Vehicle control system and vehicle

Abstract

To provide a vehicle control system and the like which can improve convenience.SOLUTION: A vehicle control system according to one embodiment in the disclosure comprises an operation receiving part that receives operation by an occupant in a vehicle, using at least an electric signal, and an automatic operation control part that performs automatic-operation control of the vehicle and transits an operation mode from an automatic operation mode in which the automatic-operation control is performed to a manual operation mode in which manual operation based on operation received by the operation receiving part is performed in a predetermined case. In a non-operation period of time during which the operation to the operation receiving part is not received, an interface state of the operation receiving part remains in a neutral state.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control system that controls a vehicle, and a vehicle equipped with such a vehicle control system. [Background technology]

[0002] Various technologies have been disclosed as vehicle control systems for controlling vehicles (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-207885 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in such a vehicle control system, for example, there is a demand for improving convenience. It is desirable to provide a vehicle control system capable of improving convenience, and a vehicle equipped with such a vehicle control system. [Means for solving the problem]

[0005] A vehicle control system according to an embodiment of the present disclosure includes an operation reception unit that receives an operation by a vehicle occupant using at least an electrical signal, and an automatic driving control unit that performs automatic driving control of the vehicle and, in a predetermined case, transitions from an automatic driving mode in which automatic driving control is performed to a manual driving mode in which manual driving is performed based on an operation received by the operation reception unit. During a non-operation period in which no operation is received by the operation reception unit, an interface state of the operation reception unit does not change from a neutral state.

[0006] A vehicle according to an embodiment of the present disclosure includes the vehicle control system according to the embodiment of the present disclosure. [Brief description of the drawings]

[0007] [Figure 1] 1 is a block diagram illustrating an example of a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 4 is a schematic diagram illustrating a configuration example of a steering wheel in an autonomous driving mode according to Comparative Example 1. [Diagram 3] FIG. 11 is a schematic diagram illustrating an example of the configuration of an accelerator pedal and a brake pedal in an autonomous driving mode according to Comparative Example 2. [Figure 4A] FIG. 2 is a schematic diagram illustrating a configuration example of a steering wheel in an autonomous driving mode according to the first embodiment. [Figure 4B] FIG. 2 is a schematic diagram illustrating a configuration example of a steering wheel in a manual driving mode according to the first embodiment. [Figure 5A] FIG. 11 is a schematic diagram illustrating an example of the configuration of an accelerator pedal and a brake pedal in an autonomous driving mode according to a second embodiment. [Figure 5B] FIG. 11 is a schematic diagram illustrating an example of the configuration of an accelerator pedal and a brake pedal in a manual driving mode according to a second embodiment. [Figure 6] 4 is a flowchart illustrating an example of a vehicle control process according to the first and second embodiments. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The description will be made in the following order. 1. Embodiment (Example of setting the interface state of the operation reception unit to a neutral state during a non-operation period) 2. Variations

[0009] <1. Preferred embodiment> [composition] FIG. 1 is a block diagram illustrating an example of a schematic configuration of a vehicle (vehicle 1) according to an embodiment of the present disclosure.

[0010] The vehicle 1 includes a driving force source 10, a battery 11, a vehicle speed sensor 12, a stereo camera 13, an operation reception unit 14, an accelerator pedal sensor 151, a brake pedal sensor 152, a steering angle sensor 153, a vehicle control unit 16, and an information display unit 17.

[0011] The operation reception unit 14, the vehicle control unit 16, and the information display unit 17 correspond to a specific example of a "vehicle control system" in the present disclosure.

[0012] (A. Driving force source 10) 1, the vehicle 1 is provided with an engine 10a (internal combustion engine) and a motor 10b (electric motor) as the driving force source 10. That is, the vehicle 1 is configured as a hybrid electric vehicle (HEV) having the engine 10a and the motor 10b as the driving force source 10.

[0013] Therefore, the vehicle 1 is provided with three types of driving modes: hybrid driving, in which both the engine 10a and the motor 10b are used as driving power sources, engine driving, in which only the engine 10a is used as a driving power source, and motor driving, in which only the motor 10b is used as a driving power source.These three types of driving modes can be switched as needed depending on the driving conditions of the vehicle 1, etc.

[0014] (B. Battery 11) The battery 11 stores electric power used in the vehicle 1, and is configured using various types of secondary batteries such as lithium ion batteries. Note that the battery 11 stores electric power obtained by charging from an external source of the vehicle 1 (charging power), as well as regenerative power supplied from the motor 10b, for example.

[0015] (C. Vehicle speed sensor 12) The vehicle speed sensor 12 is a sensor that detects the speed (vehicle speed V) of the vehicle 1 when it is traveling. The vehicle speed V detected by the vehicle speed sensor 12 is output to the vehicle control unit 16 (such as an automatic driving control unit 163 described later) as shown in FIG.

[0016] (D. Stereo Camera 13) The stereo camera 13 is an imaging device that captures and detects the surroundings (driving environment) of the vehicle 1. The stereo camera 13 is configured, for example, with two cameras (a right camera and a left camera).

[0017] Each of the right camera and the left camera includes, for example, a lens and an image sensor. The right camera and the left camera are arranged, for example, near the upper part of the windshield of the vehicle 1, spaced apart by a predetermined distance along the width direction of the vehicle 1. These right camera and left camera are adapted to perform imaging operations in synchronization with each other. Specifically, the right camera generates an imaged image IR (right image), and the left camera generates an imaged image IL (left image). The images IR and IL thus obtained by the stereo camera 13 (right camera and left camera) are each adapted to be output to the vehicle control unit 16 (such as a vehicle recognition unit 161 and an automatic driving control unit 163 described later) as shown in FIG. 1.

[0018] (E. Information display section 17) The information display unit 17 outputs (displays) various types of information to passengers (such as the driver) of the vehicle 1. The information display unit 17 is configured using, for example, a head-up display (HUD) or the like.

[0019] Such information display unit 17 corresponds to a specific example of an "information output unit" in the present disclosure. In other words, instead of outputting various pieces of information to the outside by displaying them, various pieces of information may be output to the outside by using other methods (such as sound).

[0020] (F. Operation Reception Unit 14 and Various Sensors) 1, the operation reception unit 14 has an accelerator pedal 141, a brake pedal 142, and a steering wheel 143. Each member (accelerator pedal 141, brake pedal 142, and steering wheel 143) in the operation reception unit 14 is configured to receive operations by an occupant (such as a driver) of the vehicle 1 using at least an electrical signal (by a so-called by-wire system).

[0021] The accelerator pedal sensor 151 is a sensor that detects the amount of depression of the accelerator pedal 141 (accelerator opening degree Pa) by the driver of the vehicle 1. The brake pedal sensor 152 is a sensor that detects the amount of depression of the brake pedal 142 (brake depression amount Pb) by the driver of the vehicle 1. The steering angle sensor 153 is a sensor that detects the amount of operation of the steering wheel 143 (steering angle θs) by the driver of the vehicle 1.

[0022] The accelerator opening Pa, brake depression amount Pb, and steering angle θs detected by the accelerator pedal sensor 151, brake pedal sensor 152, and steering angle sensor 153 are each output to the vehicle control unit 16 (such as the automatic driving control unit 163 described later) as shown in FIG. 1.

[0023] (G. Vehicle control unit 16) The vehicle control unit 16 is a part that controls various operations in the vehicle 1 and performs various arithmetic processing. Specifically, the vehicle control unit 16 includes, for example, one or more processors (CPU: Central Processing Unit) that execute programs, and one or more memories communicatively connected to these processors. In addition, such memories are, for example, configured with a RAM (Random Access Memory) that temporarily stores processing data, and a ROM (Read Only Memory) that stores programs, etc.

[0024] In the example shown in FIG. 1, the vehicle control unit 16 includes a vehicle recognition unit 161, a display control unit 162, an automatic driving control unit 163 (travel control unit), and a battery control unit 164.

[0025] The vehicle recognition unit 161 recognizes other vehicles different from the vehicle 1 (own vehicle) by performing a predetermined calculation process (image recognition process) based on the captured images IR and IL respectively obtained from the stereo camera 13 (right camera and left camera). Specifically, the vehicle recognition unit 161 is configured to recognize, for example, a preceding vehicle traveling ahead of the vehicle 1 as the other vehicle.

[0026] The display control section 162 controls the display operation (display operation of various information) in the information display section 17 (see FIG. 1).

[0027] The automatic driving control unit 163 controls the driving operation of the vehicle 1, and performs overall control regarding the driving of the vehicle 1. Specifically, the automatic driving control unit 163 performs automatic driving control of the vehicle 1 (automatic control of the drive system, braking system, and steering system in the vehicle 1). In a predetermined case, the automatic driving control unit 163 transitions (shifts the driving mode) from an automatic driving mode M1 in which automatic driving control is performed to a manual driving mode M2 ​​in which manual driving is performed based on an operation received by the operation receiving unit 14.

[0028] In this embodiment, "autonomous driving" refers to a highly advanced level of autonomous driving, such as level 2 (a level at which so-called "hands-off" driving is realized) or level 3 (a level at which so-called "eyes-off" driving is realized).

[0029] In the example shown in FIG. 1, the automatic driving control unit 163 includes an engine control unit 163a and a motor control unit 163b.

[0030] The engine control unit 163a controls various operations of the engine 10a (see FIG. 1). The motor control unit 163b controls various operations of the motor 10b (see FIG. 1). Specifically, the motor control unit 163b controls, for example, the driving operation of the wheels of the vehicle 1 by the motor 10b, the regenerative operation of the motor 10b, and the like.

[0031] Furthermore, the automatic driving control unit 163 is adapted to control the driving operation of the vehicle 1 based on, for example, the recognition result of another vehicle by the above-mentioned vehicle recognition unit 161 (for example, the distance between the vehicle 1 and the other vehicle, etc.). Specifically, the automatic driving control unit 163 is adapted to perform automatic following control of the other vehicle (preceding vehicle), automatic acceleration / deceleration control (automatic deceleration and automatic acceleration control), etc., by increasing or decreasing such an inter-vehicle distance or the above-mentioned vehicle speed V, etc.

[0032] The battery control unit 164 performs various controls (such as charging control) on the battery 11 (see FIG. 1).

[0033] [Operation and Effects] Next, the operation, functions, and effects of the present embodiment will be described in detail while comparing with comparative examples (Comparative Examples 1 and 2).

[0034] First, in general, during highly automated driving at level 2 or level 3 or higher, automated driving by handoff or eyes off is realized, and the state of automated driving is vehicle-led. During such highly automated driving, in certain cases, there are cases where a temporary override handover (temporary operation by the driver) is requested from the vehicle to the driver. Specifically, such temporary operations include those involving actual driving operations, for example, as described below. In addition, there are also cases where a request is issued from the vehicle to the driver to simply issue an instruction to the vehicle, without such actual operation (driving operation), for example, as described below.

[0035] - Requests for operations involving driving operations (for example, when the autonomous driving control unit is unable to grasp the position of the lane markings between driving lanes and requests the driver to adjust the vehicle's position) - Requests for instructions only (for example, when you want the driver to decide whether to turn right or go straight at an intersection) There is.

[0036] In this way, during the above-mentioned highly automated driving, the vehicle status is judged and actual operation is performed only when the vehicle (automatic driving control unit) requests the occupant (driver, etc.) to make a judgment or operate. However, in the above-mentioned hands-off or eyes-off automated driving situation, it may be difficult for the vehicle occupant to instantly (intuitively) grasp or operate the interface state of the operation reception unit (steering wheel, accelerator pedal, brake pedal, etc.) at that time. As a result, for example, as specifically described in Comparative Examples 1 and 2 below, there is a risk that the convenience during automated driving may be impaired.

[0037] (A. Comparative examples 1 and 2) Here, Fig. 2 is a schematic diagram of a configuration example of a steering wheel 103 (in autonomous driving mode M1) according to Comparative Example 1. Fig. 3 is a schematic diagram of a configuration example of an accelerator pedal 201 and a brake pedal 202 (in autonomous driving mode M1) according to Comparative Example 2. Note that, in the steering wheel 103 shown in Fig. 2, the parts that are actually operated by a vehicle occupant (such as a driver) are extracted and shown in a schematic manner.

[0038] First, the steering wheel 103 of Comparative Example 1 shown in Fig. 2 is set to the automatic driving mode M1, and as a result, the following occurs: That is, the interface state of the steering wheel 103 changes from the neutral state (steering angle = 0°, initial state) shown by the dashed line to the state shown by the solid line (for example, a state where the steering angle has been rotated to = 60° as shown by the dashed arrow R1). However, when there is a request for the above-mentioned judgment or operation, there may be cases where it is difficult for the vehicle occupant to immediately grasp whether the interface state of the steering wheel 103 is a state where the steering angle is = 60°, or a state where the steering angle is = 420° or -120°.

[0039] 3, the accelerator pedal 201 and the brake pedal 202 of Comparative Example 2 are also set to the automatic driving mode M1, and as a result, the following occurs. That is, the interface states of the accelerator pedal 201 and the brake pedal 202 change from the neutral state (accelerator opening and brake depression amount=0, initial state) shown by the dashed line to the state shown by the solid line (a state in which the accelerator opening and brake depression amount have increased to the state shown by the dashed arrow S1). However, when there is a request for the above-mentioned judgment or operation, there may be cases in which it is difficult for the vehicle occupant to immediately grasp the interface states of the accelerator pedal 201 and the brake pedal 202.

[0040] In this way, in the operation reception units (steering wheel 103, accelerator pedal 201, and brake pedal 202) of Comparative Examples 1 and 2, when the vehicle requests an occupant (such as the driver) to make a decision or operate in autonomous driving mode M1, the following occurs. That is, there may be cases where it is difficult for the vehicle occupant to instantly (intuitively) grasp or operate the vehicle's status (interface state of the operation reception unit in autonomous driving mode M1). As a result, it can be said that there is a risk that convenience during autonomous driving may be impaired in Comparative Examples 1 and 2.

[0041] (B. This embodiment) In contrast to this, in the present embodiment, for example as in each of the embodiments (embodiments 1 and 2) described below, during a non-operation period in which no operation is being accepted by the operation accepting unit 14, the interface state of the operation accepting unit 14 does not change from the neutral state described above, unlike the cases of the comparative examples 1 and 2 described above.

[0042] Specifically, for example, at least during a transition period (transition period) from the automatic driving mode M1 to the manual driving mode M2, the interface state of the operation reception unit 14 is set to the neutral state. However, the interface state of the operation reception unit 14 may be set to the neutral state at all times even during the automatic driving mode M1. In other words, the interface state of the operation reception unit 14 is set to the neutral state regardless of (only) the running state of the vehicle 1. In this way, in this embodiment, the interface state of the operation reception unit 14 is set to not change unnecessarily (apart from control such as MRM (Minimal Risk Maneuver)).

[0043] In addition, the setting of the neutral state in such an operation receiving unit 14 may be, for example, a preset setting (static control), or may be set each time by the automatic driving control unit 163 (dynamic control).

[0044] Here, FIG. 4A is a schematic diagram of a configuration example of the steering wheel 143 (in the automatic driving mode M1) according to the first embodiment. Meanwhile, FIG. 4B is a schematic diagram of a configuration example of the steering wheel 143 (in the manual driving mode M2) according to the first embodiment. Also, FIG. 5A is a schematic diagram of a configuration example of the accelerator pedal 141 and the brake pedal 142 (in the automatic driving mode M1) according to the second embodiment. Meanwhile, FIG. 5B is a schematic diagram of a configuration example of the accelerator pedal 141 and the brake pedal 142 (in the manual driving mode M2) according to the second embodiment. Note that, in the steering wheel 143 shown in FIGS. 4A and 4B, a part that is actually operated by a passenger (such as a driver) of the vehicle 1 is extracted and shown typically.

[0045] (Autonomous driving mode M1) First, in the steering wheel 143 of the first embodiment shown in Fig. 4A, during the automatic driving mode M1 as the non-operation period described above, the following is true. That is, the interface state of the steering wheel 143 is not changed from the neutral state (steering angle = 0°, initial state). That is, even in a situation where the steering angle is actually set to a predetermined angle (for example, turning 60° to the left) by the automatic driving control by the automatic driving control unit 163, the interface state of the steering wheel 143 is set to remain in the neutral state.

[0046] 5A, the accelerator pedal 141 and the brake pedal 142 of the second embodiment are also as follows during the automatic driving mode M1 as the non-operation period described above. That is, the interface states of the accelerator pedal 141 and the brake pedal 142 are not changed from the neutral state (accelerator opening Pa, brake depression amount Pb=0, initial state). That is, even in a situation where the accelerator opening and brake depression amount are actually set to a predetermined value by the automatic driving control by the automatic driving control unit 163, the interface states of the accelerator pedal 141 and the brake pedal 142 are set to remain in the neutral state.

[0047] (Manual operation mode M2) On the other hand, in this embodiment, after the transition from the automatic driving mode M1 to the manual driving mode M2, the following occurs: That is, as in the following Examples 1 and 2, the interface state of the operation acceptance unit 14 changes from the neutral state described above according to the amount of operation (actual by the driver of the vehicle 1, etc.) performed on the operation acceptance unit 14.

[0048] First, in the steering wheel 143 of the first embodiment shown in FIG. 5A, after transition to the manual driving mode M2, for example, as shown by the dashed arrow R2, when the driver or the like operates the steering wheel 143, the following occurs. That is, the interface state of the steering wheel 143 changes from the neutral state shown by the dashed line to the state shown by the solid line (state rotated to the steering angle θs) according to the operation amount (steering angle θs) of the steering wheel 143. Specifically, for example, in a situation where the current turning amount of the vehicle 1 is insufficient, when the vehicle 1 is desired to be moved further to the left, if the steering wheel 143 is actually operated by the driver or the like of the vehicle 1, the following occurs. That is, for example, when the steering angle (turning amount) in the automatic driving mode M1 is set to 60°, and the operation amount after transition to the manual driving mode M2 ​​is 20°, the turning amount of the entire vehicle 1 corresponds to 80° (=60°+20°).

[0049] 5B of the second embodiment, if the driver or the like operates the accelerator pedal 141 or the brake pedal 142 after transition to the manual driving mode M2, as shown by the dashed arrow S2, the following occurs: That is, depending on the amount of operation (accelerator opening Pa or brake depression amount Pb) of the accelerator pedal 141 or the brake pedal 142, the interface state of the accelerator pedal 141 or the brake pedal 142 changes from the neutral state shown by the dashed line to the state shown by the solid line (a state in which the accelerator opening Pa and brake depression amount Pb are increased to be greater than 0).

[0050] (Details of vehicle control processing) Next, an example of a vehicle control process according to Examples 1 and 2 of the present embodiment will be described in detail with reference to Fig. 1, Fig. 4A, Fig. 4B, Fig. 5A, Fig. 5B, and Fig. 6. Fig. 6 shows an example of a vehicle control process according to Examples 1 and 2 in the form of a flow chart.

[0051] In the vehicle control process shown in Fig. 6, first, when the vehicle 1 is set to the automatic driving mode M1 by the automatic driving control unit 163, the interface state of the operation reception unit 14 is set to the neutral state described above (step S11). Next, the automatic driving control unit 163 determines whether or not a temporary transition from the automatic driving mode M1 to the manual driving mode M2 ​​is necessary as described above (step S12). Here, if it is determined that a temporary transition to the manual driving mode M2 ​​is not necessary (step S12: N), the determination of this step S12 is performed again.

[0052] On the other hand, if it is determined that a temporary transition to the manual driving mode M2 ​​is necessary (step S12: Y), the automatic driving control unit 163 sets the vehicle 1 to the manual driving mode M2, thereby executing a temporary transition from the automatic driving mode M1 to the manual driving mode M2 ​​(step S13). Note that in this manual driving mode M2, as described above, the interface state of the operation acceptance unit 14 changes from the neutral state depending on the amount of operation on the operation acceptance unit 14.

[0053] Next, the automatic driving control unit 163 judges whether or not a request (request) for the above-mentioned operation is necessary (whether or not a request for only the above-mentioned instruction is sufficient) (step S14). If it is judged that such a request for operation is unnecessary (step S14; N), a request for only a predetermined instruction is output to the occupant of the vehicle 1 (such as the driver) (step S15). Specifically, for example, in accordance with the display control by the display control unit 162, the information display unit 17 displays information that prompts the execution of the predetermined instruction. Then, when only such a predetermined instruction is executed by the occupant of the vehicle 1 (step S16), the process proceeds to step S19 described later.

[0054] On the other hand, if it is determined that the above-mentioned request for operation is necessary (step S14; Y), such a request for operation is output to an occupant (such as the driver) of the vehicle 1 (step S17). Specifically, for example, in accordance with display control by the display control unit 162, the information display unit 17 displays information prompting the execution of an operation on the operation acceptance unit 14. Then, when such an operation is executed on the operation acceptance unit 14 by the occupant of the vehicle 1 (step S18), the process proceeds to the following step S19.

[0055] In this step S19, the automatic driving control unit 163 judges whether or not it is acceptable to return from the manual driving mode M2 ​​to the automatic driving mode M1 (return from the temporary transition described above). If it is judged that it is acceptable to return to the automatic driving mode M1 (step S19: Y), the process returns to the above-mentioned step S11 (setting of the automatic driving mode M1). On the other hand, if it is judged that it is not acceptable to return to the automatic driving mode M1 (step S19: N), the process returns to the above-mentioned step S14 (determination of whether or not an operation request is required). Note that, as shown in FIG. 6, for example, in this case, the process may be set so that the manual driving mode M2 ​​is then completely switched to.

[0056] This is the end of the description of the series of processes (vehicle control processes according to the first and second embodiments) shown in FIG.

[0057] (C. Actions and Effects) In this manner, in this embodiment, during a non-operation period in which no operation is being accepted by the operation accepting unit 14 (e.g., at least during the transition period from the automatic driving mode M1 to the manual driving mode M2), the interface state of the operation accepting unit 14 does not change from the neutral state.

[0058] As a result, in this embodiment, for example, when the vehicle 1 (autonomous driving control unit 163) requests an occupant (such as the driver) to make a decision or perform an operation in the autonomous driving mode M1, the following occurs. That is, even when such a request is made, unlike the above-mentioned comparative examples 1 and 2, it becomes easier for the occupant of the vehicle 1 to intuitively grasp the status of the vehicle 1 (the interface state of the operation reception unit 14 in the autonomous driving mode M1). As a result, in this embodiment, it is possible to improve convenience during autonomous driving.

[0059] In addition, since the time it takes for the driver of the vehicle 1 to grasp the situation of the vehicle 1 by, for example, looking at or touching the interface state of the operation reception unit 14 is shortened, it is possible to deal with, for example, a decline in the driver's driving skills that is expected in the future as autonomous driving control becomes more widespread. In other words, for example, since there is no need to take special measures to deal with a decline in driving skills, it is possible to reduce control bugs and costs.

[0060] Furthermore, in this embodiment, after the transition from the automatic driving mode M1 to the manual driving mode M2, as described above, the interface state of the operation reception unit 14 changes from the neutral state according to the amount of operation on the operation reception unit 14, and thus the following occurs: That is, after such a transition to the manual driving mode M2, the interface state changes from the neutral state according to the actual amount of operation (amount of manual operation) on the operation reception unit 14, so that the actual amount of operation by the driver or the like can be intuitively grasped, and it becomes possible to further improve convenience during automatic driving.

[0061] <2. Modifications> Although the present disclosure has been described above by giving embodiments and examples, the present disclosure is not limited to these embodiments, and various modifications are possible.

[0062] For example, the configuration (type, shape, arrangement, number, etc.) of each component in the vehicle 1, the operation reception unit 14, the vehicle control unit 16, etc. is not limited to that described in the above embodiment, etc. In other words, the configuration of each of these components may be of other types, shapes, arrangements, numbers, etc. Furthermore, the values, ranges, magnitude relationships, etc. of the various parameters described in the above embodiment, etc. are not limited to those described in the above embodiment, etc., and may be other values, ranges, magnitude relationships, etc.

[0063] Specifically, for example, in the above embodiment, the accelerator pedal 141, the brake pedal 142, and the steering wheel 143 are described as examples of the operation reception unit 14, but the operation reception unit 14 is not limited to these members. That is, the operation reception unit 14 may include, for example, a shift lever, a turn signal (directional indicator), etc. in addition to (or instead of) these members.

[0064] In addition, for example, in the above embodiment and the like, the various processes performed in the vehicle 1, the operation reception unit 14, and the vehicle control unit 16 have been described using specific examples, but the present invention is not limited to these specific examples. In other words, the various processes may be performed using other methods.

[0065] Furthermore, the series of processes described in the above embodiments may be performed by hardware (circuits) or software (programs). When performed by software, the software is composed of a group of programs for causing a computer to execute each function. Each program may be, for example, pre-installed in the computer and used, or may be installed in the computer from a network or a recording medium and used.

[0066] In addition, in the above embodiment, the vehicle 1 is provided with one motor (motor 10b), but the present invention is not limited to this example. That is, the vehicle 1 may be provided with, for example, multiple motors (two or more). Also, in the above embodiment, the vehicle 1 is provided with a hybrid electric vehicle (HEV), but the present invention is not limited to this example. That is, the present disclosure can be applied to, for example, an electric vehicle (EV) or a vehicle that is a gasoline-powered vehicle.

[0067] Moreover, the various examples described above may be applied in any combination.

[0068] It should be noted that the effects described in this specification are merely examples and are not limiting, and other effects may also be obtained.

[0069] The present disclosure can also be configured as follows. (1) an operation reception unit that receives an operation by a vehicle occupant using at least an electrical signal; an automatic driving control unit that performs automatic driving control of the vehicle and, in a predetermined case, transitions the vehicle from an automatic driving mode in which the automatic driving control is performed to a manual driving mode in which manual driving is performed based on the operation received by the operation receiving unit; Equipped with During a no-operation period in which the operation is not being accepted by the operation acceptance unit, the interface state of the operation acceptance unit does not change from a neutral state. Vehicle control system. (2) During at least a transition period from the automatic driving mode to the manual driving mode, the interface state of the operation reception unit is set to the neutral state. A vehicle control system as described in (1) above. (3) The interface state of the operation reception unit is set to the neutral state regardless of the running state of the vehicle. A vehicle control system according to (1) or (2) above. (4) After the transition from the automatic driving mode to the manual driving mode, The interface state of the operation reception unit changes from the neutral state in response to an amount of operation on the operation reception unit. A vehicle control system according to any one of (1) to (3) above. (5) An information output unit that outputs predetermined information, The information output unit is capable of outputting information that prompts the user to execute the operation on the operation reception unit in the predetermined case. A vehicle control system according to any one of (1) to (4) above. (6) Equipped with a vehicle control system, The vehicle control system includes: an operation reception unit that receives an operation by a vehicle occupant using at least an electrical signal; an automatic driving control unit that performs automatic driving control of the vehicle and, in a predetermined case, transitions the vehicle from an automatic driving mode in which the automatic driving control is performed to a manual driving mode in which manual driving is performed based on the operation received by the operation receiving unit; It has During a no-operation period in which the operation is not being accepted by the operation acceptance unit, the interface state of the operation acceptance unit does not change from a neutral state. vehicle. [Explanation of symbols]

[0070] 1...vehicle, 10...driving force source, 10a...engine, 10b...motor, 11...battery, 12...vehicle speed sensor, 13...stereo camera, 14...operation reception unit, 141...accelerator pedal, 142...brake pedal, 143...steering wheel, 151...accelerator pedal sensor, 152...brake pedal sensor, 153...steering angle sensor, 16...vehicle control unit, 161...vehicle recognition unit, 162...display control unit, 163...automatic driving control unit, 163a...engine control unit, 163b...motor control unit, 164...battery control unit, 17...information display unit, V...vehicle speed, IR, IL...captured image, Pa...accelerator opening Pa, Pb...brake depression amount, θs...steering angle (operation amount), M1...automatic driving mode, M2...manual driving mode.

Claims

1. an operation reception unit that receives an operation by a vehicle occupant using at least an electrical signal; an automatic driving control unit that performs automatic driving control of the vehicle and, in a predetermined case, transitions the vehicle from an automatic driving mode in which the automatic driving control is performed to a manual driving mode in which manual driving is performed based on the operation received by the operation receiving unit; Equipped with During a no-operation period in which the operation is not being accepted by the operation acceptance unit, the interface state of the operation acceptance unit does not change from a neutral state. Vehicle control system.

2. During at least a transition period from the automatic driving mode to the manual driving mode, the interface state of the operation reception unit is set to the neutral state. The vehicle control system of claim 1 .

3. The interface state of the operation reception unit is set to the neutral state regardless of the running state of the vehicle. The vehicle control system of claim 1 .

4. After the transition from the automatic driving mode to the manual driving mode, The interface state of the operation reception unit changes from the neutral state in response to an amount of operation on the operation reception unit. The vehicle control system according to any one of claims 1 to 3.

5. An information output unit that outputs predetermined information, The information output unit is capable of outputting information that prompts the user to execute the operation on the operation reception unit in the predetermined case. The vehicle control system according to any one of claims 1 to 3.

6. Equipped with a vehicle control system, The vehicle control system includes: an operation reception unit that receives an operation by a vehicle occupant using at least an electrical signal; an automatic driving control unit that performs automatic driving control of the vehicle and, in a predetermined case, transitions the vehicle from an automatic driving mode in which the automatic driving control is performed to a manual driving mode in which manual driving is performed based on the operation received by the operation receiving unit; It has During a no-operation period in which the operation is not being accepted by the operation acceptance unit, the interface state of the operation acceptance unit does not change from a neutral state. vehicle.

Images