triggered engagement mode for starting automatic driving control of the vehicle;
An override determination unit that determines whether the automatic operation control has been canceled and the override for shifting to the manual operation has been performed during execution of the automatic operation control;
A vehicle control unit that cancels the automatic operation control and shifts to manual operation when it is determined by the override determination unit that the override has been performed;
An intervention intention determination to determine whether the driver has a strong intervention intention or a weak intervention intention based on the driver's operation when it is determined that the override is performed by the override determination unit Department,
If it is determined by the intervention intention determination unit that the driver has a weak intervention intention, whether the automatic driving control under execution is started by the automatic engagement mode or is started by the triggered engagement mode A mode determination unit to determine
Equipped with
When the vehicle control unit determines that the automatic driving control is started in the automatic engagement mode by the mode determination unit, the driver has a strong intervention intention by the intervention intention determination unit. The automatic driving is determined after the override determining unit determines that the overriding has been performed, as compared with the case where it is determined or the mode determining unit determines that the automatic driving control is started by the triggered engagement mode. An automatic driving system which lengthens a gradual change time until a control command value to an actuator of the vehicle in control becomes zero.

Images