Automobile

Abstract

To set proper override with respect to an accelerator operation by a driver.SOLUTION: A control device of an automobile controls a drive device, a brake device, and a steering device to drive the automobile in accordance with a driving mode of a fully autonomous mode, a semi-autonomous mode, and a manual driving mode, which is selected by a driver, by using information from a surrounding recognition device that obtains information about the surroundings around the automobile. When the driver selects the semi-autonomous mode, the control device allows an override request from the driver's acceleration operation, and when the driver selects the fully autonomous mode, the control device restricts the override request from the driver's acceleration operation compared to the time when the semi-autonomous mode is selected.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to automobiles, and more particularly to automobiles that run in a driving mode selected from a fully automated driving mode, a semi-automated driving mode, and a manual driving mode. [Background technology]

[0002] A conventional vehicle of this type has been proposed that has a first and a second automatic driving mode, and that when the second automatic driving mode is selected, it is more difficult to accept an override request from the driver than when the first automatic driving mode is selected (see, for example, Patent Document 1). In this vehicle, the driving mode is determined based on a predetermined reliability condition, and the override level is adjusted for the determined driving mode. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-172182 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned automobile, since the driving mode is determined based on a predetermined reliability condition, there are cases where the automobile is driven in a driving mode that is not intended by the driver. In such cases, an override control is performed that is not intended by the driver, which makes the driver feel uncomfortable.

[0005] The main objective of the vehicle of the present disclosure is to provide a more appropriate override of the driver's accelerator operation. [Means for solving the problem]

[0006] The automobile of the present disclosure employs the following measures to achieve the above-mentioned main objective.

[0007] The vehicle of the present disclosure comprises: A vehicle equipped with a control device that controls a drive device, a brake device, and a steering device so that the vehicle runs in a driving mode selected by a driver from a fully automatic driving mode, a semi-automatic driving mode, and a manual driving mode using information from a surrounding recognition device that acquires information about the surroundings of the vehicle, The control device permits an override request by an accelerator operation by the driver when the driver selects the semi-automatic driving mode, and restricts an override request by an accelerator operation by the driver when the driver selects the fully automatic driving mode, compared to when the semi-automatic driving mode is selected. It is characterized by:

[0008] In the automobile of the present disclosure, the driving device, the brake device, and the steering device are controlled so that the vehicle runs in a driving mode selected by the driver from a fully automated driving mode, a semi-automated driving mode, and a manual driving mode, using information from a surrounding recognition device that acquires information about the surroundings of the vehicle. When the driver selects the semi-automated driving mode, an override request by the driver's accelerator operation is permitted, and when the driver selects the fully automated driving mode, an override request by the driver's accelerator operation is restricted compared to when the semi-automated driving mode is selected. This allows the driver's accelerator operation to take priority when the driver selects the semi-automated driving mode, and allows the driver to respond to unexpected accelerator operation when the driver selects the fully automated driving mode. As a result, the override to the driver's accelerator operation can be made more appropriate.

[0009] In the vehicle disclosed herein, the control device may prohibit an override request by the driver's accelerator operation when the driver selects the fully autonomous driving mode, so that the autonomous driving can continue even if the driver performs an unexpected accelerator operation while the fully autonomous driving mode is selected.

[0010] In the automobile disclosed herein, the control device may perform automatic selection to select one of the fully automatic driving mode and the semi-automatic driving mode depending on the situation without the driver's selection, and the control device may restrict an override request by the driver's accelerator operation when traveling in a driving mode selected by the driver, compared to an override request by the driver's accelerator operation when traveling in the driving mode selected by the automatic selection. For example, when traveling in a driving mode selected by the driver, an override is permitted in the semi-automatic driving mode and an override is restricted (including prohibited) in the fully automatic driving mode, while when traveling in a driving mode selected by the automatic selection, an override is permitted in both the semi-automatic driving mode and the fully automatic driving mode. In this way, by making the override restriction smaller when selecting a driving mode by automatic selection compared to when selecting a driving mode by the driver's selection, it is possible to prioritize the accelerator operation by the driver when traveling in the fully automatic driving mode or the semi-automatic driving mode by automatic selection.

[0011] In the vehicle of the present disclosure, the control device may permit an override request by the driver's brake operation regardless of whether the driver has selected the semi-automatic driving mode or the fully automatic driving mode. In this way, the driver's brake operation can be given priority regardless of whether the driver has selected the semi-automatic driving mode or the fully automatic driving mode. [Brief description of the drawings]

[0012] [Figure 1] 1 is a diagram showing an outline of the configuration of an automobile 20 according to an embodiment of the present disclosure. [Diagram 2] 4 is a flowchart showing an example of an override permission / denial process executed by the main ECU 30. [Diagram 3] 5 is a flowchart showing an example of an automatic setting override permission / prohibition process executed by the main ECU 30. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode (embodiment) for carrying out the present disclosure will be described. Fig. 1 is a schematic diagram showing the configuration of an automobile 20 as one embodiment of the present disclosure. As shown in the figure, the automobile 20 of the embodiment includes a drive device 22, a brake device (braking device) 24, a steering device 26, and an electronic control unit (hereinafter referred to as "main ECU") 30.

[0014] The drive device 22 is configured as a device that rotates and drives its output shaft 22a. For example, the drive device 22 may be equipped with a motor, an inverter, and a battery to make the automobile 20 an electric automobile, an engine, an automatic transmission, and a fuel tank to make the automobile 20 a general engine-equipped automobile, an engine, a fuel tank, a motor, an inverter, and a battery to make the automobile 20 a hybrid automobile, or a hydrogen tank, a fuel cell, a motor, and an inverter to make the automobile 20 a fuel cell vehicle. The output shaft 22a of the drive device 22 is connected to drive wheels 28a and 28b via a differential gear 27. The drive device 22 is controlled by a drive device electronic control unit (hereinafter referred to as "drive ECU") 23. The drive ECU 23 is equipped with a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, although not shown. Signals from various sensors required for driving and controlling the drive device 22 are input to the drive ECU 23 via an input port. In addition, the drive ECU 23 outputs various control signals via an output port for controlling the operation of the drive device 22. The drive ECU 23 calculates the rotation speed N of the output shaft 22a of the drive device 22 based on a rotation position θ from a rotation position detection sensor (not shown) attached to the output shaft 22a. The drive ECU 23 communicates with the main ECU 30 via a communication port.

[0015] The brake device 24 is configured as a well-known hydraulically driven brake device and is configured to be able to apply braking force resulting from the brake depression force applied by depressing the brake pedal 48 and braking force resulting from hydraulic pressure adjustment to the driving wheels 28a, 28b and the driven wheels 28c, 28d. The brake device 24 is driven and controlled by a brake electronic control unit (hereinafter referred to as "brake ECU") 25. Although not shown, the brake ECU 25 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The brake ECU 25 controls the braking force resulting from the brake depression force applied by the brake device 24 and the braking force resulting from hydraulic pressure adjustment. The brake ECU 25 communicates with the main ECU 30 via the communication port.

[0016] The steering device 26 is mechanically connected to a steering wheel (not shown) and the drive wheels 28a, 28b via a steering shaft, and is equipped with a steering actuator. The steering device 26 steers the drive wheels 28a, 28b based on the driver's operation, and also steers the drive wheels 28a, 28b by driving the actuator based on a steering signal from the main ECU 30.

[0017] The air conditioner 29 has a refrigeration cycle and a blower fan, and performs air conditioning in the vehicle compartment when the air conditioning switch 29a is on, and does not perform air conditioning in the vehicle compartment when the air conditioning switch 29a is off.

[0018] The main ECU 30 includes a microcomputer having a CPU 31, a ROM 32, a RAM 33, a flash memory 34, and input / output and communication ports (not shown). Signals from various sensors are input to the main ECU 30 via the input ports. Examples of signals input to the main ECU 30 include an on / off signal from an air conditioning switch 29a that instructs the air conditioning device 29 to be turned on and off. Other examples of signals input to the main ECU 30 include an ignition signal from an ignition switch 40, a vehicle speed V from a vehicle speed sensor 41, each wheel speed from a wheel speed sensor 42, an acceleration α from an acceleration sensor 43, a yaw rate Yr from a yaw rate sensor 44, and a road surface gradient θr from a gradient sensor 45. Other examples of signals input to the main ECU 30 include an accelerator opening Acc from an accelerator pedal position sensor 47 that detects the amount of depression of an accelerator pedal 46, and a brake pedal position BP from a brake pedal position sensor 49 that detects the amount of depression of a brake pedal 48.

[0019] Various control signals are output from the main ECU 30 via the output port. Examples of the control signals output from the main ECU 30 include a control signal to the steering device 26, an air conditioning control signal to the air conditioning device 29, a display control signal to the display device 70, and a communication control signal to the communication device 72. As described above, the main ECU 30 communicates with the drive ECU 23, the brake ECU 25, and the like via the communication port. The main ECU 30 also communicates with a shift electronic control unit (hereinafter referred to as "shift ECU") 50, a surroundings recognition electronic control unit (hereinafter referred to as "surroundings recognition ECU") 55, and a navigation device 60 via the communication port.

[0020] The shift ECU 50 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. A shift position signal from a shift position sensor 52 that detects the operation position of a shift lever 51 is input to the shift ECU 50 via an input port. The shift positions include a parking position (P range), a neutral position (N range), a drive position (D range), and a reverse position (R range). The shift ECU 50 is connected to the main ECU 30 and a periphery recognition ECU 55 via a communication port, and sets a shift position based on the shift position signal from the shift position sensor 52 and a control signal from the periphery recognition ECU 55, and transmits the set shift position to the main ECU 30.

[0021] Although not shown, the surrounding recognition ECU 55 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Various signals are input to the surrounding recognition ECU 55 via an input port. Examples of the signals input to the surrounding recognition ECU 55 include signals indicating information about the vehicle and its surroundings from the surrounding recognition device 56 (for example, the vehicle distances D1 and D2 between the vehicle and other vehicles in front and behind the vehicle, and the vehicle's running position in the lane on the road surface, etc.) and an automatic driving mode signal from the automatic driving switch 57. Examples of the surrounding recognition device 56 include a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, and a sonar. The automatic driving switch 57 is a switch that switches between a fully automatic driving mode in which all driving operations are performed automatically, a semi-automatic driving mode in which some driving operations are performed by the driver, and a manual driving mode in which the driver performs driving operations. Examples of the semi-automatic driving mode include adaptive cruise control. In the following, the semi-automatic driving mode will be explained assuming adaptive cruise control. Regardless of the automatic driving mode, assistance control for collision avoidance and reduction is performed. As described above, the surrounding recognition ECU 55 communicates with the main ECU 30 and the shift ECU 50 via the communication port.

[0022] The navigation device 60 includes a main body 62 with a built-in control unit, a GPS antenna 64 that receives information about the current location of the vehicle, and a display 66. The control unit of the main body 62 includes a storage medium (e.g., a hard disk or SSD) in which map information and the like are stored, an input / output port, and a communication port. The map information includes service information (e.g., tourist information, parking lots, etc.) and road information for each driving section (e.g., between traffic lights and between intersections) stored as a database. The road information includes distance information, road width information, number of lanes information, area information (urban area or suburban area), type information (general road or expressway), gradient information, legal speed limit, number of traffic lights, turning radius of each curve, and the like. The display 66 is configured as a touch panel display that displays various information such as information about the current location of the vehicle and the planned driving route to the destination, and allows the user to input various instructions. When a destination is set by a user operating the display 66, the main body 62 of the navigation device 60 sets a planned driving route from the current location of the vehicle to the destination based on the map information stored in the main body 62 and the current location and destination of the vehicle obtained from the GPS antenna 64, and displays the set planned driving route on the display 66 to provide route guidance.

[0023] Next, the operation of the automobile 20 of the embodiment thus configured, particularly the operation when the driver depresses the accelerator pedal 46 while traveling in the fully automatic driving mode or the semi-automatic driving mode, will be described. When traveling in the fully automatic driving mode or the semi-automatic driving mode, the main ECU 30 calculates the torque (hereinafter referred to as "torque for automatic driving") to be output to the output shaft 22a of the drive device 22 for traveling in accordance with the vehicle speed V, the acceleration α, the distance between the vehicle and the preceding vehicle, and sets it as the required torque T*, and drives and controls the drive device 22 so that the set required torque T* is output to the output shaft 22a. When traveling in the manual driving mode, the main ECU 30 calculates the torque (hereinafter referred to as "torque for manual driving") to be output to the output shaft 22a of the drive device 22 for traveling in accordance with the amount of depression of the accelerator pedal 46 by the driver and the vehicle speed V, sets it as the required torque T*, and drives and controls the drive device 22 so that the set required torque T* is output to the output shaft 22a. Therefore, when the driver depresses the accelerator pedal 46 while the driver has selected the fully automatic driving mode or the semi-automatic driving mode as the driving mode, a problem arises as to which of the automatic driving torque and the manual driving torque should be set as the required torque T*. Similarly, when the driver depresses the brake pedal 48 while the driver has selected the fully automatic driving mode or the semi-automatic driving mode as the driving mode, a problem arises as to which of the automatic driving braking torque and the manual driving braking torque should be set as the required braking torque. In the embodiment, the above problem is solved by the main ECU 30 executing the override permission / refusal process illustrated in FIG. 2. Here, the override means that when the fully automatic driving mode or the semi-automatic driving mode is selected as the driving mode, and the required value due to the driver's operation (such as the accelerator operation or the brake operation) is greater than the required value calculated by the main ECU 30 during driving in the fully automatic driving mode or the semi-automatic driving mode, the vehicle is controlled based on the required value due to the driver's operation.

[0024] When the override permission / denial process is executed, the main ECU 30 first determines whether the driver has selected the fully automatic driving mode as the driving mode (step S100). This determination can be made by checking the automatic driving mode signal from the automatic driving switch 57. When it is determined that the driver has selected the fully automatic driving mode as the driving mode, the main ECU 30 prohibits the driver from overriding the accelerator operation (step S110) and permits the driver to override the brake operation (step S140), and ends this process. That is, even if the driver greatly depresses the accelerator pedal 46 when the fully automatic driving mode is selected as the driving mode, causing the manual driving torque to exceed the automatic driving torque, the automatic driving torque is set as the required torque T* to control the drive device 22, and when the driver greatly depresses the brake pedal 48 to cause the manual driving braking torque to exceed the automatic driving braking torque, the manual driving braking torque is set as the required braking torque to control the brake device 24. When the driver selects the fully automatic driving mode as the driving mode, the driver is prohibited from overriding the accelerator operation in order to suppress override due to unexpected accelerator operation, and when the driver selects the fully automatic driving mode as the driving mode, the driver is permitted to override the brake operation in order to give priority to braking of the vehicle by the driver's operation even during automatic driving in the fully automatic driving mode.

[0025] When it is determined in step S100 that the driver has not selected the fully automatic driving mode as the driving mode, it is determined whether the driver has selected the semi-automatic driving mode as the driving mode (step S120). When it is determined that the driver has selected the semi-automatic driving mode as the driving mode, the process allows the driver to override the accelerator operation (step S130) and allows the driver to override the brake operation (step S140), and ends this process. That is, when the driver selects the semi-automatic driving mode as the driving mode, if the driver greatly depresses the accelerator pedal 46, causing the manual driving torque to exceed the automatic driving torque, the manual driving torque is set as the required torque T* to control the drive device 22, and when the driver greatly depresses the brake pedal 48, causing the manual driving braking torque to exceed the automatic driving braking torque, the manual driving braking torque is set as the required braking torque to control the brake device 24. When the driver selects the semi-automatic driving mode as the driving mode, the driver is permitted to override the accelerator operation in order to give priority to the driver's accelerator operation, and when the driver selects the semi-automatic driving mode as the driving mode, the driver is permitted to override the brake operation in order to give priority to the braking of the vehicle by the driver's brake operation even during semi-automatic driving.

[0026] In the automobile 20 of the embodiment described above, when the driver selects the semi-automatic driving mode as the driving mode, the override of the accelerator operation by the driver is permitted, and when the driver selects the fully automatic driving mode as the driving mode, the override of the accelerator operation by the driver is prohibited. This gives priority to the accelerator operation by the driver when the driver selects the semi-automatic driving mode as the driving mode, and makes it possible to respond to unexpected accelerator operation when the driver selects the fully automatic driving mode as the driving mode. As a result, the override of the accelerator operation by the driver can be made more appropriate.

[0027] Furthermore, in the automobile 20 of the embodiment, whether the driver has selected the semi-automatic driving mode or the fully automatic driving mode as the driving mode, the driver is permitted to override the brake operation. This allows priority to be given to the braking of the vehicle by the driver's brake operation whether the driver has selected the semi-automatic driving mode or the fully automatic driving mode as the driving mode.

[0028] In the embodiment of the automobile 20, when the driver selects the fully automatic driving mode as the driving mode, the driver is prohibited from overriding the accelerator operation, but a restriction may be imposed on the override of the accelerator operation by the driver. For example, when the manual driving torque exceeds the automatic driving torque by a predetermined value or more, the torque for manual driving minus a predetermined value may be set as the required torque T* to control the brake device 24, or when the torque for manual driving multiplied by a coefficient k smaller than the value 1 exceeds the torque for automatic driving, the torque for manual driving multiplied by the coefficient k may be set as the required torque T* to control the brake device 24.

[0029] In the automobile 20 of the embodiment, depending on the vehicle situation, the driving mode may be automatically selected by the main ECU 30. In this case, the override is permitted or not permitted by the automatic setting override permission / prohibition process illustrated in FIG.

[0030] When the automatic setting override permission / denial process of Fig. 3 is executed, the main ECU 30 first determines whether or not the driving mode has been automatically selected (step S200). This determination can be made by determining whether or not the driving mode has been automatically selected by the main ECU 30. When it is determined that the driving mode has not been automatically selected, that is, when it is determined that the driving mode has been selected by the driver, the result of the override permission / denial process exemplified in Fig. 2 is reflected (step S230), and this process ends. The override permission / denial process exemplified in Fig. 2 has been described above.

[0031] When it is determined in step S200 that the driving mode has been automatically selected, regardless of whether the fully automatic driving mode or the semi-automatic driving mode has been selected, the process allows the driver to override the accelerator operation (step S210) and allows the driver to override the brake operation (step S220), and ends this process. Considering that the driver is allowed to override the accelerator operation when the fully automatic driving mode is automatically selected as the driving mode, and that the driver is prohibited from overriding the accelerator operation when the driver selects the fully automatic driving mode as the driving mode, it can be said that the driver's override of the accelerator operation when the driver selects the driving mode is more restricted than when the driving mode is automatically selected. In other words, the driver's override of the accelerator operation when the driving mode is automatically selected is less restricted than when the driver selects the driving mode. This allows the driver's accelerator operation to be given higher priority when the fully automatic driving mode or the semi-automatic driving mode is automatically selected as the driving mode.

[0032] In the automobile 20 of the embodiment, the drive ECU 23 is used to control the drive device 22, and the brake ECU 25 is used to control the brake device 24. However, all or part of the functions of the drive ECU 23 and the brake ECU 25 may be performed by the main ECU 30.

[0033] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the surrounding recognition device 56 corresponds to the "surrounding recognition device", the drive device 22 corresponds to the "drive device", the brake device 24 corresponds to the "brake device", the steering device 26 corresponds to the "steering device", and the drive ECU 23, brake ECU 25, main ECU 30, etc. correspond to the "control device".

[0034] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0035] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the gist of the present invention. [Industrial Applicability]

[0036] The present invention can be used in the automobile manufacturing industry and the like. [Explanation of symbols]

[0037] 20 automobile, 22 drive unit, 22a output shaft, 23 drive unit electronic control unit (drive ECU), 24 brake unit, 25 brake ECU, 26 steering unit, 27 differential gear, 28a, 28b drive wheels, 28c, 28d driven wheels, 29 air conditioning unit, 29a air conditioning switch, 30 main electronic control unit (main ECU), 31 CPU, 32 ROM, 33 RAM, 34 flash memory, 40 ignition switch, 41 vehicle speed sensor, 42 wheel speed sensor, 43 acceleration sensor, 44 yaw rate sensor, 45 gradient sensor, 46 accelerator pedal, 47 accelerator pedal position sensor, 48 brake pedal, 49 brake pedal position sensor, 50 shift ECU, 51 shift lever, 52 shift position sensor, 55 surrounding recognition ECU, 56 surrounding recognition device, 57 Automatic driving switch, 60 navigation device, 62 main body, 64 GPS antenna, 66 display, 70 display device, 72 communication device.

Claims

1. A vehicle equipped with a control device that controls a drive device, a brake device, and a steering device so that the vehicle runs in a driving mode selected by a driver from a fully automated driving mode, a semi-automated driving mode, and a manual driving mode using information from a surrounding recognition device that acquires information about the surroundings of the vehicle, The control device permits an override request by the driver through an accelerator operation when the driver selects the semi-automatic driving mode, and restricts an override request by the driver through an accelerator operation when the driver selects the fully automatic driving mode, compared to when the semi-automatic driving mode is selected. A vehicle characterized by:

2. 2. The vehicle of claim 1, the control device prohibits an override request by an accelerator operation of the driver when the driver selects the fully automatic driving mode. car.

3. 2. The vehicle of claim 1, The control device executes an automatic selection of the fully automatic driving mode or the semi-automatic driving mode according to a situation without a driver's selection, the control device limits an override request by the driver's accelerator operation when the vehicle is traveling in a driving mode selected by the driver, compared to an override request by the driver's accelerator operation when the vehicle is traveling in the driving mode selected by the automatic selection, car.

4. 2. The vehicle of claim 1, the control device permits an override request by a brake operation by the driver regardless of whether the driver has selected the semi-automatic driving mode or the fully automatic driving mode. car.

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