Takeover device

Abstract

The present application provides a kind of driving takeover device. Acquisition unit (S140) obtains the operation amount for the specified operation object, i.e. the current operation amount. Calculation unit (S130) calculates the operation amount of the specified operation object required to generate takeover control amount, i.e. the required operation amount. Takeover unit (S170-S180) when performing control based on the automatic driving unit, if the current operation amount obtained by the acquisition unit is within the takeover allowed range set according to the required operation amount calculated by the calculation unit and the takeover operation unit is operated, the takeover from automatic driving to manual driving is performed by stopping the control based on the automatic driving unit.

Description

[0001] Cross-reference to related applications: This international application claims priority based on Japanese Patent Application No. 2019-055029, filed with the Japan Patent Office on March 22, 2019, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to technologies for controlling the takeover of power from automatic to manual driving. Background Technology

[0003] In Level 3 of autonomous driving, when the autonomous driving zone ends or the autonomous vehicle is unable to continue driving due to malfunction or other reasons, the driver needs to take over. In this situation, the driver needs to take over while performing appropriate driving maneuvers to ensure that the vehicle's behavior does not change drastically before and after the takeover.

[0004] For example, when automatically following a decelerating vehicle in front and applying the brakes, if the driver needs to take over, the driver must do so while performing appropriate braking. Similarly, when driving automatically uphill, if the driver needs to take over, the driver must do so while performing appropriate acceleration.

[0005] In response to this, the following technology is described in Patent Document 1: acquiring braking information during autonomous driving, and instructing the driver to apply the required amount of braking when taking over based on the acquired information.

[0006] Patent Document 1: Japanese Patent Application Publication No. 2017-207885

[0007] However, as a result of the inventor's detailed research, the following problem was discovered in the prior art described in Patent Document 1. That is, in the prior art, the driver is only prompted with the required amount of braking, and the handover is performed regardless of whether the driver actually applies the required amount of braking. Therefore, immediately after the handover, unexpected acceleration or deceleration may occur, resulting in a shortened distance to the vehicle in front or behind, potentially increasing the difficulty of driving after the handover. Summary of the Invention

[0008] In one aspect of this disclosure, techniques can be provided to improve safety during takeover from autonomous driving to manual driving.

[0009] One aspect of this disclosure is a driver takeover device comprising an automatic driving unit, a takeover operation unit, an acquisition unit, a computing unit, and a takeover unit.

[0010] The Autopilot Unit performs control of the vehicle during autonomous driving. The Takeover Operation Unit is operated by the driver at a specific time when taking over control from autonomous driving, controlled by the Autopilot Unit, to manual driving. The Acquisition Unit takes a pre-specified control quantity from the control quantities required for vehicle driving control as a specified control quantity, and takes the operation object operated by the driver to generate the specified control quantity during manual driving as a specified operation object, and acquires the operation quantity for the specified operation object, i.e., the current operation quantity. The Calculation Unit takes the specified control quantity generated by the Autopilot Unit as the takeover control quantity, and calculates the operation quantity for the specified operation object required to generate the takeover control quantity, i.e., the required operation quantity. When performing control based on the Autopilot Unit, if the current operation quantity acquired by the Acquisition Unit is within the takeover allowable range set according to the required operation quantity calculated by the Calculation Unit, and the Takeover Operation Unit is operated, the Takeover Unit stops the control based on the Autopilot Unit. Thus, the takeover from autonomous driving to manual driving is performed.

[0011] With this structure, since driving takeover is performed when the current operating quantity and the required operating quantity are sufficiently close, unexpected acceleration or deceleration during takeover can be suppressed. As a result, situations where the difficulty of manual driving increases, such as sudden approach to vehicles in front or behind, can be prevented after driving takeover. Attached Figure Description

[0012] Figure 1 This is a block diagram showing the structure of the driving control device according to the first embodiment.

[0013] Figure 2 This is a flowchart of the driver takeover process in the first embodiment.

[0014] Figure 3 This is an explanatory diagram showing an example of the operation status display.

[0015] Figure 4 This is a block diagram showing the structure of the driving control device according to the second embodiment.

[0016] Figure 5 This is a flowchart of the driver takeover process in the second embodiment. Detailed Implementation

[0017] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0018] [1. First Implementation Method]

[0019] [1-1. Structure]

[0020] Figure 1The driving takeover device 1 shown includes a takeover operation unit 14 and an automatic driving ECU 20. ECU is an abbreviation for Electronic Control Unit.

[0021] The driver takeover device 1 may also include a vehicle information unit 11, a peripheral information unit 12, a road information unit 13, a display device 15, an audio device 16, an accelerator pedal displacement sensor (hereinafter, accelerator pedal displacement sensor) 171 for the accelerator pedal 17, and a brake pedal displacement sensor (hereinafter, brake pedal displacement sensor) 181 for the brake pedal 18. Furthermore, the driver takeover device 1 may also include an HMI system ECU 30, a drive system ECU 40, a steering control system ECU 50, and a braking system ECU 60. Hereinafter, the vehicle equipped with the driver takeover device 1 will be referred to as "this vehicle". HMI is an abbreviation for Human Machine Interface.

[0022] The vehicle information unit 11 includes multiple onboard sensors for detecting the movement of the vehicle. Specifically, these may include wheel speed sensors, acceleration sensors, and yaw rate sensors.

[0023] The surrounding information unit 12 includes multiple onboard devices for detecting the vehicle's surroundings. Specifically, it may include cameras, millimeter-wave radar, and optical radar.

[0024] The road information unit 13 includes multiple onboard devices for obtaining information related to the road in motion (hereinafter, road information). Specifically, it may include a position detection device utilizing GNSS or the like, and a navigation device that serves as a source of road information. GNSS is an abbreviation for Global Navigation Satellite System. Road information includes information necessary to estimate the vehicle's movement, such as road shape and road gradient.

[0025] The takeover operation unit 14 is a switch located in a position operable by the driver of the vehicle, and is operated at a timed interval when switching from automatic driving to manual driving. Hereinafter, the operation performed on the takeover operation unit 14 will be referred to as a takeover operation.

[0026] Display device 15 is a device that uses visual notification by displaying information at a location that the driver of the vehicle can visually confirm. Display device 15 may have a dedicated screen, or it may utilize the screen of a navigation device, an instrument panel, or a head-up display, etc.

[0027] The audio device 16 is a device that uses hearing to notify occupants, including the driver of the vehicle, by emitting sound. The audio device 16 may have a dedicated speaker or may utilize the speaker of a navigation device, etc.

[0028] Acceleration pedal position sensor 171 detects the amount of pedal position of accelerator pedal 17.

[0029] Brake pedal pressure sensor 181 detects the amount of pressure applied to brake pedal 18.

[0030] The autonomous driving ECU 20 includes a microcomputer with a CPU 201 and semiconductor memory such as RAM, ROM, and flash memory (hereinafter, memory 202). The autonomous driving ECU 20 includes an autonomous driving unit 21 and a takeover determination unit 22, forming a structure that enables functions through program execution by the CPU 201. The processing details in the autonomous driving unit 21 and the takeover determination unit 22 will be described later.

[0031] The HMI system ECU30, drive system ECU40, steering control system ECU50, and braking system ECU60 all have microcomputers, just like the automatic driving ECU20.

[0032] The HMI system ECU 30 includes at least a notification control unit 31, which functions by executing a program through a CPU. The notification control unit 31, based on instructions from the automatic driving ECU 20, notifies the vehicle occupants, including the driver, via a screen display on the display device 15 and an audio output via the audio device 16. In addition to notifying occupants, the HMI system ECU 30 also accepts input from occupants regarding instructions to the automatic driving ECU 20, etc.

[0033] The drive system ECU 40 includes at least a pedal displacement detection unit 41, which functions as a program executed by the CPU. The pedal displacement detection unit 41 converts the detection result from the accelerator pedal displacement sensor 171, i.e., the pedal displacement of the accelerator pedal 17, into a value from 0 to 100%, as an acceleration operation amount, and notifies the automatic driving ECU 20 of this value. Furthermore, the drive system ECU 40 controls the engine and other drive systems based on instructions from the automatic driving ECU 20 during automatic driving and the acceleration operation amount detected by the pedal displacement detection unit 41 during manual driving.

[0034] The steering control system ECU50 controls the steering control system's actions based on instructions from the autonomous driving ECU20 during autonomous driving and the detection results from the steering angle sensor that detects the steering input during manual driving.

[0035] The braking system ECU 60 includes at least a pedal displacement detection unit 61, which functions through a program executed by the CPU. The pedal displacement detection unit 61 converts the detection result from the brake pedal displacement sensor 181, i.e., the amount of pedal displacement of the brake pedal 18, into a value from 0 to 100%, as the braking operation amount, and notifies the automatic driving ECU 20 of this value. Based on the instructions from the automatic driving ECU 20 during automatic driving, and based on the braking operation amount detected by the pedal displacement detection unit 61 during manual driving, the braking system ECU 60 controls the brakes and other braking systems.

[0036] [1-2. Processing]

[0037] [1-2-1. Autonomous Driving Department]

[0038] The autonomous driving unit 21 initiates autonomous driving control based on the instructions input via the HMI system ECU 30. Upon initiation of autonomous driving control, the autonomous driving unit 21 obtains the route to the vehicle's destination from a navigation device, etc., and determines the vehicle's status and the surrounding environment based on information obtained from the vehicle information unit 11, the surrounding information unit 12, and the road information unit 13. Furthermore, based on the obtained route and the determined status, the autonomous driving unit 21 generates instructions for the drive system ECU 40, the steering control system ECU 50, and the braking system ECU 60 to execute autonomous driving. Additionally, information is provided to the vehicle's driver via the HMI system ECU 30 as needed.

[0039] The autonomous driving unit 21 monitors the vehicle's status in parallel with the autonomous driving control. If the termination conditions for ending autonomous driving are met, the takeover determination unit 22 is activated to perform driving takeover processing. Termination conditions may include, for example, the end of an autonomous driving phase, situations where the detection accuracy of onboard sensors fails to meet the required level of autonomous driving due to poor weather, or situations where a system malfunction makes it difficult to continue autonomous driving. Furthermore, whether an autonomous driving phase has ended is determined based on information obtained from the road information unit 13.

[0040] [1-2-2. Takeover Judgment Department]

[0041] Here, use Figure 2 The flowchart below explains the driving takeover process performed by the takeover determination unit 22. The driving takeover process begins when the automatic driving unit 21 determines that the termination condition has been met, as described above.

[0042] In S110, the takeover determination unit 22 notifies the driver via the HMI system ECU 30 of a request to switch from automatic driving to manual driving (hereinafter, takeover request). Specifically, this is achieved by outputting an audio message such as "Disengage automatic driving. Please press the 'operation object' pedal" via the audio device 16. Alternatively, the same message can be displayed on the display screen of the display device 15. Wherein, when the control quantity output by the automatic driving unit 21 to the drive system ECU 40 or the braking system ECU 60 is acceleration, the "operation object" is the "accelerator pedal"; when the control quantity is deceleration, the "operation object" is the "brake pedal". Here, the operation object is equivalent to the designated operation object, and the control quantity is equivalent to the designated control quantity.

[0043] In the next step S120, the takeover determination unit 22 starts a timer that measures the elapsed time since the takeover request was notified.

[0044] In the next step, S130, the takeover determination unit 22 calculates the required operation amount RM. The required operation amount RM is the acceleration operation amount or braking operation amount required to realize the takeover control amount by obtaining the current control amount (i.e., driving amount or braking amount) in the automatic driving control implemented by the automatic driving unit 21 as the takeover control amount.

[0045] In the next step, S140, the takeover determination unit 22 acquires the current operating amount DM. Specifically, when the required operating amount RM calculated in S130 is based on the driving amount, the acceleration operating amount detected by the pedaling amount detection unit 41 is acquired as the current operating amount DM. Furthermore, when the required operating amount RM calculated in S130 is based on the braking amount, the braking operating amount detected by the pedaling amount detection unit 61 is acquired as the current operating amount DM.

[0046] In the following S150, the takeover determination unit 22 displays the operating status, which represents the relationship between the required operating quantity RM calculated in S130 and the current operating quantity DM obtained in S140, on the display device 15 via the HMI system ECU30. For example, Figure 3 As shown, the operating status is displayed in a band-shaped area representing the movable range of the accelerator pedal 17 and brake pedal 18 from 0% to 100%, indicating the allowable range of the actuator and the current operating amount DM. The allowable range of the actuator is defined as the allowable error for the desired operating amount RM, set as δ. L δ U And (RM-δ) L )~(RM+δ U The scope of ) refers to Figure 3 The range is indicated by a slash. Additionally, the current operating quantity DM is... Figure 3The symbols are represented by thick lines. In other words, the operating status display is used to visually understand whether the current operating quantity (DM) is within the permissible range for intervention. Additionally, the operating status display also serves to visually understand what pedal operation (i.e., pressing or releasing) is required when the operation is not within the permissible range for intervention.

[0047] The permissible range for driver takeover can vary depending on whether the operation is acceleration or braking. The permissible range should be set with upper and lower limits in a manner that ensures driving will not become difficult after the driver takes over.

[0048] For example, when the operating amount is a braking operation amount, the braking operation amount calculated based on the vehicle's acceleration at the time of takeover can be used as the lower limit, and the braking operation amount calculated considering an acceleration equivalent to sudden deceleration (e.g., 0.5G) can be used as the upper limit. In this case, δ L =0, δ U >0. In other words, the range of deceleration in automatic driving control that ensures a minimum level of deceleration, so that the occupants do not feel a sudden deceleration, is set as the takeover allowable range.

[0049] Alternatively, when the operation amount is an acceleration operation amount, the acceleration operation amount calculated considering the acceleration range (e.g., ±0.2G) predetermined based on the vehicle's acceleration at the time of takeover can be used as the lower and upper limits. In this case, δ L >0, δ U >0. In other words, the range of acceleration changes that occur when switching from automatic to manual driving will not cause discomfort to the occupants will be set as the permissible range for takeover.

[0050] In the next step, S160, the takeover determination unit 22 determines whether the current operating quantity DM is within the takeover allowable range. If the determination is affirmative in S160, that is, if the current operating quantity DM is determined to be within the takeover allowable range, the process moves to S170. Conversely, if the determination is negative in S160, that is, if the current operating quantity DM is determined to be outside the takeover allowable range, the process moves to S190.

[0051] In S170, the takeover determination unit 22 determines whether the takeover operation unit 14 has performed a takeover operation. If the determination is affirmative in S170, that is, if a takeover operation has been performed, the process moves to S180; if the determination is negative in S170, that is, if a takeover operation has not been performed, the process moves to S200.

[0052] In S180, the takeover determination unit 22 terminates the process by stopping the automatic driving control based on the automatic driving unit 21, thereby taking over from automatic driving to manual driving.

[0053] In S190, the takeover determination unit 22 sends an operation guidance notification via the HMI system ECU 30 and initiates processing in S200. The operation guidance notification instructs the driver to operate the pedal in a direction that reduces the difference between the current operation amount DM and the required operation amount RM, thereby bringing the current operation amount DM within the allowable takeover range. Specifically, if the current operation amount DM does not meet the allowable takeover range, a notification such as "Please press the 'operation object' pedal" is given via visual display or sound. Conversely, if the current operation amount DM exceeds the allowable takeover range, a notification such as "Please release the 'operation object' pedal" is given via visual display or sound.

[0054] In S200, the takeover determination unit 22 determines whether the elapsed time since the notification of the takeover request, i.e., the measured value of the timer started in the previous S120, exceeds a preset allowable time (e.g., 10 seconds). If the determination is positive in S200, i.e., if the elapsed time exceeds the allowable time, the takeover is considered a failure and the process moves to S210. If the determination is negative in S200, i.e., if the elapsed time is within the allowable time, the process returns to S130.

[0055] In S210, the takeover decision unit 22 causes the automatic driving unit 21 to begin reversing to find a safe place and stop the vehicle, and the process is returned to S130.

[0056] In addition, S130 is equivalent to the calculation unit, S140 is equivalent to the acquisition unit, S170 to S180 are equivalent to the control unit, and S150 and S190 are equivalent to the guidance unit.

[0057] [1-3. Actions]

[0058] When a switch from automatic to manual driving is required, the driver takeover device 1 first issues a takeover request notification. This notification indicates whether the pedal to be operated is the accelerator pedal 17 or the brake pedal 18. Therefore, the driver can identify the pedal to be operated based on the takeover request notification.

[0059] The driver takeover device 1 displays an operation status, showing the relationship between the allowable takeover range set according to the autonomous driving status and the current operation amount DM, which changes based on the driver's operation of the target object. Furthermore, if the current operation amount DM is outside the allowable takeover range, the driver takeover device 1 provides operation guidance notifications. Therefore, by checking the operation status display, the driver can determine whether the operation on the target object (i.e., pressing the pedal) is sufficient. Additionally, the driver can also identify the appropriate operation to be performed on the target object through the operation guidance notifications. Moreover, by checking the operation status display, the driver can perform a takeover operation at a set time when the current operation amount DM is within the allowable takeover range.

[0060] If the current operating quantity DM is within the allowable takeover range and the driver's takeover operation is confirmed, the driving takeover device 1 stops automatic driving. Thus, a takeover from automatic to manual driving is executed. Furthermore, if no takeover operation is performed within the allowed time after a takeover request is issued, the driving takeover device 1 begins reverse driving. However, even after reverse driving begins, if the current operating quantity DM is within the allowable takeover range and the driver's takeover operation is confirmed, automatic driving is stopped. In other words, a takeover from automatic to manual driving is executed.

[0061] [1-4. Effects]

[0062] According to the first embodiment described in detail above, the following effects are achieved.

[0063] (1a) In the driver takeover device 1, when the current operating quantity DM is within the takeover allowable range and a takeover operation is performed as an expression of the driver's intention, a takeover from automatic driving to manual driving is executed. In other words, since the driver takeover is executed when the current operating quantity DM and the required operating quantity RM are sufficiently close, unexpected acceleration or deceleration during takeover can be suppressed. As a result, situations where the difficulty of manual driving increases, such as when suddenly approaching a vehicle in front or behind, can be suppressed after driver takeover.

[0064] (1b) In the driver takeover device 1, the relationship between the current operating amount DM and the required operating amount RM is displayed to the driver through the operation status display, so that the driver can identify whether the current operating amount DM is within the takeover allowable range.

[0065] (1c) In the driver takeover device 1, when the current operation quantity DM is outside the takeover allowable range, an operation guidance notification is given to guide the driver to become within the takeover allowable range, so that the driver can identify the operation that should be performed in order to become a state in which driving can be taken over.

[0066] (1d) In the driver takeover device 1, if the driver does not take over within the permitted time after a takeover request has been notified, the automatic driving unit 21 begins to reverse. Therefore, for example, even if the driver is unable to take over for some reason, the safety of the vehicle occupants can be ensured.

[0067] [2. Second Implementation]

[0068] [2-1. Differences from the first embodiment]

[0069] Since the basic structure of the second embodiment is the same as that of the first embodiment, the differences will be described below. Furthermore, the same reference numerals as in the first embodiment denote the same structures, as described previously.

[0070] In the first embodiment described above, the current operating quantity DM is guided to a value within the allowable range of the control operation by displaying the operating status and providing operation guidance notifications. In contrast, the second embodiment differs from the first embodiment in that it guides operation by varying the range of clearance when operating the pedal on the target object.

[0071] like Figure 4 As shown, the driver control device 1a of the second embodiment includes a resistance application mechanism 172, which applies resistance to the accelerator pedal 17 when it is depressed. Additionally, the driver control device 1a also includes a resistance application mechanism 182, which applies resistance to the brake pedal 18 when it is depressed. These resistance application mechanisms 172 and 182 correspond to resistance application sections.

[0072] Both resistance application mechanisms 172 and 182 have the same structure, using a motor or the like to vary the resistance based on the amount of pedal pressure applied. Here, the entire range of pedal pressure is divided into two phases: a clearance region and an effective region. The clearance region is set to have lower resistance than the effective region. Furthermore, resistance application mechanisms 172 and 182 are configured to allow the pedal pressure (hereinafter, the region boundary pedal pressure) that forms the boundary between the clearance region and the effective region to vary arbitrarily.

[0073] In other words, the accelerator pedal 17 and the brake pedal 18 are configured to be able to be pressed to the boundary of the area even without applying a load, through the resistance application mechanisms 172 and 182, but cannot be pressed further without applying a greater load.

[0074] In addition to the structure of the drive system ECU40, the drive system ECU40a also has a resistance control unit 42, which controls the resistance application mechanism 172 to change the amount of pedal pressure at the area boundary of the accelerator pedal 17.

[0075] In addition to the structure of the braking system ECU60, the braking system ECU60a also has a resistance control unit 62, which controls the resistance application mechanism 182 to change the amount of pressure applied at the area boundary of the brake pedal 18.

[0076] The processing in the takeover determination unit 22a of the autonomous driving ECU 20a is different from that in the first embodiment.

[0077] [2-2. Processing]

[0078] use Figure 5 The flowchart replaces the takeover determination section 22a. Figure 2 The driving takeover process performed in the first embodiment will be described. However, since only S135 and S175 are added, the added steps will be described.

[0079] In this embodiment, the control determination unit 22a causes the processing to proceed from S130 to S135.

[0080] In S135, the control determination unit 22 sets the clearance of the operation object, causing the processing to proceed to S140. Furthermore, S135 acts as a guide unit.

[0081] Specifically, the control unit 22a outputs an instruction to the resistance control unit 42 of the drive system ECU 40a or the resistance control unit 62 of the braking system ECU 60a to set the pedaling amount of the target object corresponding to the required operating amount RM as the area boundary pedaling amount. In other words, the area boundary pedaling amount is variably set according to the required operating amount RM, thereby variably setting the range of the clearance area.

[0082] In addition, in this embodiment, if the determination is positive in S170, the control determination unit 22a moves the processing to S175.

[0083] In S175, the control unit 22a outputs an instruction to the resistance control units 42 and 62 to initialize the clearance area setting (i.e., the area boundary pedal amount) to the setting prepared for manual driving, so that the process enters S180.

[0084] [2-3. Effects]

[0085] According to the second embodiment described in detail above, the effects of the first embodiment (1a) to (1d) described above are achieved, and the following effects are achieved.

[0086] (2a) In the driver takeover device 1a, the area boundary stepping amount that forms the boundary between the clearance area and the effective area is set according to the required operation amount RM. Therefore, by feeling when stepping on the object, the driver can intuitively and accurately identify the size of the required operation amount RM.

[0087] In addition, in this embodiment, the variable setting of the area boundary trampling amount and the operation status display and operation guidance notification are performed. However, when the area boundary trampling amount is variable, at least one of the operation status display and operation guidance notification can be omitted.

[0088] [3. Other Implementation Methods]

[0089] The embodiments of this disclosure have been described above, but this disclosure is not limited to the above embodiments and can be implemented in various ways.

[0090] (3a) In the above embodiment, the redundant system is not specifically mentioned, but in order to continue automatic driving even in the event of a fault, a redundant system for the automatic driving ECU 20 and the automatic driving ECU 20a may also be provided. In this case, a takeover determination unit 22 and a takeover determination unit 22a may also be provided in the redundant system of the automatic driving ECU 20 and the automatic driving ECU 20a.

[0091] (3b) The autonomous driving ECU 20, autonomous driving ECU 20a, and method thereof described in this disclosure may also be implemented by a dedicated computer, which is provided by comprising a processor programmed to perform one or more functions embodied by a computer program and a memory. Alternatively, the autonomous driving ECU 20, autonomous driving ECU 20a, and method thereof described in this disclosure may also be implemented by a dedicated computer, which is provided by comprising a processor configured using one or more dedicated hardware logic circuits. Alternatively, the autonomous driving ECU 20, autonomous driving ECU 20a, and method thereof described in this disclosure may also be implemented by one or more dedicated computers, which are composed of a combination of a processor programmed to perform one or more functions and a memory, and a processor configured by one or more hardware logic circuits. In addition, the computer program may also be stored as instructions executed by a computer on a computer-readable non-transitional tangible recording medium. In the method of implementing the functions of the various parts included in the autonomous driving ECU 20 and autonomous driving ECU 20a, it is not necessary to include software, and one or more hardware components may be used to implement all its functions.

[0092] (3c) Multiple functions of one component in the above embodiments can be achieved through multiple components, or one function of one component can be achieved through multiple components. Alternatively, multiple functions of multiple components can be achieved through one component, or one function achieved by multiple components can be achieved through one component. Furthermore, a portion of the structure in the above embodiments may be omitted. Additionally, at least a portion of the structure in other above embodiments may be added to or replaced.

[0093] (3d) In addition to the above-described driver takeover device 1 and driver takeover device 1a, this disclosure can also be implemented in various ways, such as a system that includes the driver takeover device 1 and driver takeover device 1a as components, a program for making a computer function as the driver takeover device 1 and driver takeover device 1a, a non-transitional physical recording medium such as a semiconductor memory that records the program, and a driver takeover method.

Claims

1. A driver takeover device, comprising: The autonomous driving unit is configured to generate the control quantities required for the autonomous driving of the vehicle and execute the control of the autonomous driving. The takeover operation unit is operated by the driver when the timing is for taking over from automatic driving controlled by the aforementioned automatic driving unit to manual driving by the driver of the vehicle. The takeover determination department notifies the driver of the aforementioned vehicle of a request to switch from automatic to manual driving. The computing unit is configured to take the control quantity required for the above-mentioned autonomous driving as the takeover control quantity, and calculate the required operation quantity of the operation object required to generate the above-mentioned takeover control quantity. The acquisition unit is configured to acquire the current operation quantity of the driver's operation on the operation object. The takeover unit is configured to perform a takeover from automatic driving to manual driving by stopping the control based on the automatic driving unit during the execution of automatic driving control based on the automatic driving unit and when the current operation quantity obtained by the acquisition unit is within the takeover allowable range set according to the required operation quantity calculated by the calculation unit, and when the takeover operation unit is operated. The guidance unit is configured to guide the driver to operate the object being operated, so that the current operation amount falls within the allowable range of the control operation; and The resistance application part is configured to generate resistance to the operation when operating the object described above. The guide section causes the resistance change generated by the resistance application section before and after the required operating amount.

2. The driver takeover device according to claim 1, wherein, The aforementioned guidance unit implements a notification for the operation object that prompts the operation to be performed in the direction of reducing the difference between the current operation amount and the required operation amount.

3. The driver takeover device according to claim 1 or 2, wherein, The aforementioned objects of operation include at least one of the brake pedal and the accelerator pedal.

4. The driver takeover device according to claim 1 or 2, wherein, It also has: If the aforementioned automatic driving department determines that the termination conditions for ending automatic driving have been met, the aforementioned request notification department will notify the aforementioned driver of a request to switch from automatic driving to manual driving. as well as After being notified by the aforementioned request notification unit, if the aforementioned takeover operation unit has not been operated even after a pre-set permitted time has elapsed, the reversal execution unit will cause the aforementioned automatic driving unit to perform a reversal maneuver to find a safe place to stop the aforementioned vehicle.

Images