Vehicle driving control

Abstract

The intention is to improve the intervention control of a vehicle's travel control, which can be carried out independently of the operation of a control element by an occupant or contrary to the operation of the control element by the occupant. A vehicle travel control device (10) comprises: an operating element (22) configured to control the travel of a vehicle (1) by operation; and a controller (44) configured to execute travel control including acceleration or deceleration control for accelerating or decelerating the vehicle (1) according to operation information concerning an operation of the operating element (22) by an occupant. The controller (44) executes stop intervention control for decelerating and stopping the traveling vehicle (1), intervention cancellation control for canceling the stop intervention control, and drive control for accelerating the vehicle (1).The controller (44) accelerates the vehicle (1) in the drive control after the stop intervention control is canceled by the engagement cancellation control by a second drive control that suppresses the acceleration compared to a first drive control for accelerating the vehicle (1) according to an operation amount of the operating member (22) by the occupant.

Description

Technical area

[0001] The invention relates to a vehicle travel control device. State of the art

[0002] Vehicles, such as automobiles, drive according to operator inputs on controls such as a steering wheel, an accelerator pedal, or a brake pedal by an occupant.

[0003] However, the occupant may not always be able to appropriately operate the controls in the moving vehicle. In such cases, it is considered desirable for the vehicle to give priority to control intervention and temporarily suppress control based on the occupant's operation in order to achieve safer vehicle behavior (Patent Literature 1). For example, the occupant may inadvertently operate the accelerator pedal instead of the brake pedal. In this case, it is considered that the vehicle preferentially executes stop intervention control to decelerate and stop the moving vehicle. This allows the vehicle to decelerate and stop during traveling regardless of the occupant's operation of the accelerator pedal or contrary to the occupant's operation of the accelerator pedal. This is expected to enhance the driving safety of the vehicle. Literature listPatent literature Patent Literature 1: Unexamined Japanese Patent Application Publication JP 2013-129 228 A Patent Literature 2: Unexamined Japanese Patent Application Publication JP 2019-142266 A Brief description of the inventionProblem to be solved by the invention

[0004] However, when executing such a stop intervention control, it is difficult for a vehicle to control the cancellation of the stop intervention control, that is, when to cancel and terminate the stop intervention control.

[0005] The vehicle may not be able to continue steering without interruption until the vehicle is decelerated and stopped, for example, by the stop intervention control described above. An occupant may also operate the steering wheel to a greater extent during intervention control, for example, based on their own decision to avoid risk.

[0006] In this case, if the vehicle continues to perform stop intervention control until it decelerates and stops, the occupant may not be able to control the vehicle as expected, or a secondary hazard may be caused by a sudden stop that disrupts traffic flow. The vehicle may then be involved in an unexpected incident. Furthermore, there is also the possibility that an abnormality may occur in an in-vehicle sensor mounted on the vehicle, such as an in-vehicle camera.

[0007] It is likely undesirable for the vehicle to continuously continue the stop intervention control due to inaccurate information from the in-vehicle sensor until the vehicle decelerates and stops. Furthermore, Patent Literature 2 discloses that intervention control is canceled when the accelerator pedal is depressed by an occupant during the intervention control.

[0008] On the other hand, if the stop intervention control is executed because the occupant inadvertently presses the accelerator pedal hard instead of the brake pedal, for example, the occupant may be surprised by how the vehicle responds to the operation. The occupant will likely be surprised by how the vehicle responds to the operation, although this may be less surprising than if the control were performed as it would be if the accelerator pedal were inadvertently presses the pedal hard instead of the brake pedal. The occupant in such a state may not always be able to operate a control element as desired, as usual.

[0009] In such a state, the occupant may also not always be able to perform a drive control operation for subsequent re-acceleration of the vehicle as usual. If the vehicle executes the drive control for accelerating the vehicle based on excessive operation input to the control element by the occupant in such a state, there is a possibility that a secondary unexpected event may occur for the occupant.

[0010] Thus, in the driving control of a vehicle, it is desirable to improve intervention control that is performed independently of the operation of a control element by an occupant or contrary to the operation of the control element by the occupant. Means to solve the problem

[0011] A vehicle travel control device according to an embodiment of the invention includes an operating element and a controller. The operating element is to be operated by an occupant. The operating element is mounted in a vehicle to control the travel of the vehicle. The controller is configured to acquire operation information related to an operation of the operating element by the occupant and to execute travel control, including acceleration or deceleration control, for accelerating or decelerating the vehicle according to the acquired operation information.

[0012] The controller is configured to execute: stop intervention control for decelerating and stopping the traveling vehicle regardless of the occupant's operation of the control element or contrary to the occupant's operation of the control element; engagement cancellation control for canceling the stop intervention control; and propulsion control for accelerating the vehicle. The controller is configured to accelerate the vehicle in the propulsion control after the stop intervention control is canceled by the engagement cancellation control through a second propulsion control that suppresses acceleration compared to a first propulsion control for accelerating the vehicle according to an operation amount of the control elements by the occupant. Effects of the invention

[0013] In the embodiment of the invention, the controller executes the engagement cancellation control for canceling the stop intervention control, as well as the stop intervention control for decelerating and stopping the moving vehicle, regardless of the occupant's operation of the control element or contrary to the occupant's operation of the control element. This allows the vehicle to continue control until the vehicle is decelerated and stopped by the stop intervention control or until the stop intervention control is canceled.

[0014] Further, the controller according to the embodiment of the invention is configured to accelerate the vehicle by the second drive control that suppresses the acceleration compared with the ordinary first drive control for accelerating the vehicle according to the amount of operation of the controls by the occupant in the drive control to be executed for accelerating the vehicle after the stop intervention control is canceled by the engagement cancellation control.

[0015] This suppresses ordinary sudden acceleration of the vehicle even when the occupant who feels uncomfortable about the vehicle traveling according to intervention control then hastily performs an operation to accelerate the vehicle, for example. This contributes to preventing the occupant who feels uncomfortable about the vehicle traveling according to the intervention control from feeling uncomfortable again. Thus, the occupant can regain composure during the vehicle acceleration through the acceleration-suppressing second drive control. It is expected that the occupant who has regained composure will operate the vehicle in a state of mind similar to a normal state of mind and no longer hastily.

[0016] Specifically, in the present embodiment, in the stop intervention control, the controller may execute the stop intervention control by determining an abnormal operation regarding one or both of the operation speed and the operation amount of the accelerator pedal. Further, in the present embodiment, when the controller has executed the stop intervention control by determining an abnormal operation, the controller may accelerate the vehicle in the propulsion control after canceling the stop intervention control by the engagement cancellation control by the second propulsion control.

[0017] This allows the controller to execute the stop intervention control and further accelerate the vehicle through the second drive control in the drive control after the stop intervention control is canceled, for example, when the occupant accidentally presses the accelerator pedal hard instead of the brake pedal.

[0018] As described above, the embodiment of the invention enables an improvement in intervention control to be carried out independently of the operation of an operating member by an occupant or contrary to the operation of the operating member by the occupant. Short description of the drawings

[0019] The drawings show in: Fig. 1 is an explanatory diagram showing an example of a driving environment of a car according to a first embodiment of the invention. Fig. 2 an explanatory representation of a device used in the car according to Fig. 1 control system serving as a vehicle travel control device. Fig. 3 a representation of a basic configuration of the various control devices according to Fig. 2. Fig. 4 is a flowchart of a default control for a CPU of an operation control device according to Fig. 2 stop intervention control to be executed. Fig. 5 is a flowchart of the control signal executed by a CPU of a brake control device according to Fig. 2 stop intervention control to be executed. Fig. 6 is an explanatory diagram showing an example of an intervention determination condition for an operation of an accelerator pedal by an occupant. Fig. 7 a flowchart of a CPU of a Fig. 2 shown brake control device. Fig. 8 a flowchart of a CPU of a Fig. 2 shown drive control device. Fig. 9 an explanatory diagram of an example of acceleration suppression. Fig. 10 is a flowchart of drive control to be executed by a CPU of a drive control device of a car according to a second embodiment of the invention. Fig. 11 is an explanatory diagram of a server device that controls the travel of a car according to a third embodiment of the invention. Embodiments of the invention

[0020] Some embodiments of the invention are described below with reference to the drawings. First embodiment

[0021] Fig. 1 is an explanatory diagram of an example of a driving environment of a car 1 according to a first embodiment of the invention.

[0022] In Fig. 1, car 1 is driving straight ahead on a straight road. Car 1 is an example of a vehicle. Examples of a vehicle can also include a large bus, a truck, a motorcycle, a bicycle, and personal mobility.

[0023] When driving straight ahead on a straight road, an occupant generally operates an accelerator pedal 22 to maintain the current speed and holds a steering wheel 21 to drive along the road.

[0024] In such a situation, for example, another car 2 may enter a lane from one side of the road, as indicated by a dashed line in the drawing. In this case, the occupant stops operating the accelerator pedal 22 and presses a brake pedal 23 to stop behind the other car 2 at P1. This prevents the own car 1 and the other car 2 from interfering with each other.

[0025] Furthermore, a traffic light (not shown) may change from green to red at an intersection. In this case, the occupant stops operating the accelerator pedal 22 and presses the brake pedal 23 before the intersection at a time they deem appropriate to stop before the intersection. This prevents the car 1 serving as the owner's vehicle from entering the intersection when the traffic light is red.

[0026] Thus, the car 1 moves based on the occupant's inputs to control elements, such as the steering wheel 21, the accelerator pedal 22, or the brake pedal 23. The acceleration or deceleration as well as the steering of the moving car 1 essentially correspond to the extent to which the occupant operates the control elements.

[0027] However, the occupant may not always be able to properly operate the controls in the moving car 1. Thus, it is desirable that the car 1 be controlled by intervention when the occupant performs an abnormal operation different from a normal operation. For example, the occupant may inadvertently depress the accelerator pedal 22 instead of the brake pedal 23. In this case, it is desirable that the car 1 execute stop intervention control to decelerate and stop the moving car 1. This allows the car 1 to decelerate and stop during travel regardless of the occupant's operation of the accelerator pedal 22 or contrary to the occupant's operation of the accelerator pedal 22. This is expected to enhance the driving safety of the car 1.

[0028] However, when executing such stop intervention control, it is difficult for the car 1 to control the cancellation of the stop intervention control, that is, when the stop intervention control is canceled and terminated. The car 1 may not be able to continue the control continuously until the car 1 has decelerated and stopped, for example, by the stop intervention control described above. For example, an occupant may operate the steering wheel 21 to a greater extent even during intervention control, for example, based on their own decision to avoid risk. In this case, if the car 1 continues the stop intervention control continuously until it decelerates and stops, the occupant cannot control the car 1 as expected.

[0029] The car 1 may then be involved in an unexpected event. Furthermore, there is also a possibility that an abnormality may occur in an in-vehicle sensor, such as an exterior camera 29 mounted on the car 1. It is likely undesirable for the car 1 to continuously continue the stop intervention control based on inaccurate information from the in-vehicle sensor until the car 1 decelerates and stops. Patent Literature 2 further discloses canceling the intervention control when the accelerator pedal 22 is depressed by the occupant during the intervention control.

[0030] On the other hand, if the stop intervention control is executed because the occupant inadvertently depresses the accelerator pedal 22 instead of the brake pedal 23, for example, the occupant may be surprised by how the car 1 responds to the operation. The occupant will likely be surprised by how the car 1 responds to the operation, although it may be less surprising than if the control were performed as it would actually be if the accelerator pedal 22 is inadvertently depressed strongly instead of the brake pedal 23. The occupant cannot always perform a desired operation as usual in such a state.

[0031] In such a state, the occupant may not always be able to perform an operation for drive control for subsequent re-acceleration of the vehicle 1 appropriately as usual. If the vehicle 1 performs the drive control for accelerating the vehicle 1 based on an excessive operation input to the control element by the occupant in such a state, there is a possibility that a secondary unexpected event may occur for the occupant. For example, a pedestrian is about to cross the road before the intersection according to Fig. 1. In this case, the occupant must also unexpectedly stop in front of the crossing pedestrian at P2.

[0032] Thus, in a driving control of the car 1, it is desirable to improve the intervention control so that it is carried out independently of the operation of the control element by the occupant or contrary to the operation of the control element by the occupant.

[0033] Fig. 2 is an explanatory view of a device used in the car 1 according to Fig. 1 control system 10 serving as a vehicle travel control device.

[0034] The control system 10 according to Fig. 2 includes a plurality of control devices and a vehicle network 17 to which the control devices are coupled. The vehicle network 17 may be a vehicle network 17 conforming to a standard such as CAN (Controller Area Network) or LIN (Local Interconnect Network). In another example, the vehicle network 17 may be a network conforming to the IEEE (Institute of Electrical and Electronics Engineers) 802.3 standard. The vehicle network 17 may also be a network conforming to IEEE 802.15 or a network combining these. The control devices may send and receive information to and from each other via the vehicle network 17.

[0035] Fig. 2 shows, as examples of the control devices, an operation control device 11, a drive control device 12, a brake control device 13, a steering control device 14, a control device 15 for in-vehicle sensors and an external communication device 16. The control system 10 may also have further control devices.

[0036] Various control elements to be operated by the occupant of the car 1 are coupled to the control device 11. One or more control elements to be operated by the occupant can be mounted in the car 1 in order to operate the travel of the car 1.

[0037] Here, examples include the steering wheel 21, the accelerator pedal 22, the brake pedal 23, a gearshift lever 24, and a touch panel 25. The touch panel 25 can be used, for example, by the occupant to make commands for driving the vehicle. The operation control device 11 detects the occupant's operation inputs at each control element and outputs operation information to other control devices via the vehicle network 17.

[0038] A drive device 26, such as an internal combustion engine, a motor, or a transmission, is coupled to the drive control device 12. The drive control device 12 acquires drive-related control information from the vehicle network 17 and controls an operating state of the drive device 26. This allows the car 1 to accelerate or maintain speed. Note that the drive-related control information may be generated primarily periodically by the operation control device 11 according to the amount of operation of the accelerator pedal 22 by the occupant.

[0039] A braking device 27, such as a brake or a regeneration device, is coupled to the braking control device 13 and is configured to brake the wheels of the vehicle 1. The braking control device 13 acquires control information regarding braking operations from the vehicle network 17 and controls an operating state of the braking device 27. This allows the vehicle 1 to decelerate or stop. Note that the control information regarding the braking operations may be generated primarily periodically by the operation control device 11 according to the amount of operation of the brake pedal 23 by the occupant.

[0040] A steering device 28 is coupled to the steering control device 14. The steering control device 14 acquires steering control information from the vehicle network 17 and controls an operating state of the steering device 28. This allows the car 1 to drive to the right or to the left. Note that the steering control information may be generated primarily periodically by the operation control device 11 according to the amount of operation of the steering wheel 21 by the occupant.

[0041] These drive control, brake control, and steering control enable the vehicle 1 to travel based on and depending on the occupant's operation of the controls. For example, the drive control device 12 may detect information regarding the occupant's operation amount of the accelerator pedal 22 and execute acceleration control to accelerate the vehicle 1 according to the detected operation amount of the accelerator pedal 22.

[0042] The brake control device 13 can detect information regarding the operation amount of the brake pedal 23 by the occupant and execute a deceleration control for decelerating the car 1 according to the detected operation amount of the brake pedal 23.

[0043] Various in-vehicle sensors mounted in the car 1 are coupled to the in-vehicle sensor control device 15. Examples of in-vehicle sensors include the vehicle exterior camera 29, an exterior lidar 30, and an acceleration sensor 31.

[0044] The vehicle exterior camera 29 can be arranged in the car 1 facing forward, for example to record an image of an area in front of the moving car 1.

[0045] The vehicle exterior lidar 30 may be arranged facing forward in the car 1 to detect the area in front of the moving car 1, for example, based on laser reflection. The vehicle exterior lidar 30 may generate spatial information regarding an object located in the detection area based on a laser reflection time and a laser reflection input direction.

[0046] The acceleration sensor 31 detects the current acceleration rate of the moving car 1. The acceleration sensor 31 can detect the acceleration rate in three orthogonal axial directions.

[0047] The in-vehicle sensor control device 15 acquires detection information from the various in-vehicle sensors mounted in the car 1 and outputs the detection information to another control device via the in-vehicle network 17. Furthermore, the in-vehicle sensor control device 15 may process the detection information of the in-vehicle sensor and output a processing result as detection information to another control device via the in-vehicle network 17.

[0048] For example, the control device 15 for in-vehicle sensors can analyze a captured image of the vehicle exterior camera 29 or spatial information concerning an object of the vehicle exterior lidar 30, information about the other car 2 or the Fig. 1 and output the generated information as detection information to another control device via the vehicle network 17. The in-vehicle sensor control device 15 can generate speed and direction information related to the travel of the car 1, as well as yaw, pitch, and roll information indicative of a behavior of the car 1, based on the acceleration rate detected by the acceleration sensor 31, and output the generated information as detection information to another control device via the vehicle network 17.

[0049] The external communication device 16 establishes a wireless communication path with a base station 100 outside the car 1 and sends and receives information to and from a server device 101 using the established wireless communication path. Examples of the server device 101 include a server device for ADAS, a server device provided, for example, by a manufacturer of the car 1, and a server device for emergency response. The external communication device 16 can send and receive information to and from these server devices 101 as needed.

[0050] Fig. 3 is a representation of a basic configuration of the various control devices 40 according to Fig. 2.

[0051] The control device 40 according to Fig. 3 includes an input / output port 41, a timer 42, a memory 43, a CPU (central processing unit) 44, and a control bus 45 to which they are coupled. These devices, coupled to the control bus 45, can supply and receive information to and from each other via the control bus 45.

[0052] The brake control device 13 is used as an example for the description.

[0053] The input / output port 41 can be used to connect various Fig. 2. For example, the vehicle network 17 and the braking device 27 can be coupled to the input / output port 41 of the braking control device 13. It should be noted that the vehicle network 17 can also be coupled to a dedicated in-vehicle input / output device separate from the input / output port 41.

[0054] The timer 42 measures the time or the clock time.

[0055] The memory 43 stores a program to be executed by the CPU 44 as well as various types of information. The memory 43 can be, for example, a non-volatile semiconductor memory, an HDD, or a RAM.

[0056] The CPU 44 reads and executes the program stored in the memory 43. Thus, a controller is implemented in the control device 40 that controls its operation.

[0057] Next, an intervention control for the occupant's operation by the control system 10 having such a configuration will be described.

[0058] Mainly, an example of intervention control is described when an abnormal operation of the accelerator pedal 22 is performed by the occupant of the moving car 1. Conceivable examples of an abnormal operation of the control element by the occupant also include an abnormal operation of the accelerator pedal 22 of the parked car 1 and an abnormal operation of the brake pedal 23 or the steering wheel 21 of the moving car 1.

[0059] The intervention control for the abnormal operation of the accelerator pedal 22 in the present embodiment basically includes intervention instruction control, stop intervention control, and engagement cancellation control. In the present embodiment, the intervention control is also performed in the drive control after the engagement cancellation.

[0060] Stop intervention control refers to a control for decelerating and stopping the moving vehicle 1 independently of the occupant's operation of the control element or contrary to the occupant's operation of the control element. Such stop intervention control can be terminated when the vehicle 1 stops.

[0061] The engagement cancellation control means control for canceling the stop engagement control and for ending the stop engagement control.

[0062] The drive control means a control for accelerating the car 1.

[0063] In the control system 10 according to Fig. 2, for example, the CPU 44 of the brake control device 13 can execute the stop engagement control and the engagement cancellation control as its controller. Furthermore, for example, the CPU 44 of the drive control device 12 can also execute the drive control as its controller. Furthermore, the CPU 44 of the operation control device 11 can execute the engagement specification control as its controller.

[0064] In this case, the control system 10 operates according to Fig. 2, the CPUs 44 of the control devices work together to execute the intervention control through the series of controls described above. Note that the intervention control through the series of controls described above may be executed by the CPU 44 of a control device 40 of the control system 10, for example, the CPU 44 of the brake controller 13.

[0065] Fig. 4 is a flowchart of the default control for the operation performed by the CPU 44 of the operation control device 11 in Fig. 2 stop intervention control to be executed.

[0066] The CPU 44 of the operation control device 11 repeatedly executes the default control for the stop intervention control according to Fig. 4 out.

[0067] In step ST1, the CPU 44 determines whether or not a mode designation operation for the intrusion control has been performed. For example, the occupant may perform a mode designation operation for the intrusion control on a designation screen of the touch panel 25. The CPU 44 terminates the control if the occupant has not performed a mode designation operation for the intrusion control. In this case, the CPU 44 may initialize a normal mode for the intrusion control. On the other hand, if the occupant has performed a mode designation operation for the intrusion control, the CPU 44 causes the process to proceed to step ST2.

[0068] Modes that can be specified for intervention control include a normal mode and an acceleration rate suppression mode.

[0069] The normal mode for the intervention control means a mode for limiting the intervention control to the cases where the operation of the accelerator pedal 22 by the occupant is a generally unusual, abnormal operation and thus is an operation requiring the execution of the intervention control.

[0070] The acceleration rate suppression mode for intervention control means a mode in which the occupant's operation of the accelerator pedal 22 is judged to be abnormal if it is in a higher range than the normal mode.

[0071] It should be noted that three or more modes can be specified as intervention control.

[0072] In step ST2, the CPU 44 determines whether or not the occupant has made a default operation for the acceleration rate suppression mode.

[0073] If no default operation has been made for the acceleration rate suppression mode, the CPU 44 causes the process to proceed to step ST3.

[0074] When a default operation for the acceleration rate suppression mode has been made, the CPU 44 causes the process to proceed to step ST4.

[0075] In step ST3, the CPU 44 sets the normal mode for intervention control. The CPU 44 may record information indicating that the normal mode for intervention control is set in the memory 43. The CPU 44 may also output information indicating that the normal mode for intervention control is set to another control device of the control system 10 via the input / output port 41. Thereafter, the CPU 44 terminates the control.

[0076] In step ST4, the CPU 44 sets the acceleration rate suppression mode for intervention control. The CPU 44 may record information indicating that the acceleration rate suppression mode is set for intervention control in the memory 43. The CPU 44 may also output information indicating that the acceleration rate suppression mode is set for intervention control to another control device of the control system 10 via the input / output port 41. Thereafter, the CPU 44 terminates the control.

[0077] Thus, the CPU 44 of the operation control device 11 can set the default mode of the intervention control by switching between the normal mode and the acceleration rate suppression mode based on the default operation in the car 1 by the occupant.

[0078] Note that the CPU 44 of the operation control device 11 may obtain the default mode of the intervention control specified in advance by the occupant or the owner of the car 1 from the server device 101 using the external communication device 16 and specify the obtained default mode.

[0079] Fig. 5 is a flowchart of the processing executed by the CPU 44 of the brake control device 13 according to Fig. 2 stop intervention control to be executed.

[0080] The CPU 44 of the brake control device 13 repeatedly executes the stop intervention control according to Fig. 5 out.

[0081] The CPU 44 of the brake control device 13 slows down and stops the moving car 1 by the Fig. 5 independently of the operation of the accelerator pedal 22 by the occupant or contrary to the operation of the accelerator pedal 22 by the occupant.

[0082] In step ST11, the CPU 44 determines whether the car 1 serving as the own vehicle is moving or not. If the car 1 is parked or stopped, for example, the CPU 44 determines that the own vehicle is not moving and terminates control. If the own vehicle is moving, the CPU 44 causes the process to proceed to step ST12.

[0083] In step ST12, the CPU 44 receives information from each unit of the control system 10 of the car 1 to determine whether or not intervention is required for the traveling car 1.

[0084] Note that the CPU 44 may acquire the information of each unit of the control system 10 of the car 1 already collected in the memory 43 from the memory 43. In this case, the CPU 44 may execute a process of acquiring information from the vehicle network 17 and recording the information in the memory 43 in the background. Thus, the information collected and stored in the memory 43 is constantly updated with the latest information.

[0085] Examples of the information to be used to determine whether or not intervention is required include, for example, information concerning the driving environment of the car 1 serving as the own vehicle, information concerning a vehicle state, and information concerning an operation of controls by the occupant.

[0086] The information concerning the driving environment may include, for example, an image of the external environment of the vehicle taken by the vehicle external camera 29, spatial information concerning the external environment of the vehicle detected by the vehicle external lidar 30, and detection information based thereon concerning a moving body in the environment, such as a vehicle driving ahead or the crossing person 3 in the vicinity of the intersection.

[0087] The vehicle state information may include information regarding the acceleration rate, speed, and body behavior of the own vehicle based on the detection by the acceleration sensor 31. Furthermore, the vehicle state information may include abnormality information regarding the in-vehicle sensor, such as the vehicle exterior camera 29.

[0088] The information relating to an operation of operating elements by the occupant may include, for example, information relating to the operation amount and operation speed of the accelerator pedal 22, the operation amount and operation speed (a stepping speed) of the brake pedal 23, and a steering direction and a steering value (a steering angle) as well as a steering speed of the steering wheel 21.

[0089] In step ST13, the CPU 44 determines whether or not intervention is required for the running car 1 based on the information concerning the driving environment, the vehicle state, and the occupant's operation acquired in step ST12.

[0090] For example, the CPU 44 may determine whether or not the occupant has performed a normal operation as usual based on the operation information. If the occupant has performed an abnormal operation instead of a normal operation, the CPU 44 causes the process to proceed to step ST14 to perform a stop intervention process for decelerating and stopping the traveling car 1.

[0091] Further, based on the vehicle state information, the CPU 44 can determine whether there is an unusual abnormality in the vehicle behavior or the in-vehicle sensor. If there is an abnormality in the vehicle behavior or the in-vehicle sensor, the CPU 44 causes the process to proceed to step ST14 to perform the stop intervention process for decelerating and stopping the traveling car 1.

[0092] Furthermore, the CPU 44 can determine, based on the information regarding the driving environment, whether an obstacle to safe driving exists when the own vehicle continues the current driving or continues driving based on the operation. For example, as shown in Fig. 1, when the CPU 44 predicts that the other car 2 will enter the lane in which the own vehicle is traveling from the side of the road or that the pedestrian will cross the roadway, the CPU 44 determines that there is an obstacle to the travel of the own vehicle traveling straight ahead.

[0093] The CPU 44 may also determine that an obstacle to the travel of the own vehicle exists when the CPU 44 predicts that there is a possibility of obstruction due to too short a time to collision (ttc) before a predicted collision time. If the CPU 44 predicts that an overlap rate indicating a collision width in the obstruction prediction will be greater than or equal to a threshold, the CPU 44 may further determine that an obstacle to the travel of the own vehicle exists. In this case, the CPU 44 causes the process to proceed to step ST14 to execute the stop intervention process for decelerating and stopping the traveling car 1.

[0094] If none of these cases applies, the CPU 44 terminates the control. In this case, the CPU 44 terminates the stop intervention control according to Fig. 5 without executing a stop intervention process.

[0095] Note that the CPU 44 may vary what is determined, as well as a criterion for whether intervention is required for the traveling car 1, between the normal mode and the acceleration rate suppression mode, as described above. For example, in the normal mode, the CPU 44 may predict and determine the presence or absence of an obstacle due to the other vehicle 2 or the pedestrian in a vehicle width range in a traveling direction. In contrast, in the acceleration rate suppression mode, the CPU 44 may predict and determine the presence or absence of an obstacle due to the other vehicle 2 or the pedestrian in a front area of the own vehicle in the traveling direction.

[0096] In step ST14, the CPU 44 acquires the intervention control default mode from the memory 43 and determines whether the intervention control normal mode is defaulted. If the intervention control normal mode is defaulted, the CPU 44 causes the process to proceed to step ST15. If the acceleration rate suppression mode is defaulted instead of the intervention control normal mode, the CPU 44 causes the process to proceed to step ST16.

[0097] In step ST15, the CPU 44 executes a brake intervention process in the normal mode. The CPU 44 actuates the brake device 27 so that the host vehicle decelerates. Afterward, the CPU 44 causes the process to proceed to step ST17.

[0098] In step ST16, the CPU 44 executes a brake intervention process in the acceleration rate suppression mode. The CPU 44 actuates the brake device 27 so that the host vehicle decelerates. Thereafter, the CPU 44 causes the process to proceed to step ST17.

[0099] Note that the CPU 44 may configure the deceleration during the brake intervention process in the normal mode and the deceleration during the brake intervention process in the acceleration rate suppression mode to be similar to each other, but preferably different. For example, in the acceleration rate suppression mode, the CPU 44 may decelerate at a higher deceleration rate than in the normal mode by using a larger braking force.

[0100] Furthermore, a minimum deceleration rate in the brake intervention process may be a deceleration rate that allows the car 1 to stop within the time-to-ttc period. However, the braking device 27 also has a maximum deceleration rate at which the braking device 27 can decelerate the car 1. The CPU 44 may select any deceleration rate in between according to the mode specification.

[0101] In step ST17, the CPU 44 determines whether or not the intervention has been started based on the determination of an abnormal operation. If the intervention has been started based on the determination that an abnormal operation has occurred, the CPU 44 causes the process to proceed to step ST18. If the intervention has been started based on the determination that no abnormal operation has occurred, the CPU 44 causes the process to proceed to step ST19.

[0102] In step ST18, the CPU 44 outputs a notification that the stop intervention control has been started based on the abnormal operation determination. For example, the CPU 44 may provide the notification by outputting information about the abnormal operation determination to the vehicle network 17 by setting an abnormal operation determination flag in the memory 43.

[0103] In step ST19, the CPU 44 determines whether or not to terminate the stop intervention control.

[0104] For example, the CPU 44 may determine that the stop intervention control is to be terminated when the car 1 has been stopped by the stop intervention control. At this time, the CPU 44 may determine that the stop intervention control is to be terminated when an elapsed time of the timer 42 after the car 1 has stopped exceeds a predetermined threshold. Here, the elapsed time threshold may be the time it takes for the occupant who performed an abnormal operation to calm down and return to a near-normal state, for example, a time of approximately several seconds.

[0105] Further, the CPU 44 may determine that the stop intervention control is to be interrupted and terminated even if the car 1 has not stopped when the stop intervention control is canceled.

[0106] When the CPU 44 determines that the stop intervention control is to be terminated, the CPU 44 terminates the control.

[0107] If the CPU 44 does not determine that the stop intervention control is to be terminated, the CPU 44 causes the process to proceed to step ST20.

[0108] In step ST20, the CPU 44 continues the stop intervention process started in step ST15 or ST16. This further decelerates the car 1 that has not been stopped.

[0109] Thereafter, the CPU 44 causes the process to return to step ST19. The CPU 44 repeats the processes from step ST19 to step ST20 until it determines in step ST19 that the stop intervention control should be terminated. This allows the car 1, which has not been stopped, to finally stop.

[0110] Fig. 6 is an explanatory diagram of an intervention determination condition regarding the operation of the accelerator pedal 22 by the occupant.

[0111] In Fig. 6, the horizontal axis represents the time the occupant presses the accelerator pedal 22. The vertical axis represents an accelerator pedal position in a range from 0% to 100%.

[0112] The occupant generally operates the accelerator pedal 22 slowly. In this case, a characteristic curve indicating a change in the operation of the accelerator pedal 22 has a relatively small slope, as indicated by C3 in the drawing. The operation speed is not fast. Furthermore, the accelerator pedal position does not rise to 100% immediately after the occupant operates it.

[0113] In contrast, an occupant may, for example, hastily press the accelerator pedal 22 faster and harder than usual. A characteristic curve in this case is indicated by C2.

[0114] In particular, a characteristic curve when the accelerator pedal 22 is hastily and accidentally pressed instead of the brake pedal 23 is indicated by C1.

[0115] For this reason, as an intervention determination condition used to determine that the occupant's operation of the accelerator pedal 22 is abnormal, a case where the accelerator pedal position exceeds a dashed line Smax on the left side of a dashed line Tmin in the drawing can normally be adopted. In the present embodiment, this criterion is used as an intervention determination condition in the normal mode. In this case, the CPU 44 determines an abnormal operation based on both the operation speed and the operation amount of the accelerator pedal 22. In the normal mode, the CPU 44 determines the characteristic C1 in the drawing as an abnormal operation and determines the characteristic C2 and C3 as non-abnormal operations.

[0116] However, in order to intervene in the operation even in a state where the occupant acts hastily, it is preferable for safety reasons to also adopt, as an intervention determination condition, a case where the accelerator pedal position exceeds the dashed line Smax on the right side of the dashed line Tmin in the drawing. In the present embodiment, this criterion is used as an intervention determination condition in the acceleration rate suppression mode. In this case, the CPU 44 determines an abnormal operation based only on the operation amount, which is the operation speed or the operation amount of the accelerator pedal 22. In the acceleration rate suppression mode, the CPU 44 determines the characteristic curves C1 and C2 in the drawing as abnormal operation and determines the characteristic curve C3 as non-abnormal operation.

[0117] Thereby, the CPU 44 can switch between determining an abnormal operation concerning both the operation speed and the operation amount of the accelerator pedal 22 and determining an abnormal operation concerning either the operation speed or the operation amount of the accelerator pedal 22 according to the mode setting for the intervention control.

[0118] Fig. 7 is a flowchart of the processing executed by the CPU 44 of the brake control device 13 according to Fig. 2 intervention cancellation control to be executed.

[0119] The CPU 44 of the brake control device 13, as its control, repeatedly executes the engagement cancellation control according to Fig. 7 out.

[0120] In step ST31, the CPU 44 determines whether or not the stop intervention control intervenes in the occupant's operation. If the stop intervention control is Fig. 5, the CPU 44 determines that the stop intervention control is engaged and causes the process to proceed to step ST32. If the stop intervention control is executed according to Fig. 5 is not executed, the CPU 44 terminates the control.

[0121] In step ST32, the CPU 44 acquires information from each unit of the control system 10 of the car 1 to determine the cancellation of the stop intervention control.

[0122] Note that the CPU 44 may acquire the information of each unit of the control system 10 of the car 1 already stored in the memory 43 from the memory 43. In this case, the CPU 44 may execute a process of acquiring information from the vehicle network 17 and recording the information in the memory 43 in the background. Thus, the information collected and stored in the memory 43 is constantly updated with the latest information.

[0123] Examples of the information to be used to determine the cancellation of the stop intervention control may include information regarding the vehicle state of the host car 1 and information regarding a passenger's operation of controls. The examples may further include information regarding the driving environment.

[0124] The vehicle condition information may include body behavior information such as a yaw rate based on the detection by the acceleration sensor 31, and abnormality information related to the in-vehicle sensor such as the vehicle exterior camera 29.

[0125] The information relating to the operation of control elements by the occupant may include, for example, information relating to the steering direction and the steering value (the steering angle) as well as the steering speed of the steering wheel 21.

[0126] In step ST33, the CPU 44 determines whether or not intervention is required for the running car 1 based on the information concerning the driving environment, the vehicle state, and the occupant's operation acquired in step ST32.

[0127] For example, the CPU 44 causes the process to proceed to step ST34 to cancel the stop intervention control when the steering direction and steering amount of the steering wheel 21 are greater than a threshold value, or the steering speed of the steering wheel 21 is greater than a threshold value. The occupant may operate the steering wheel 21 based on their own decision to avoid obstructions or perform a lane change.

[0128] Further, the CPU 44 causes the process to proceed to step ST34 to cancel the stop intervention control when the body behavior, such as the yaw rate, is greater than a threshold. When the steering wheel 21 is operated and the car 1 changes direction sharply, the body behavior, such as the yaw rate, may become greater than the threshold.

[0129] Further, in step ST33, when the traveling car 1 serving as the own vehicle may, for example, possibly collide with another vehicle, the CPU 44 determines that intervention is required for the traveling car 1. When the ttc used for this determination increases to a value greater than or equal to the cancellation threshold and a collision risk is deemed to be reduced, the CPU 44 causes the process to proceed to step ST34 to cancel the stop intervention control. Alternatively, when the overlap rate decreases to a value less than or equal to the cancellation threshold and the collision risk is deemed to be reduced, the CPU 44 causes the process to proceed to step ST34 to cancel the stop intervention control.

[0130] Further, when an abnormality occurs in the in-vehicle sensor such as the vehicle exterior camera 29, the CPU 44 causes the process to proceed to step ST34 to cancel the stop intervention control executed due to the abnormality.

[0131] If none of these cases applies, the CPU 44 terminates the intervention cancellation control according to Fig. 7, without canceling the stop intervention process.

[0132] Note that the CPU 44 may vary what is determined, as well as a criterion for whether or not to cancel the intervention of the car 1 during the stop intervention control, between the normal mode and the acceleration rate suppression mode, as described above. For example, in the acceleration rate suppression mode, the CPU 44 may determine that the stop intervention control is to be canceled based on a threshold value used as a criterion that is higher than that in the normal mode.

[0133] In step ST34, the CPU 44 determines whether a notification of an abnormal operation by the occupant is required from the ongoing stop intervention control according to Fig. 5 has been received or not. If no notification of abnormal operation by the occupant has been received, the CPU 44 causes the process to proceed to step ST35. If notification of abnormal operation by the occupant has been received, the CPU 44 causes the process to proceed to step ST36.

[0134] In step ST35, the CPU 44 cancels the current stop intervention control according to Fig. 5. The CPU 44 determines that the stop intervention control is to be canceled in step ST19 according to Fig. 5, and terminates the ongoing stop intervention control according to Fig. 5. The CPU 44 then terminates the control. Upon termination of the control, the CPU 44 may clear the abnormal operation detection flag in the memory 43.

[0135] In step ST36, the CPU 44 cancels the current stop intervention control according to Fig. 5. The CPU 44 determines that the stop intervention control is to be canceled in step ST19 according to Fig. 5, and terminates the ongoing stop intervention control according to Fig. 5. Thereafter, the CPU 44 causes the process to proceed to step ST37.

[0136] In step ST37, the CPU 44 outputs a notification that acceleration is to be suppressed. The CPU 44 can notify the drive controller 12 that acceleration is to be suppressed by outputting the information about the abnormal operation determination to the vehicle network 17. Thus, when the stop intervention control executed based on the determination that an abnormal operation is being performed is canceled and stopped, the subsequent acceleration control by the drive controller 12 can be suppressed.

[0137] The CPU 44 of the drive control device 12 may record, in the memory 43 of the drive control device 12, information indicating that an acceleration suppression notification has been received, such as an acceleration suppression flag. Thereafter, the CPU 44 of the brake control device 13 terminates the control. Upon termination of the control, the CPU 44 of the brake control device 13 may clear the abnormal operation determination flag in the memory 43.

[0138] Fig. 8 is a flowchart of the processing performed by the CPU 44 of the drive control device 12 according to Fig. 2 drive control to be carried out.

[0139] The CPU 44 of the drive control device 12 carries out the drive control according to Fig. 8 repeatedly.

[0140] In step ST41, the CPU 44 receives information from each unit of the control system 10 of the car 1 for drive control.

[0141] Note that the CPU 44 may acquire the information of each unit of the control system 10 of the car 1 already stored in the memory 43 from the memory 43. In this case, the CPU 44 may execute a process of acquiring information from the vehicle network 17 and recording the information in the memory 43 in the background. Thus, the information collected and stored in the memory 43 is constantly updated with the latest information.

[0142] Examples of the information to be used to determine the drive control may include information regarding the amount of operation of the accelerator pedal 22 by the occupant. The examples may further include information regarding the vehicle state of the car 1 serving as the own vehicle and information regarding the driving environment.

[0143] In step ST42, the CPU 44 determines whether or not an acceleration suppression notification has been received from the brake controller 13. If no acceleration suppression notification has been received, the CPU 44 causes the process to proceed to step ST43 for normal drive control. If an acceleration suppression notification has been received, the CPU 44 causes the process to proceed to step ST44 for acceleration suppressed drive control.

[0144] In step ST43, the CPU 44 controls the drive device 26 to generate a driving force corresponding to the amount of operation of the accelerator pedal 22 by the occupant. This enables the CPU 44 to cause the car 1 to accelerate and travel according to the amount of operation of the accelerator pedal 22 by the occupant through a first drive control. If the CPU 44 has executed the stop intervention control without determining an abnormal operation of the accelerator pedal 22 in the stop intervention control, the CPU 44 can accelerate the car 1 as usual through the first drive control in the subsequent drive control, even if the stop intervention control is canceled by the engagement cancellation control. Thereafter, the CPU 44 terminates the control.

[0145] In step ST44, the CPU 44 determines whether or not an elapsed time after the cancellation of the stop intervention control is greater than a predetermined threshold of several seconds. The elapsed time threshold may be the same as the threshold used for the determination in step ST19. If the predetermined time has not elapsed, the CPU 44 causes the process to proceed to step ST45. Conversely, if the predetermined time has elapsed, the CPU 44 causes the process to proceed to step ST43. The CPU 44 controls the drive device 26 to generate a driving force corresponding to the amount of operation of the accelerator pedal 22 by the occupant. At this time, the CPU 44 may clear the acceleration suppression flag stored in the memory 43.

[0146] It should be noted that the CPU 44 may also determine in step ST44 whether the number of times of the drive control according to Fig. 8 is greater than a threshold value or not after the stop intervention control is canceled.

[0147] In another example, the CPU 44 may determine whether the number of operations of the accelerator pedal 22 after the stop intervention control is canceled is greater than a threshold. One operation of the accelerator pedal 22 may be the period from the time the accelerator pedal 22 is depressed until the accelerator pedal 22 is released by a foot, so that it is no longer operated.

[0148] In step ST45, the CPU 44 acquires the intervention control default mode from the memory 43 and determines whether the intervention control normal mode is defaulted. If the intervention control normal mode is defaulted, the CPU 44 causes the process to proceed to step ST46. If the acceleration rate suppression mode is defaulted instead of the intervention control normal mode, the CPU 44 causes the process to proceed to step ST47.

[0149] Note that the CPU 44 may switch the acceleration suppression according to the overlap rate even in an event determined to cause obstructions, instead of switching the acceleration suppression based on the mode setting for the intervention control.

[0150] In step ST46, the CPU 44 controls the drive device 26 to generate a driving force that suppresses the acceleration rate. At this time, when the driving force corresponding to the amount of operation of the accelerator pedal 22 by the occupant exceeds a threshold value in the normal mode, the CPU 44 can reduce the driving force to the threshold value. This enables the car 1 to accelerate and travel with the driving force that suppresses the acceleration rate, regardless of the amount of operation of the accelerator pedal 22 by the occupant.

[0151] The stopped car 1 begins to travel slowly at the suppressed acceleration rate even if the occupant suddenly and hastily depresses the accelerator pedal 22 due to the stop intervention control or some other cause. Thus, the CPU 44 can cause the car 1 to accelerate and travel at a suppressed acceleration rate compared to the first drive control, regardless of the amount of depressing the accelerator pedal 22 by the occupant, through a second drive control. After that, the CPU 44 terminates the control.

[0152] In step ST47, the CPU 44 controls the drive device 26 to generate a driving force that further suppresses the acceleration rate compared to the normal mode in step ST46. At this time, when the driving force corresponding to the amount of operation of the accelerator pedal 22 by the occupant exceeds a threshold value in the acceleration rate suppression mode, the CPU 44 may reduce the driving force to the threshold value.

[0153] This allows the car 1 to accelerate and travel with a driving force that suppresses the acceleration rate compared to the normal mode, regardless of the amount of operation of the accelerator pedal 22 by the occupant. The stopped car 1 starts traveling slowly at the acceleration rate suppressed compared to the normal mode even if the occupant suddenly hastily depresses the accelerator pedal 22 due to the stop intervention control or a cause thereof.

[0154] It is expected that the car 1 will travel more slowly after re-acceleration, making travel safer than in the normal mode. Thus, through the second drive control, the CPU 44 can cause the car 1 to accelerate and travel at a suppressed acceleration rate compared to the first drive control, regardless of the amount of operation of the accelerator pedal 22 by the occupant. After that, the CPU 44 terminates the control.

[0155] Fig. 9 is an explanatory diagram of an example of acceleration suppression.

[0156] In Fig. 9, the horizontal axis represents the elapsed time after the stop intervention control is canceled. The vertical axis represents the acceleration rate threshold values.

[0157] The upper curve in the figure indicates the threshold acceleration rate at each elapsed time required for the second drive control in normal mode. The threshold acceleration rate at each elapsed time is G1.

[0158] The lower curve in the figure indicates the acceleration rate threshold at each elapsed time required for the second drive control in the acceleration rate suppression mode. The acceleration rate threshold at the elapsed time is G2. The acceleration rate threshold G2 is smaller than the acceleration rate threshold G1.

[0159] In this way, according to the present embodiment, the CPU 44 increases the threshold value of the acceleration rate to be used in step ST46 or step ST47 of the second drive control as the elapsed time after the stop intervention control is canceled becomes longer. This enables the car 1 to accelerate slowly regardless of the amount of operation of the accelerator pedal 22 by the occupant.

[0160] At a time when the elapsed time threshold is reached in the normal mode, the CPU 44 increases the acceleration rate threshold to G1. In contrast, in the acceleration rate suppression mode, the CPU 44 increases the acceleration rate threshold to G2, which is smaller than G1.

[0161] It should be noted that the characteristic curve indicating the increase in the acceleration rate can also increase linearly instead of increasing exponentially as shown in the figure.

[0162] This allows the CPU 44, in the second drive control, to suppress acceleration in the acceleration rate suppression mode, as compared to the second drive control in the normal mode. When the acceleration rate suppression mode is set as the mode, the CPU 44 determines an abnormal operation only regarding the operation amount, which is either the operation speed or the operation amount, of the accelerator pedal 22, in the stop intervention control. In contrast, when the normal mode is set as the mode, the CPU 44 determines an abnormal operation regarding both the operation speed and the operation amount of the accelerator pedal 22, in the stop intervention control.

[0163] It should be noted that in the process according to Fig. 8, step ST45 may be unnecessary. In this case, the CPU 44 may accelerate the car 1 in the second drive control in step ST46 or in step ST47 after step ST44 by suppressing the acceleration rate compared to the first drive control.

[0164] Even in this case, when the CPU 44 has executed the stop intervention control by determining an abnormal operation concerning one or both of the operation speed and the operation amount of the accelerator pedal 22 in the stop intervention control, the CPU 44 may slowly accelerate the car 1 in the propulsion control after the stop intervention control is canceled by the engagement cancellation control by the second propulsion control until the elapsed time after the stop intervention control is canceled by the engagement cancellation control becomes greater than or equal to the threshold value.

[0165] As described above, in the present embodiment, the CPU 44 serving as a controller executes the engagement cancellation control for canceling the stop intervention control and ending the stop intervention control, as well as the stop intervention control for decelerating and stopping the running car 1 and ending the control, regardless of the occupant's operation of the control member or contrary to the occupant's operation of the control member. This allows the car 1 to continue the control until the car 1 is decelerated and stopped by the stop intervention control or the stop intervention control is canceled.

[0166] Further, the CPU 44 according to the present embodiment is configured to accelerate the car 1 by the second drive control that suppresses the acceleration compared with the ordinary first drive control for accelerating the car 1 according to the operation amount of the operating member by the occupant, in the drive control to be executed after the stop intervention control is canceled by the engagement cancellation control, until the elapsed time after the stop intervention control is canceled by the engagement cancellation control becomes equal to or greater than the threshold value.

[0167] Thereby, sudden ordinary acceleration of the car 1 is suppressed even if the occupant who feels uncomfortable about the car 1 traveling according to the intervention control subsequently hastily performs an operation to accelerate the car 1, for example. This contributes to preventing the occupant who feels uncomfortable about the car 1 traveling according to the intervention control from feeling uncomfortable again.

[0168] Thus, the occupant can calm down during the acceleration of the car 1 through the acceleration-suppressing second drive control. It is expected that the occupant, having calmed down, will then operate the car 1 appropriately and not hastily in a state of mind similar to a normal state of mind.

[0169] Specifically, in the present embodiment, the CPU 44 can execute the stop intervention control by determining an abnormal operation regarding one or both of the operation speed and the operation amount of the accelerator pedal 22 in the stop intervention control. Further, in the present embodiment, when the CPU 44 has executed the stop intervention control by determining an abnormal operation, the CPU 44 can accelerate the car 1 in the propulsion control after canceling the stop intervention control by the engagement cancellation control by the second propulsion control.

[0170] This enables the CPU 44 to execute the stop intervention control and, in the drive control after the stop intervention control is canceled, to further accelerate the car 1 by the second drive control if, for example, the occupant accidentally presses the accelerator pedal 22 hard instead of the brake pedal 23.

[0171] As described above, the present embodiment enables improvement of the intervention control to be performed independently of the occupant's operation of the control member or contrary to the occupant's operation of the control member. Second embodiment

[0172] Next, a second embodiment of the invention will be described. The differences from the above-described embodiment will be mainly described below. Features similar to those of the above-described embodiment are denoted by the same reference numerals as those of the above-described embodiment, and their description will be omitted.

[0173] Fig. 10 is a flowchart of the drive control to be executed by the CPU 44 of the drive control device 12 of the car 1 according to the second embodiment of the invention.

[0174] In Fig. 10 are the steps that are similar processes to those according to Fig. 8, with the same reference numerals as in Fig. 8, and a further description of it is omitted.

[0175] The CPU 44 of the drive control device 12 carries out the drive control according to Fig. 10 repeatedly, and when the CPU 44 determines in step ST44 that the predetermined time has not passed, it causes the process to proceed to step ST51.

[0176] In step ST51, the CPU 44 determines whether or not to release the current acceleration restriction.

[0177] At this time, the CPU 44 can acquire information from each unit of the control system 10 of the car 1.

[0178] Examples of the information to be recorded may include information concerning the driving environment of the car 1 serving as the owner's vehicle, information concerning the vehicle status and information concerning the operation of control elements by the occupant.

[0179] The information concerning the driving environment may include, for example, an image of the external environment of the vehicle captured by the vehicle external camera 29, spatial information concerning the external environment of the vehicle detected by the vehicle external lidar 30, and detection information based thereon concerning a moving body in the environment, such as a vehicle driving ahead or the crossing person 3.

[0180] The vehicle condition information may include information indicating a condition in which an unillustrated direction indicator lamp is operated for a lane change or a right or left turn.

[0181] The information relating to an operation of controls by the occupant may include information on how the direction indicator light is operated and whether or not the accelerator pedal 22 is operated.

[0182] Based on the acquired information, the CPU 44 determines whether or not to release the current acceleration restriction.

[0183] For example, when the driving environment determined based on the captured image has a change from a state in which the stop intervention control has been determined to be executed, for example, the CPU 44 determines that the current acceleration restriction is to be released and causes the process to proceed to step ST43.

[0184] Further, when the turn signal lamp of the car 1 flashes due to the occupant's operation, the CPU 44 determines that the current acceleration restriction is to be released and causes the process to proceed to step ST43.

[0185] Further, when the occupant's operation of the accelerator pedal 22 is not continued after the execution of the stop intervention control, the CPU 44 determines that the current acceleration restriction is to be released and causes the process to proceed to step ST43.

[0186] In step ST43, the CPU 44 causes the car 1 to travel with the acceleration by the driving force corresponding to the operation of the accelerator pedal 22 by the occupant.

[0187] If none of these cases applies, the CPU 44 causes the process to proceed to step ST45 and executes the speed suppression control after the cancellation of the stop intervention control.

[0188] Note that the CPU 44 may vary what is determined, as well as a criterion for whether or not to release the current acceleration restriction, between the normal mode and the acceleration rate suppression mode, as described above. For example, in the acceleration rate suppression mode, the CPU 44 may determine that the current acceleration restriction should be released based on a threshold value used as a criterion that is higher than in the normal mode. Third embodiment

[0189] Next, a third embodiment of the invention will be described. Differences from the above-described embodiment will be mainly described below. Features similar to those of the above-described embodiment are denoted by the same reference numerals as those of the above-described embodiment, and their description will be omitted.

[0190] In the present embodiment, the server device 101 controls the travel of the car 1.

[0191] Fig. 11 is an explanatory diagram of the server device 101 that controls the travel of the car 1 according to the third embodiment of the invention.

[0192] The server device 101 according to Fig. 11 comprises a server communication device 102, a server timer 103, a server memory 104, a server CPU (central processing unit) 105 and a server bus 106 to which these are coupled.

[0193] The server communication device 102 is coupled to a communication network, such as the Internet. As in Fig. 2, the server communication device 102 sends and receives data to and from the external communication device 16 of the car 1 traveling on the road, e.g., via the base station 100 coupled to the communication network.

[0194] The server timer 103 measures the time or the clock time.

[0195] Server memory 104 stores programs and data to be executed by server CPU 105. Server memory 104 may include, for example, non-volatile semiconductor memory, an HDD, or RAM.

[0196] The server CPU 105 reads and executes the program stored in the server memory 104. Thus, a controller is implemented in the server device 101. The server CPU 105, serving as the controller of the server device 101, manages the operation of the server device 101. The controller of the server device 101 can serve as a vehicle travel control device of the car 1 to remotely control or assist the travel of the car 1. In this case, the server CPU 105 receives various types of information from the car 1 using the server communication device 102 and sends information to the car 1 that can be used by the CPU 44 of the control system 10 of the car 1 to control the travel of the own vehicle.

[0197] In order to control or manage the travel of the car 1, the server CPU 105 serving as a vehicle travel control device can, using the information obtained from the car 1, perform the target control according to Fig. 4, the stop intervention control according to Fig. 5, the intervention cancellation control according to Fig. 7 and the drive control according to Fig. 8 execute.

[0198] In this case, the CPU 44 of the control system 10 of the car 1 can control the travel of the own vehicle under the control of the server CPU 105 of the server device 101.

[0199] It should be noted that the server CPU 105 of the server device 101 and the CPU 44 of the control system 10 of the car 1 may share the various controls described above and cooperate to achieve the intervention control according to the above-described embodiment.

[0200] The above-described embodiments are preferred examples of embodiments of the invention. However, the invention is not limited to these, and various modifications and changes may be made as long as they do not deviate from the scope of the gist of the invention.

[0201] In the above-described embodiment, the control system 10 of the car 2 or the server device 101 serving as a vehicle travel control device is described as a main example of the intervention control when an abnormal operation of the accelerator pedal 22 is performed by the occupant.

[0202] Further, for example, the control system 10 of the car 1 or the server device 101 serving as a vehicle travel control device can execute the above-described intervention control and intervention cancellation control when an abnormal operation is performed on any of various operating members to be operated by the occupant to enable the travel of the car 2, including the steering wheel 21, the shift lever 24, the brake pedal 23, and a clutch pedal. List of reference symbols 1 car (vehicle) 2 other cars 3 crossing person 11 Operating control device 12 Drive control device 13 Brake control device 14 Steering control device 15 Control device for vehicle-internal sensors 16 external communication devices 17 Vehicle network 21 Steering wheel 22 Accelerator pedal (control element) 23 Brake pedal 24 gear levers 25 touch panels 26 Drive device 27 Braking device 28 Steering device 29 Vehicle exterior camera 30 vehicle exterior lidar 31 Accelerometer 40 Control device 41 Input / Output port 42 timers 43 storage 44 CPU 45 Control bus 100 base stations 101 Server device 102 Server communication device 103 Server timer 104 server storage 105 Server CPU 106 Server bus QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2013-129 228 A

[0003] JP 2019-142 266 A

[0003]

Claims

[1] Vehicle travel control device comprising: - a control element to be operated by an occupant, the control element being mounted in a vehicle to control the travel of the vehicle by operation; and - a controller configured to detect operation information relating to an operation of the control element by the occupant and to execute a travel control including an acceleration or deceleration control for accelerating or decelerating the vehicle in accordance with the detected operation information, the controller configured to perform the following: - a stop intervention control for slowing down and stopping the moving vehicle independently of the operation of the control element by the occupant or contrary to the operation of the control element by the occupant, - an intervention cancellation control for canceling the stop intervention control and - a drive control for accelerating the vehicle, and wherein the controller is configured to accelerate the vehicle in the drive control after the stop intervention control is canceled by the engagement cancellation control by a second drive control that suppresses the acceleration compared to a first drive control for accelerating the vehicle according to an operation amount of the operating member by the occupant. [2] The vehicle travel control device according to claim 1, wherein the vehicle has an accelerator pedal serving as an operating member, and when the controller has executed the stop engagement control by determining an abnormal operation concerning one or both of an operation speed and an operation amount of the accelerator pedal during the stop engagement control, the controller accelerates the vehicle in the drive control after cancellation of the stop engagement control by the engagement cancellation control by the second drive control. [3] The vehicle travel control device according to claim 1 or 2, wherein, in the engagement cancellation control, the controller cancels the stop engagement control when the controller determines at least one of the following conditions: - a condition that a time elapsed after the vehicle has stopped is not greater than or equal to a threshold value, - a condition that a steering value or a steering speed of a steering wheel serving as one of the vehicle's controls is greater than or equal to a threshold value, - a condition that an in-vehicle sensor installed in the vehicle has an anomaly, or - a condition that the vehicle exhibits a behavior greater than or equal to a threshold value, based on a result of detection by an on-board sensor mounted in the vehicle, and - wherein, when the controller has determined an abnormal operation of the accelerator pedal, the controller accelerates the vehicle in the drive control immediately after cancellation by the second drive control. [4] A vehicle travel control device according to claim 3, wherein the controller switches between the following measures according to a mode setting for intervention control: - determining an abnormal operation concerning both an operation speed and an operation amount of the accelerator pedal, and - determining an abnormal operation concerning either the operating speed or the operating amount of the accelerator pedal, and - wherein, when the controller has determined an abnormal operation concerning either the operation speed or the operation amount of the accelerator pedal in the stop intervention control, the controller suppresses the acceleration in the second drive control as compared with when the controller has determined an abnormal operation concerning both the operation speed and the operation amount of the accelerator pedal in the stop intervention control. [5] The vehicle travel control device according to claim 4, wherein in the drive control after the stop intervention control is canceled by the engagement cancellation control, while the controller continuously accelerates the vehicle by the second drive control until an elapsed time after the stop intervention control is canceled by the engagement cancellation control becomes greater than or equal to a threshold value, the controller determines at least one of the following conditions: - a condition that a change occurs from a situation in which the stop intervention control has been determined to be executed, - a condition that a direction indicator lamp of the vehicle is flashing, or - a condition that after the start of execution of the stop intervention control, no operation of the accelerator pedal is performed by the occupant, the acceleration of the vehicle by the second drive control stops before the elapsed time after the cancellation becomes greater than or equal to the threshold.

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