Steering control device and steering control method

Abstract

A steering control device (1) includes a target steering response value calculation unit (2) that calculates a target steering response value (θp*) so that a ratio (α) of a change amount of a steering angle (θi) to a change amount of an operation amount of an operation member (11) is greater than 1, a control signal generation unit (64) that generates a control signal for causing a steering unit (5) to operate, and a mode switching unit (63) that switches a control mode for causing the steering unit (5) to operate. The mode switching unit (63) performs an operation determination process that determines whether an operation condition for detecting a valid operation of the operation member (11) by a driver is satisfied during an automatic driving control mode, and a mode switching process that switches to a manual driving control mode when the operation condition is satisfied. The operation determination process includes a process of determining an unintentional operation of the driver as invalid.

Description

Technical Field

[0001] This disclosure relates to a steering control device and a steering control method. Background Technology

[0002] Conventionally, there exists a steer-by-wire type steering control device where the power transmission path between the operating unit connected to the steering wheel and the steering unit that steers the steering wheels is separated. For example, as described in Patent Document 1, the steering control device that controls such a steering control device changes the angle ratio of the steering wheel's steering angle to the steering wheel's steering angle according to the vehicle's driving conditions.

[0003] Patent Document 2 discloses a control mechanism operated by the driver, which uses a joystick in addition to or replaces the steering wheel. When the joystick is the control mechanism, compared to using the steering wheel, the amount of operation required to turn the steering wheel is reduced, thus improving driver convenience.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2021-30837

[0005] Patent Document 2: Japanese Patent Application Publication No. 8-34353

[0006] When the joystick is the operating component as described above, by reducing the amount of operation required to turn the steering wheel, the change in steering angle relative to the change in operation amount becomes larger. That is, even if the joystick operation amount is small, the steering angle of the steering wheel changes significantly. Therefore, even if the joystick operation amount is small, the operation needs to be effective. In this case, for example, if the driver accidentally touches the joystick, the driver's unintentional operation may become effective. This problem is not limited to the case where the joystick is the operating component; any steering control device that increases the change in steering angle relative to the change in operation amount of the operating component can be similarly achieved. Summary of the Invention

[0007] In one technical solution of this disclosure, a steering control device is provided to control the steering of a vehicle. The steering control device has a structure in which the power transmission path between an operating unit having operating components and a steering unit configured to steer the steering wheels is separated. The steering control device includes: a target steering correspondence value calculation unit configured to calculate a target value, i.e., a convertible value that can be converted into a steering angle of the steering wheels, based on the operation of the operating components, and to calculate the target steering correspondence value such that the ratio of the change in steering angle to the change in the operation amount of the operating components is greater than 1; a control signal generation unit configured to generate a control signal for actuating the steering unit based on the target steering correspondence value; and a mode switching unit that switches the control mode for actuating the steering unit to an automatic driving control mode or a manual driving control mode. The vehicle has an external control device that outputs an automatic driving instruction for realizing automatic driving of the vehicle by automatically changing its direction of travel. The automatic driving control mode is a mode in which the automatic driving instruction is reflected in the control for actuating the steering unit. The aforementioned manual driving control mode is a mode in which the instructions for automatic driving are not reflected in the control that causes the steering unit to move. The mode switching unit is configured to perform: operation determination processing, during the automatic driving control mode, determining whether the operating conditions for a valid operation performed by the driver on the operating components are met; and mode switching processing, if the operating conditions are met, switching from the automatic driving control mode to the manual driving control mode. The operation determination processing includes processing that determines unintentional operations by the driver as invalid.

[0008] In other technical solutions of this disclosure, a steering control method is provided to control the steering control device of a vehicle. The steering control device has a structure in which the power transmission path between an operating unit having operating components and a steering unit configured to steer the steering wheels is separated. The steering control method includes: calculating a target value, i.e., a target steering correspondence value, which can be converted into a calculable value of the steering angle of the steering wheels based on the operation of the operating components; calculating the target steering correspondence value such that the ratio of the change in the steering angle to the change in the operation amount of the operating components is greater than 1; generating a control signal to actuate the steering unit based on the target steering correspondence value; and switching the control mode for actuating the steering unit to an automatic driving control mode or a manual driving control mode. The vehicle has an external control device that outputs an automatic driving instruction for realizing automatic driving of the vehicle by automatically changing its direction of travel. The automatic driving control mode is a mode in which the automatic driving instruction is reflected in the control for actuating the steering unit. The manual driving control mode is a mode in which the automatic driving instruction is not reflected in the control for actuating the steering unit. The switching of the aforementioned control mode includes: performing operation determination processing, during the aforementioned automatic driving control mode, determining whether the operating conditions for a valid operation performed by the driver on the aforementioned operating components are met; and performing mode switching processing, if the operating conditions are met, switching from the aforementioned automatic driving control mode to the aforementioned manual driving control mode. The aforementioned operation determination processing includes processing that determines the driver's unintentional operation as invalid. Attached Figure Description

[0009] Figure 1 This is a schematic structural diagram of the steering control device of the first embodiment and the steering control device for controlling the steering control device.

[0010] Figure 2 yes Figure 1 A block diagram of the steering control device.

[0011] Figure 3 It indicates that in the first embodiment, it is used for passing through Figure 2 A flowchart illustrating an example of the processing steps for switching control modes by operating the joystick in the mode switching unit.

[0012] Figure 4 It indicates that it is used for passing through Figure 2 A flowchart illustrating an example of the processing steps for switching control modes using sound input in the mode switching unit.

[0013] Figure 5 This indicates that in the second embodiment, based on Figure 2A flowchart illustrating an example of the processing steps in the mode switching unit's mode switching process. Detailed Implementation

[0014] (First Implementation)

[0015] Hereinafter, a first embodiment of the steering control device will be described with reference to the accompanying drawings.

[0016] (Overall structure)

[0017] like Figure 1 As shown, the steering control device 1 controls the steer-by-wire steering device 2. The steering device 2 turns the steering wheels 3 according to the driver's operation, thereby changing the vehicle's direction of travel. The steering device 2 includes: an operating unit 4 operated by the driver, and a steering unit 5 that turns the steering wheels 3. The steering device 2 has a structure in which the power transmission path between the operating unit 4 and the steering unit 5 is mechanically separated.

[0018] The operating unit 4 includes a control lever 11 operated by the driver and a base 12 supporting the control lever 11 so that it can tilt. In this embodiment, the base 12 supports the control lever 11 so that it can tilt in the lateral direction of the vehicle, i.e., the left-right direction. The control lever 11 tilts in the left-right direction by the driver's operation. That is, the amount of operation by the driver is represented by the tilt angle of the control lever 11 (hereinafter referred to as the lever tilt angle θl). In other embodiments, the base 12 may also support the control lever 11 so that it can tilt in the longitudinal direction of the vehicle.

[0019] In the illustrated example, the operating unit 4 includes a tilt angle sensor 13 that detects the tilt angle θl of the lever. Regarding the tilt angle θl, a rightward tilt of the operating lever 11 is detected as a positive value, and a leftward tilt of the operating lever 11 is detected as a negative value, but the opposite is also possible.

[0020] Furthermore, the operating unit 4 includes a reaction force mechanism 12a, which provides a force, i.e., an operating reaction force, to resist the driver's operation of the operating lever 11. For example, the reaction force mechanism 12a may consist of a motor and / or a spring that generates the operating reaction force applied to the operating lever 11. When the driver does not apply force to the operating lever 11, the reaction force mechanism 12a provides an operating reaction force to maintain the operating lever 11 in a forward position. The forward position corresponds to the vehicle's forward motion. Additionally, if the driver applies force to the operating lever 11 and the position deviates from the forward position, the reaction force mechanism 12a provides an operating reaction force to restore the operating lever 11 to the forward position when that force is no longer applied.

[0021] Furthermore, the operation unit 4 includes an operation invalidation switch 14 operated by the driver. As described later, the operation invalidation switch 14 is used to invalidate any operation of the control lever 11 by the driver. Invalidation of any operation of the control lever 11 means that when the driver operates the control lever 11, the operation is not reflected in the control of the steering control device 2. Operation invalidation switch information Ss, indicating the on / off state of the operation invalidation switch 14, is output from the operation invalidation switch 14 to the steering control device 1. In this embodiment, the operation invalidation switch 14 is a type of switch that continuously toggles the on / off state by a single press by the driver. The operation invalidation switch 14 can be disposed, for example, on the control lever 11, but is not limited thereto; it can also be disposed at any position accessible to the driver, such as the base 12 or near the driver's seat. In the following description, "lever operation" refers to the driver's operation of the control lever 11.

[0022] The steering unit 5 includes: a pinion shaft 21, a rack shaft 22 connected to the pinion shaft 21, a rack housing 23 housing the rack shaft 22 for reciprocating motion, and a gear and rack mechanism 24 having the pinion shaft 21 and the rack shaft 22. The gear and rack mechanism 24 is formed by meshing the pinion teeth 21a formed on the pinion shaft 21 with the rack teeth 22a formed on the rack shaft 22. Thus, the pinion shaft 21 rotates according to the reciprocating motion of the rack shaft 22. Tie rods 26 are connected to both ends of the rack shaft 22 via ball joints 25. The front end of the tie rod 26 is connected to a steering knuckle (not shown) on which the steering wheel 3 is assembled.

[0023] Additionally, the steering unit 5 includes a steering actuator 31, which applies a steering force, i.e., a force to the rack shaft 22 to turn the steering wheel 3. In the illustrated example, the steering actuator 31 includes a steering motor 32 and a power transmission mechanism 33 that transmits the torque of the steering motor 32 to the rack shaft 22. The power transmission mechanism 33 includes a belt mechanism 34 and a ball screw mechanism 35. The steering actuator 31 transmits the rotation of the steering motor 32 to the ball screw mechanism 35 via the belt mechanism 34, which converts it into the reciprocating motion of the rack shaft 22, thereby applying a steering force to the steering wheel 3.

[0024] In the steering control device 2 configured in this way, steering force is applied from the steering actuator 31 according to the lever operation. As a result, the rack shaft 22 reciprocates, changing the steering angle θi of the steering wheel 3. That is, the steering actuator 31 turns the steering wheel 3 according to the lever operation.

[0025] The steering control unit 1 is connected to the steering motor 32 and controls the operation of the steering motor 32. Various sensor detection results are input to the steering control unit 1. These sensors include, for example, the tilt angle sensor 13, the vehicle speed sensor 41, and the rotation angle sensor 42. The vehicle speed sensor 41 detects the vehicle's speed, i.e., vehicle speed V. The rotation angle sensor 42 detects the rotation angle θt of the steering motor 32's rotation axis within a 360° range. Additionally, the operation invalidation switch information Ss of the operation invalidation switch 14 is input to the steering control unit 1. These sensor detection results are examples of state variables. Furthermore, the steering control unit 1 controls the operation of the steering motor 32 based on the input state variables.

[0026] Furthermore, an automatic driving control unit 44 is connected to the steering control unit 1 via an in-vehicle network 43 such as CAN. The automatic driving control unit 44 is an external control device located independently of the steering control unit 1 within the vehicle equipped with the steering control unit 2. The automatic driving control unit 44 controls the operation of the steering unit 5 to automatically change the vehicle's direction of travel. The automatic driving control unit 44 determines the optimal control method based on the current state of the vehicle. The automatic driving control unit 44 controls the operation of the steering unit 5 according to the required control method. For example, the automatic driving control unit 44 instructs the steering angle θi of the steering wheel 3 to replace driving while the vehicle is in motion.

[0027] The automatic driving control device 44 calculates the automatic driving control quantity θad as a control quantity used to indicate changes in the steering angle θi of the steering wheel 3. The automatic driving control quantity θad is equivalent to an instruction for automatic driving defined by angle. Various detection devices (not shown) for detecting the state of the vehicle are connected to the automatic driving control device 44. For example, various detection devices include cameras and sensors for lane recognition. In the automatic driving control device 44, based on the state of the vehicle detected by the aforementioned detection devices, the automatic driving control quantity θad for the implemented automatic driving is calculated. The automatic driving control quantity θad is a control quantity used to indicate changes in the steering angle θi of the steering wheel 3 to change the direction of travel of the vehicle independently of lever operation. The automatic driving control quantity θad is output to the steering control device 1. The automatic driving control device 44 determines whether to implement automatic driving, for example, based on a request from the driver via a switch operation (not shown). Moreover, the automatic driving control device 44 is configured to output the automatic driving control quantity θad to the steering control device 1 if automatic driving is implemented based on the driver's request. In addition, the automatic driving control device 44 may also calculate the automatic driving control quantity θad regardless of whether automatic driving is implemented. The automated driving control device 44 configured in this way does not need to output the automated driving control quantity θad to the steering control device 1 when automated driving is not achieved.

[0028] Furthermore, a voice input device 45 for detecting the driver's voice is connected to the steering control unit 1. The voice input device 45 is used to deactivate the automatic driving system during automatic driving. The voice input device 45 is a request unit for deactivating the automatic driving system during automatic driving, different from the aforementioned switch operation. A detection signal Sem representing the detection result based on the driver's voice is output from the voice input device 45 to the steering control unit 1. In this embodiment, the voice input device 45 is disposed, for example, on the control lever 11, but is not limited thereto; it can also be disposed at any location capable of detecting the driver's voice, such as the base 12 or near the driver's seat.

[0029] (Steering control device 1)

[0030] The structure of the steering control device 1 will be described in detail below.

[0031] like Figure 2 As shown, the steering control device 1 includes a microcomputer 51 that outputs a control signal Mt, and a drive circuit 52 that supplies power to the steering motor 32 based on the control signal Mt.

[0032] The microcomputer 51, as a processing circuit, can be composed of (1) one or more processors that operate according to a computer program (software), (2) one or more special-purpose hardware circuits such as application-specific integrated circuits (ASICs) that execute at least a portion of various processes, or (3) a combination thereof. The processor includes a CPU and memories such as RAM and ROM, which store program code or instructions configured to enable the CPU to execute processes. Memory, i.e., non-temporary computer-readable media, includes all available media accessible by a general-purpose or special-purpose computer. The CPU executes the program stored in memory every predetermined operating cycle, thereby performing various controls based on the microcomputer 51.

[0033] In the drive circuit 52, a typical PWM inverter with multiple switching elements, such as FET or IGBT, is used. The control signal Mt is a gate on / off signal that specifies the on / off state of each switching element.

[0034] By outputting a control signal Mt from the microcomputer 51 to the drive circuit 52, power corresponding to the control signal Mt is supplied from the vehicle power supply to the steering motor 32. As a result, the steering motor 32 rotates, applying steering force to the steering wheel 3 as described above. Thus, the steering control device 1 controls the motor torque generated by the steering motor 32 by supplying power to the steering motor 32, thereby steering the steering wheel 3.

[0035] (Microcomputer 51)

[0036] The structure of the microcomputer 51 will be described in detail below.

[0037] The microcomputer 51 performs calculations by the following control blocks at predetermined calculation cycles, and outputs a control signal Mt. The microcomputer 51 is input with the vehicle speed V, lever tilt angle θl, rotation angle θt, invalid switch information Ss, detection signal Sem, and automatic driving control quantity θad. Based on these state variables, the microcomputer 51 generates and outputs the control signal Mt.

[0038] In detail, the microcomputer 51 includes: a steering angle calculation unit 61, which calculates the steering angle θp; a target steering angle calculation unit 62, which calculates the target value of the steering angle θp, i.e., the target steering angle θp*; a mode switching unit 63, which switches the control mode for whether to implement automatic driving; and a control signal generation unit 64, which generates a control signal Mt.

[0039] The rotation angle θt of the steering motor 32 is input to the steering angle calculation unit 61. The steering angle calculation unit 61 counts the rotational speed of the steering motor 32 from the midpoint, and accumulates the rotation angle θt with the midpoint as zero degrees, thereby calculating the accumulated angle. Furthermore, the steering angle calculation unit 61 multiplies this accumulated angle by a conversion factor based on the reduction ratio of the belt mechanism 34, the wire of the ball screw mechanism 35, and the rotational speed ratio of the gear and rack mechanism 24, thereby calculating the steering angle θp. That is, the steering angle θp is equivalent to the rotation angle of the pinion shaft 21, i.e., the pinion angle, with the midpoint being the rotation angle of the pinion shaft 21 when the vehicle is moving forward. As described above, the pinion shaft 21 rotates according to the reciprocating motion of the rack shaft 22; therefore, the rotation angle of the pinion shaft 21, i.e., the steering angle θp, is equivalent to the actual value that can be converted into the steering angle θi of the steering wheel 3, i.e., the steering angle value. The steering angle calculation unit 61 is equivalent to the steering angle value calculation unit. The steering angle θp calculated by the steering angle calculation unit 61 is output to the control signal generation unit 64 via the subtractor 65.

[0040] The vehicle speed V and the lever tilt angle θl are input to the target steering angle calculation unit 62. Based on these state variables, the target steering angle calculation unit 62 calculates the target value of the steering angle θp, i.e., the target steering angle θp*. The target steering angle calculation unit 62 calculates the target steering angle θp* to change the angle ratio α between the steering angle θi of the steering wheel 3 and the lever tilt angle θl of the operating lever 11. The angle ratio α is a value obtained by dividing the steering angle θi by the lever tilt angle θl (α = θi / θl). The angle ratio α is set to be greater than 1, and it is set such that the larger the absolute value of the lever tilt angle θl, the larger the absolute value of the target steering angle θp*. Furthermore, the angle ratio α can also be a value obtained by dividing the target steering angle θp* by the lever tilt angle θl. This is because the steering angle θi is a state variable obtained as a result of control by the target steering angle θp*, and therefore is correlated with the target steering angle θp*. Furthermore, the angle ratio α is set such that the smaller the vehicle speed V, the larger the absolute value of the target steering angle θp*. In this embodiment, the target steering angle θp* is equivalent to the target value, i.e., the target steering value, which can be converted into the steering angle θi of the steering wheel 3. The target steering angle calculation unit 62 is equivalent to the target steering value calculation unit. The calculation processing of the target steering angle θp* by the target steering angle calculation unit 62 will be explained later. The target steering angle θp* is output to the control signal generation unit 64 via the subtractor 65 and the adder 66.

[0041] The mode switching unit 63 receives the lever tilt angle θl, the invalid operation switch information Ss, the detection signal Sem, and the automatic driving control quantity θad. Based on these state variables, the mode switching unit 63 determines whether to implement automatic driving based on the automatic driving control quantity θad.

[0042] When the mode switching unit 63 determines that autonomous driving is to be achieved, it switches the control mode to autonomous driving control mode. In autonomous driving control mode, the steering unit 5 is controlled to reflect the autonomous driving control quantity θad in the steering angle θi. When switched to autonomous driving control mode, the autonomous driving control quantity θad is output to the adder 66. In this case, the target steering angle θp* and the autonomous driving control quantity θad are input to the adder 66. The adder 66 calculates the target steering angle θpg* as the target value for autonomous driving control mode by adding the target steering angle θp* and the autonomous driving control quantity θad.

[0043] On the other hand, when the mode switching unit 63 determines that autonomous driving has not been achieved, it switches the control mode to manual driving control mode. In manual driving control mode, the steering unit 5 is controlled so that the autonomous driving control quantity θad is not reflected in the steering angle θi. When switching to manual driving control mode, the autonomous driving control quantity θad is not output to the adder 66. In this case, the target steering angle θp* is input to the adder 66. The adder 66 continues to use the target steering angle θp* as the target value for manual driving control mode and calculates the target steering angle θpg*. The target steering angle θpg* calculated by the adder 66 is output to the subtractor 65. The subtractor 65 calculates the deviation Δθp by subtracting the steering angle θp from the target steering angle θpg* and outputs it to the control signal generation unit 64.

[0044] A deviation Δθp is input to the control signal generation unit 64. Based on this state variable, the control signal generation unit 64 generates a control signal Mt. The control signal generation unit 64 performs an F / B calculation based on the deviation Δθp, thereby calculating the target steering torque. As an example, PID control is used in the F / B calculation, but it is not limited to this; PI control or similar methods can also be used. Furthermore, the F / B control unit uses any known technique to generate the control signal Mt that causes the steering motor 32 to produce the target steering torque.

[0045] (Mode switching unit 63)

[0046] The switching process of the control mode based on the mode switching unit 63 is explained in detail.

[0047] During the automatic driving control mode, the mode switching unit 63 performs operation determination processing to determine whether the operation conditions for detecting valid lever operations are met. As described later, the operation conditions are conditions used to determine whether it is appropriate to deactivate the automatic driving control mode and switch to manual driving control mode. The operation conditions are set from the viewpoint that the lever operation can be detected as an intentional operation by the driver. That is, if the operation conditions are not met, the lever operation is detected as an unintentional operation by the driver. From the viewpoint of determining whether it is appropriate to deactivate the automatic driving control mode and switch to manual driving control mode, the unintentional operation by the driver that is detected as an operation where the operation conditions are not met is determined to be invalid, so as to avoid becoming the object of this determination.

[0048] When an autonomous driving control quantity θad is input from the autonomous driving control device 44, the mode switching unit 63 performs a process to switch the control mode to the autonomous driving control mode. During the autonomous driving control mode, if no autonomous driving control quantity θad is input or the operating conditions are met, the mode switching unit 63 switches the control mode to deactivate the autonomous driving control mode and enters the manual driving control mode. Furthermore, during the autonomous driving control mode, if the voice input device 45 detects a driver-based voice input for deactivating autonomous driving, the mode switching unit 63 similarly switches the control mode to deactivate the autonomous driving control mode and enters the manual driving control mode.

[0049] During the autonomous driving control mode, the mode switching unit 63 outputs an autonomous driving control quantity θad. In this embodiment, switching to the autonomous driving control mode means switching to a state where the autonomous driving control quantity θad is output. As a result, the steering control device 1 controls the operation of the steering motor 32 using a target steering angle θpg* that reflects the autonomous driving control quantity θad. In other words, the autonomous driving control mode is a mode in which the autonomous driving control quantity θad used to achieve autonomous driving is reflected in the control that causes the steering unit 5 to operate.

[0050] On the other hand, during the manual driving control mode, the mode switching unit 63 does not output the automatic driving control quantity θad. In this embodiment, switching to manual driving control mode means switching to a state where the automatic driving control quantity θad is not output. As a result, the steering control device 1 controls the operation of the steering motor 32 using a target steering angle θpg* that does not reflect the automatic driving control quantity θad. That is, manual driving control mode is a mode in which the automatic driving control quantity θad used to achieve automatic driving does not reflect the control that causes the steering unit 5 to operate.

[0051] (Regarding operating conditions)

[0052] The mode switching unit 63 determines that the operating conditions are met when the following conditions are met.

[0053] (a1) Operation invalidation switch 14 is in the open state.

[0054] (a2) A specific operation that is not determined to be a change in the lever tilt angle θl of the operating lever 11 that occurs in an instantaneous convergence manner.

[0055] (a3) Change in the lever tilt angle θl of the operating lever 11.

[0056] As in (a1), the operating conditions include conditions based on the on / off state of the operation invalid switch 14. Conditions based on the on / off state of the operation invalid switch 14 include invalid conditions that are met when the switch is on. That is, during the period when the operation invalid switch 14 is off, i.e., the invalid condition is not met, the mode switching unit 63 is in an operation-allowing state that determines the lever operation as valid and allows the operating conditions to be met. As in (a2) and (a3), the operating conditions include conditions based on the change in the lever tilt angle θl of the operating lever 11.

[0057] On the other hand, if at least one of the above conditions is not met, the mode switching unit 63 determines that the operation condition is not met. That is, regarding condition (a1), during the period when the operation invalid switch 14 is in the on state, i.e., the invalid condition is met, the mode switching unit 63 determines the lever operation as invalid, and thus processes it as the operation condition not met. In this embodiment, during the period when the invalid condition is met, the operation is in an invalid state where the lever operation is determined to be invalid. In addition, regarding condition (a2), if the mode switching unit 63 determines the lever operation as a specific operation even if the invalid condition is not met, it determines that operation as invalid, and thus processes it as the operation condition not met. In this embodiment, the specific operation is an example of an unintentional operation by the driver.

[0058] (Regarding specific operations)

[0059] The mode switching unit 63 determines the lever operation as a specific operation when the following conditions are met.

[0060] (b1) The result obtained by continuously detecting the operation amount of the operating lever 11, i.e. the value of the lever tilt angle θl, is the result of equalizing the time series data Dt, which is above the change threshold Lth.

[0061] The sampling time is defined as the period from now back to the past in a specified unit of time. The time series data Dt is obtained by continuously detecting the value of the lever tilt angle θl during the sampling time period. In this embodiment, the equalization method refers to calculating a moving average of the values ​​of the lever tilt angle θl during the sampling time period. The change threshold Lth is a value that can be determined as a range in which the change in the lever tilt angle θl of the operating lever 11 occurs in an instantaneous convergence manner. Instantaneous convergence means, for example, a change that occurs instantaneously in a peak-like manner.

[0062] (b2) The operating speed ωl of the operating lever 11 is above the speed threshold ωlth.

[0063] The speed threshold ωlth is a value that can be determined as the range in which the driver unintentionally touches the control lever 11. In this embodiment, the mode switching unit 63 calculates the operating speed ωl by differentiating the lever tilt angle θl. In other embodiments, the operating speed ωl may be detected by providing a speed sensor in the operation unit 4.

[0064] As in (b1), determining a specific operation includes a condition based on comparing the result of equalizing the time series data obtained by continuously detecting the value of the lever tilt angle θl with the magnitude of a threshold. As in (b2), determining a specific operation includes a condition based on comparing the result of comparing the magnitude of the operation quantity parameter representing the change state of the operation quantity of the operation lever 11 with the magnitude of a threshold.

[0065] (Regarding the handling of switching control modes via joystick operation)

[0066] according to Figure 3 The flowchart shown illustrates an example of the processing steps for the mode switching unit 63 to switch control modes via lever operation during the autonomous driving control mode.

[0067] As shown in the figure, the mode switching unit 63 determines whether it is an automatic driving control mode (step 101). If it is determined that it is not an automatic driving control mode because no automatic driving control quantity θad is input (step 101: no), the process ends.

[0068] On the other hand, when the mode switching unit 63 determines that it is in automatic driving control mode due to the input automatic driving control quantity θad (step 101: Yes), it acquires the operation invalid switch information Ss (step 102). Next, the mode switching unit 63 determines whether the invalid condition is met based on the operation invalid switch information Ss (step 103). In step 103, the mode switching unit 63 determines whether the operation invalid switch 14 is in the on state based on the operation invalid switch information Ss.

[0069] If the mode switching unit 63 determines that the invalid condition is met because the operation invalid switch information Ss indicates that the switch is in the ON state (step 103: Yes), the process ends. In this case, the mode switching unit 63 determines that the lever operation is invalid because the invalid condition is met.

[0070] On the other hand, if the mode switching unit 63 determines that the invalid condition is not met because the operation invalid switch information Ss indicates an open state (step 103: No), it acquires the lever tilt angle θl (step 104). Next, the mode switching unit 63 analyzes the time series data Dt of the acquired lever tilt angle θl value (step 105). In step 105, the mode switching unit 63 calculates a moving average over the sampling period based on the time series data Dt. Next, the mode switching unit 63 determines whether a specific operation has been detected (step 106). In step 106, the mode switching unit 63 determines whether the value of the moving average obtained based on the time series data Dt is greater than or equal to the change threshold Lth. In addition, in step 106, the mode switching unit 63 calculates the operation speed ωl and determines whether the operation speed ωl is greater than or equal to the speed threshold ωlth.

[0071] When the mode switching unit 63 determines that conditions (b1) and (b2) are met because the moving average value obtained based on the time series data Dt is above the change threshold Lth and the operating speed ωl is above the speed threshold ωlth, thus constituting a specific operation (step 106: Yes), the processing ends. In this case, the mode switching unit 63 determines that the lever operation, which is determined to be a specific operation but whose invalidity condition is not met, is invalid.

[0072] On the other hand, if the mode switching unit 63 determines that conditions (b1) or (b2) are not met because the moving average value obtained based on the time series data Dt is less than the change threshold Lth, or the operating speed ωl is less than the speed threshold ωlth, i.e., it is not a specific operation (step 106: No), then it determines whether the operation condition is met (step 107). In step 107, the mode switching unit 63 determines whether the lever tilt angle θl has changed based on the lever tilt angle θl obtained in step 104. In this case, the mode switching unit 63 determines whether the current value of the lever tilt angle θl obtained in the current cycle has changed relative to the previous value of the lever tilt angle θl obtained in the immediate preceding cycle (1 cycle ago). Furthermore, when the mode switching unit 63 reaches step 107, both the condition (a1) that the invalid condition is not met (step 103: No) and the condition (a2) that the lever operation is not a specific operation (step 106: No) are met.

[0073] If the mode switching unit 63 determines that the condition (a3) ​​is not met because the lever tilt angle θl does not change, that is, the operation condition is not met (step 107: No), the process ends.

[0074] On the other hand, when the mode switching unit 63 determines that condition (a3) ​​is met due to the change in lever tilt angle θl, i.e., the operation condition is met (step 107: Yes), it deactivates the automatic driving control mode and switches the control mode to manual driving control mode (step 108). In step 108, the mode switching unit 63, regardless of the input automatic driving control quantity θad, does not output the automatic driving control quantity θad in subsequent processing. The processing of step 107 is equivalent to the operation determination processing, and the processing of step 108 is equivalent to the mode switching processing.

[0075] (Regarding the processing for switching control modes via voice input)

[0076] according to Figure 4 The flowchart shown illustrates an example of the processing steps of the mode switching unit 63 switching the control mode via voice input during the automatic driving control mode.

[0077] As shown in the figure, the mode switching unit 63 determines whether a driver-based voice input is detected (step 111). If the system determines that no voice input is detected because no detection signal Sem is input (step 111: no), the process ends.

[0078] On the other hand, if the mode switching unit 63 determines that an audio input has been detected due to the input detection signal Sem (step 111: Yes), it determines whether it is an automatic driving control mode (step 112). Then, if the mode switching unit 63 determines that it is not an automatic driving control mode because no automatic driving control quantity θad has been input (step 112: No), it ends the process.

[0079] On the other hand, when the mode switching unit 63 determines that it is in automatic driving control mode due to the input automatic driving control quantity θad (step 112: Yes), it deactivates the automatic driving control mode and switches the control mode to manual driving control mode (step 113). In step 113, the mode switching unit 63 switches the control mode from automatic driving control mode to manual driving mode regardless of the fulfillment of the conditions (a1) to (a3).

[0080] Next, the function and effects of this implementation method will be explained.

[0081] (1-1) The mode switching unit 63 performs operation determination processing to determine whether the operation conditions for a valid lever operation during the detection of the automatic driving control mode are met. The operation determination processing includes processing to determine a specific operation as invalid, so that the operation conditions are not met due to unintentional lever operation by the driver. Thus, it is prevented that the driver's unintentional lever operation becomes valid when the driver unintentionally touches the control lever 11. This is particularly effective in steering control devices 2 configured with an angle ratio α greater than 1. Therefore, it is prevented that the driver's unintentional lever operation during the automatic driving control mode will cause a switch from automatic driving control mode to manual driving control mode.

[0082] (1-2) The operation determination process includes determining whether an invalid condition is met. Therefore, in the operation determination process, if the invalid condition is met, the lever operation can be determined as invalid. Thus, a structure that can easily determine unintentional lever operations by the driver as invalid can be easily implemented.

[0083] (1-3) Operation determination processing includes the process of determining the driver's momentary operation, i.e., a specific operation, as invalid. A momentary operation may occur due to reasons such as the driver unintentionally touching the control lever 11. This is effective for properly detecting unintentional operations in the driver's lever operation.

[0084] (1-4) The mode switching unit 63 detects a specific operation based on a comparison between the result obtained by continuously detecting the operation amount of the operating lever 11, i.e., the lever tilt angle θl, and the result of equalizing the time series data Dt, and the magnitude of the change threshold Lth. This is effective for appropriately detecting instantaneous operations as specific operations.

[0085] (1-5) The mode switching unit 63 detects a specific operation based on a comparison between the operation speed ωl, which represents the change in the operation amount of the operating lever 11, and the speed threshold ωlth. This is effective for appropriately detecting instantaneous operations as specific operations.

[0086] (An implementation method different from the first implementation method)

[0087] Here, an embodiment different from the first embodiment of the steering control device described above will be described. The mode switching unit 63 of this embodiment is configured to include a process that, when a specific operation is detected, replaces the time series data Dt of the above embodiments and measures the time, i.e., the operation time Ts, when the state is inconsistent with the forward position of the control lever 11.

[0088] In detail, as a process corresponding to step 105, the mode switching unit 63 calculates the operation time Ts. Furthermore, as a process corresponding to step 106, the mode switching unit 63 determines whether the operation time Ts is less than the time threshold Tth.

[0089] When the operation time Ts is less than the time threshold Tth, the mode switching unit 63 can determine that a specific operation has been detected (step 106: Yes). On the other hand, when the operation time Ts is greater than or equal to the time threshold Tth, the mode switching unit 63 can determine that a specific operation has not been detected (step 106: No).

[0090] According to this embodiment, it is effective to properly detect an instantaneous operation as a specific operation, which is the same as the effect described above (1-4).

[0091] (Second Implementation)

[0092] Next, a second embodiment of the steering control device will be described with reference to the accompanying drawings. Furthermore, for ease of explanation, structures identical to those in the first embodiment will be labeled with the same reference numerals as those in the first embodiment, and their descriptions will be omitted.

[0093] like Figure 1 As shown by the double-dotted line, the operation unit 4 includes a pressure sensor 15 that detects the driver's grip on the control lever 11, replacing the operation invalidation switch 14 described in the first embodiment. The pressure sensor 15, as described later, is used to enable lever operation. In this embodiment, lever operation becomes effective when the pressure sensor 15 detects the driver's grip on the control lever 11.

[0094] like Figure 2 As shown in square brackets, pressure sensor information Sst, indicating the on / off state of pressure sensor 15, is output from pressure sensor 15 to steering control device 1, replacing the operation invalid switch information Ss described in the first embodiment. In this embodiment, pressure sensor 15 detects its on / off state based on whether the driver is holding the control lever 11 and in contact with its detection unit. Pressure sensor 15 detects an on state when the driver holds the control lever 11 and is in contact with its detection unit. The on state of pressure sensor 15 can detect intentional operation by the driver even when lever operation is present. Conversely, pressure sensor 15 detects an off state when the driver is not holding the control lever 11 and is not in contact with its detection unit. Regarding the off state of pressure sensor 15, it can detect unintentional operation by the driver even when lever operation is present. Pressure sensor 15 is, for example, disposed on control lever 11.

[0095] (Regarding operating conditions)

[0096] The operating conditions of this embodiment include (a1r) instead of (a1) in the first embodiment described above. Furthermore, the operating conditions of this embodiment include (a2) and (a3) ​​in the first embodiment described above. That is, the operating conditions of this embodiment are (a1r), (a2), and (a3).

[0097] In detail, the condition for (a1r) is that the pressure sensor 15 is in the ON state. Like (a1r), the operating conditions include conditions based on the ON / OFF state of the pressure sensor 15. The conditions based on the ON / OFF state of the pressure sensor 15 include setting conditions that are met when the sensor is ON. That is, the mode switching unit 63 is in an operating permission state where the lever operation is determined to be valid and the operating conditions are met when the pressure sensor 15 is ON, i.e., the setting conditions are met.

[0098] On the other hand, if the above-mentioned conditions are not met, the mode switching unit 63 determines that the operation condition is not met. That is, regarding condition (a1r), if the pressure sensor 15 is in the off state, i.e., the setting state is not met, the mode switching unit 63 determines the lever operation as invalid, and thus processes it as the operation condition not met. In this embodiment, if the setting condition is not met, it is in an operation invalid state where the driver's unintentional lever operation is determined to be invalid. In addition, regarding condition (a2), if the pressure sensor 15 is in the on state, even if the setting condition is met, if the lever operation is determined to be a specific operation, the mode switching unit 63 will also determine that operation as invalid, and thus processes it as the operation condition not met.

[0099] (Regarding the handling of switching control modes via joystick operation)

[0100] according to Figure 5 The flowchart shown illustrates an example of the processing steps of the mode switching unit 63 in this embodiment, which switches the control mode by lever operation during the autonomous driving control mode.

[0101] As shown in the figure, the mode switching unit 63 determines whether it is the automatic driving control mode (step 201). In step 201, the mode switching unit 63 and... Figure 3 Step 101 is processed in the same way. If the mode switching unit 63 determines that it is not in automatic driving control mode because no automatic driving control quantity θad is input (step 201: No), the process ends.

[0102] On the other hand, when the mode switching unit 63 determines that it is in automatic driving control mode due to the input automatic driving control quantity θad (step 201: Yes), it acquires the pressure sensor information Sst (step 202). Next, the mode switching unit 63 determines whether the setting condition is met based on the pressure sensor information Sst (step 203). In step 203, the mode switching unit 63 determines whether the pressure sensor 15 is in the on state based on the pressure sensor information Sst.

[0103] If the mode switching unit 63 determines that the setting condition is not met because the pressure sensor information Sst indicates an off state (step 203: No), the process ends. In this case, the mode switching unit 63 determines that the lever operation is invalid because the pressure sensor 15 is in an off state.

[0104] On the other hand, when the mode switching unit 63 determines that the set condition is met because the pressure sensor information Sst indicates an on state (step 203: Yes), it acquires the lever tilt angle θl (step 204). Next, the mode switching unit 63 analyzes the time series data Dt of the acquired lever tilt angle θl (step 205). In step 205, the mode switching unit 63 and... Figure 3 Step 105 is handled in the same way.

[0105] Next, the mode switching unit 63 determines whether a specific operation has been detected (step 206). In step 206, the mode switching unit 63 and... Figure 3 Step 106 is processed in the same way. If the mode switching unit 63 determines that it is a specific operation (step 206: yes), the process ends. In this case, the mode switching unit 63 determines that the lever operation whose setting condition is met but is determined to be a specific operation is invalid.

[0106] On the other hand, if the mode switching unit 63 determines that it is not a specific operation (step 206: No), it determines whether the operation condition is met (step 207). In step 207, the mode switching unit 63 and... Figure 3 Step 107 is processed in the same way. If the mode switching unit 63 determines that the operation conditions are not met (step 207: No), the process ends.

[0107] On the other hand, when the mode switching unit 63 determines that the operating conditions are met (step 207: Yes), it deactivates the automatic driving control mode and switches the control mode to manual driving control mode (step 208). In step 208, the mode switching unit 63 and... Figure 3 Step 108 is handled in the same way.

[0108] According to this implementation method, the following functions and effects are achieved.

[0109] (2-1) The operation determination process includes determining whether the set conditions are met. Therefore, in the operation determination process, if the set conditions are not met, the lever operation can be determined as invalid. Thus, it is easy to implement a structure that determines unintentional lever operation by the driver as invalid.

[0110] (Other implementation methods)

[0111] The above embodiments can be implemented in variations as follows. The above embodiments and the following variations can be combined with each other within the scope of technical inconsistency.

[0112] In the first embodiment described above, the structure of the inactive switch 14 can also be omitted. In this case, Figure 3 In the processing, simply delete step 103.

[0113] In the first embodiment described above, the structure of the pressure sensor 15 described in the second embodiment can also be added. In this case, Figure 3 In the processing, the addition of and before the processing in step 103 is... Figure 5 The corresponding processing step 203 can be performed.

[0114] In the first embodiment described above, the type of the operation invalid switch 14 can be appropriately changed, for example, to the type of touch sensor.

[0115] In the first embodiment described above, the processing steps based on the mode switching unit 63 are not limited to... Figure 3 as well as Figure 4 The steps shown can be modified appropriately. For example... Figure 3 The processing in step 101 can also be configured to be executed after the processing in step 107: Yes. This is also true for the second embodiment described above. That is, Figure 5 The processing in step 201 can also be configured to be executed after the processing in step 207: Yes.

[0116] In the first embodiment described above, the processing based on the mode switching unit 63 can also be deleted. Figure 3 The processing in step 106. This is also the same for the second embodiment described above. That is, it can also be deleted. Figure 5 Step 206 of the process.

[0117] In the second embodiment described above, the structure of the pressure sensor 15 can also be omitted. In this case, Figure 5 In the processing, simply delete step 203.

[0118] In the second embodiment described above, the type of pressure sensor 15 can be appropriately changed, for example, by switching the on / off state depending on whether the operating lever 11 is held and the lever is pressed.

[0119] In the above embodiments, when the mode switching unit 63 detects a specific operation, it may use other factors instead of the operation speed ωl, or it may combine other factors. Other factors may include, for example, the change in operation speed ωl (operation acceleration), the steering angle θp, and the change in steering angle θp (steering speed). Alternatively, other factors may be the driver's operating force on the control lever 11. For example, the control lever 11 may be equipped with a torque sensor that detects the driver's operating force on the control lever 11.

[0120] In the above embodiments, the mode switching unit 63 may also determine the detection of a specific operation if either of the conditions (b1) or (b2) is met.

[0121] In the above embodiments, when the mode switching unit 63 detects a specific operation, it may use only the condition (b1) and delete the condition (b2), or it may use only the condition (b2) and delete the condition (b1).

[0122] In the above embodiments, when the mode switching unit 63 detects a specific operation, it may use either the time series data Dt or the operation time Ts, which is the time when the state is inconsistent with the forward position of the operating lever 11.

[0123] In the embodiments described above, the change threshold Lth can also be varied depending on the operation that is to be detected as a specific operation. For example, as a specific operation, it is possible to detect operations that cause the time for the driver's stick operation to converge to become longer or shorter. The same applies to the time threshold Tth or the speed threshold ωlth.

[0124] In the above embodiments, the threshold Lth can also be changed according to the vehicle's driving state, such as vehicle speed V. The same applies to the time threshold Tth or the speed threshold ωlth.

[0125] In the above embodiments, the autonomous driving control device 44 may also generate a torque control quantity with a torque dimension as the autonomous driving control quantity θad. In this case, the torque control quantity with a torque dimension is converted into a value with an angle dimension and then reflected in the steering angle θi.

[0126] In the above embodiments, in addition to replacing driving while the vehicle is in motion, autonomous driving can also be implemented as various driving assistance functions to further improve the comfort of the vehicle. These driving assistance functions include, for example, functions that prevent lane departure or perform emergency avoidance maneuvers.

[0127] In the above embodiments, the structure of the audio input device 45 can also be omitted. In this case, Figure 4 Simply delete it.

[0128] In the above embodiments, the voice input device 45 is replaced by an emergency request unit for disabling automatic driving, for example, by setting a switch operated by the driver, which can be appropriately changed.

[0129] In the embodiments described above, the steering angle calculation unit 61 may be omitted. In this case, for example, the rotation angle, i.e., the steering angle θp, may be input from a sensor that detects the rotation angle of the pinion shaft 21. This sensor may also detect the rotation angle of the pinion shaft 21 in an absolute angle range exceeding 360°.

[0130] In the above embodiments, when the reaction force mechanism 12a is composed of a motor, the rod tilt angle θl can also be detected based on the rotation angle of the motor.

[0131] In the above embodiments, the convertible value that can be converted into the steering angle θi of the steering wheel 3 is the rotation angle of the pinion shaft 21, but it is not limited to this. For example, the travel amount of the rack shaft 22 or the steering angle θi itself can be convertible values.

[0132] In the above embodiments, the operating lever 11 can be tilted and supported on the base 12, but is not limited to this; for example, it can also be supported so as to slide relative to the base 12. In this case, the amount of operation by the driver is represented by the amount of sliding of the operating lever 11. In addition to controlling the steering angle θi of the steering wheel 3, the operating lever 11 can also be used to control the driving / braking of the vehicle.

[0133] In the above embodiments, the operating unit 4 may be equipped with a steering wheel operated by the driver instead of the control lever 11 as the operating component. In this case, the operating unit 4 is equipped with a steering wheel in addition to the control lever 11. The steering control device 2 is a linkage-free structure that separates the power transmission between the operating unit 4 and the steering unit 5, but it is not limited to this. When a steering wheel is provided, the steering control device 2 may also be a structure that can separate the power transmission between the operating unit 4 and the steering unit 5 via a clutch.

[0134] In the above embodiments, the steering actuator 31 transmits the rotation of the steering motor 32 to the ball screw mechanism 35 via the belt mechanism 34, but it is not limited to this. For example, the steering actuator 31 may be configured to transmit the rotation of the steering motor 32 to the ball screw mechanism 35 via a gear mechanism. Alternatively, the steering actuator 31 may be configured so that the steering motor 32 directly rotates the ball screw mechanism 35. Furthermore, the steering actuator 31 may be configured such that the steering unit 5 has a second rack and pinion mechanism, which converts the rotation of the steering motor 32 into the reciprocating motion of the rack shaft 22, thereby imparting steering force to the steering unit 5.

Claims

1. A steering control device for controlling the steering of a vehicle, wherein, The steering control device has a structure in which the power transmission path between the operating unit with operating components and the steering unit configured to steer the steering wheels is separated. The steering control device includes: The target steering correspondence value calculation unit is configured to calculate a target value, i.e., a convertible value that can be converted into the steering angle of the steering wheel, based on the operation of the operation component, and to calculate the target steering correspondence value so that the ratio of the change in steering angle to the change in the operation amount of the operation component is greater than 1. The control signal generation unit is configured to generate a control signal that causes the steering unit to operate based on the target steering value. as well as The mode switching unit switches the control mode that causes the steering unit to operate to either automatic driving control mode or manual driving control mode. The vehicle is equipped with an external control device that outputs instructions for automatic driving, enabling the vehicle to automatically change its direction of travel. The aforementioned automatic driving control mode is a mode in which the instructions for automatic driving are reflected in the control that causes the steering unit to perform actions. The manual driving control mode is a mode in which the instructions for automatic driving are not reflected in the control that causes the steering unit to move. The mode switching unit is configured to perform: The operation determination process determines whether the operating conditions for a valid operation performed by the driver on the operating components are met during the autonomous driving control mode. as well as The mode switching process involves switching from the automated driving control mode to the manual driving control mode when the specified operating conditions are met. The operation determination process includes performing the following steps: Determine whether the autonomous driving control mode, i.e., the mode state condition, is met; The process of determining whether the operation state condition is valid, which is based on the condition that the mode state condition is at least met, is to determine whether the state condition is valid, which is to detect that the driver has a valid operation on the operation component. The determination of whether the state condition is valid is based on a condition that is different from the driver's operation on the operation component. The driver's operation is determined to be invalid if at least the mode state condition is met and the operation state condition is not met. At least the condition that the mode state condition and the operation state condition are met shall be used as conditions to determine that the driver’s unintentional operation is invalid.

2. The steering control device according to claim 1, wherein, The operating state condition is a condition that is valid only if invalid conditions, which are conditions different from the driver's operation of the operating components, are not met. The operation determination process includes the following steps: The driver's operation is determined to be invalid if at least the mode state condition is met and the operation state condition is not met because the invalid condition is met. The operation condition is determined to be valid if at least the mode state condition is valid and the operation state condition is valid because the invalid condition is not valid.

3. The steering control device according to claim 1 or 2, wherein, The operating state condition is a condition that is established when a set condition is met, which is different from the driver's operation of the operating component. The operation determination process includes the following steps: The determination of whether the operation condition is met is based on at least the condition that the mode state condition is met and the operation state condition is met because the set condition is met. The driver's operation is determined to be invalid if at least the mode state condition is met and the operation state condition is not met because the set condition is not met.

4. The steering control device according to claim 1 or 2, wherein, The operation determination process includes the following process: at least the mode state condition and the operation state condition are met, and a specific operation that occurs in a way that the change in the driver's operation converges instantaneously is determined to be invalid.

5. The steering control device according to claim 4, wherein, The operation determination process includes the following steps: Analyze the time-series data obtained by continuously detecting the operational quantity of the operating component; and The specific operation is detected based on the results of the analysis of the time series data.

6. The steering control device according to claim 5, wherein, The processing for analyzing the time series data includes a process of equalizing the time series data. The process of detecting the specific operation includes detecting the specific operation based on a comparison between the result of the equalization and the magnitude of the threshold.

7. The steering control device according to claim 4, wherein, The operation determination process includes the following steps: The time during which the operation amount of the operating component is inconsistent with the position corresponding to the vehicle's forward movement, i.e., the forward position, is measured; and Based on the measurement of the time, the specific operation is detected. The process for detecting the specific operation includes the following steps: the specific operation is detected based on a comparison between the result of measuring the time and the magnitude of a threshold.

8. The steering control device according to claim 5, wherein, The process for detecting the specific operation includes the following steps: detecting the specific operation based on a comparison between an operation quantity parameter representing the change state of the operation quantity and a threshold.

9. A steering control method for controlling a vehicle's steering control device, wherein, The steering control device has a structure in which the power transmission path between the operating unit with operating components and the steering unit configured to steer the steering wheels is separated. The steering control method includes: Based on the operation of the operating component, a target value, namely the target steering corresponding value, which can be converted into the steering angle of the steering wheel, is calculated, and the target steering corresponding value is calculated so that the ratio of the change in steering angle to the change in the operation amount of the operating component is greater than 1. Based on the target steering value, a control signal is generated to make the steering unit move; as well as The control mode that enables the steering unit to operate will be switched to either automatic driving control mode or manual driving control mode. The vehicle is equipped with an external control device that outputs instructions for automatic driving, enabling the vehicle to automatically change its direction of travel. The aforementioned automatic driving control mode is a mode in which the instructions for automatic driving are reflected in the control that causes the steering unit to perform actions. The manual driving control mode is a mode in which the instructions for automatic driving are not reflected in the control that causes the steering unit to move. The situations in which the control mode is switched include: During the autonomous driving control mode, an operation determination process is performed to determine whether the operating conditions for a valid operation performed by the driver on the operating components are met. as well as The system performs a mode switching process, switching from the automated driving control mode to the manual driving control mode when the specified operating conditions are met. The operation determination process includes performing the following steps: Determine whether the autonomous driving control mode, i.e., the mode state condition, is met; The process of determining whether the operation state condition is valid, which is based on the condition that the mode state condition is at least met, is to determine whether the state condition is valid, which is to detect that the driver has a valid operation on the operation component. The determination of whether the state condition is valid is based on a condition that is different from the driver's operation on the operation component. The driver's operation is determined to be invalid if at least the mode state condition is met and the operation state condition is not met. At least the condition that the mode state condition and the operation state condition are met shall be used as conditions to determine that the driver’s unintentional operation is invalid.

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