Vehicle

Abstract

To stop a part or the whole of control under automatic execution at proper timing in an automatic driving vehicle.SOLUTION: An automatic driving control device mounted on a vehicle according to one aspect of the present disclosure includes a surrounding information acquisition unit, a driving mode setting unit, and an automatic control unit. The driving mode setting unit switches a driving mode of the vehicle to a basic mode when a basic mode switching condition set in advance is satisfied in a case where a driving mode of the vehicle is set to an advanced automation mode.SELECTED DRAWING: Figure 6

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This international application claims priority based on Japanese Patent Application No. 2014-201407, filed with the Japan Patent Office on September 30, 2014, the entire contents of which are incorporated herein by reference. [Technical field]

[0002] The present disclosure relates to an automatic driving control device that can automatically perform some or all of the various driving actions of a driver required to drive a vehicle, such as various judgments and operations by the driver, without the need for operation by the driver. [Background technology]

[0003] Various technologies for realizing autonomous driving of vehicles have been proposed, and some have been put to practical use. The following Patent Document 1 discloses an autonomous vehicle capable of autonomous driving according to a preset driving plan. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2012-59274 A Summary of the Invention [Problem to be solved by the invention]

[0005] One of the ultimate goals of autonomous driving technology is to enable a vehicle to reach its destination simply by setting the destination, without any driver involvement in driving. However, the current situation is that the vehicle has not yet reached a level of reliability that would make this possible.

[0006] Until automated driving technology is established and reaches a high level of reliability, it is desirable to adopt automated driving technology while being able to disable some or all of the automated controls, as necessary, and leave it to the driver to operate the vehicle.

[0007] In one aspect of the present disclosure, in a vehicle capable of automatically executing some or all of the various driving controls necessary for driving without the need for driver operation, it is desirable to be able to stop some or all of the controls being automatically executed at an appropriate time. [Means for solving the problem]

[0008] One aspect of the present disclosure is an automatic driving control device mounted on a vehicle, comprising a surrounding information acquisition unit, a driving mode setting unit, and an automatic control unit. The surrounding information acquisition unit acquires surrounding information of the vehicle. The surrounding information is information indicating a state around the vehicle, and is information necessary for automatically executing at least one of the above-mentioned multiple types of driving operations without the need for a driver's operation. The driving mode setting unit sets the driving mode of the vehicle to either a highly automated mode or a basic mode. The highly automated mode is a driving mode in which some or all of the multiple types of driving operations required for vehicle travel are automatically executed based on the surrounding information. The basic mode is a driving mode in which the types of driving operations to be automatically executed are fewer than those in the highly automated mode or are zero. The automatic control unit executes the driving operations set to be automatically executed in the driving mode based on the driving mode set by the driving mode setting unit. Then, when the driving mode is set to the highly automated mode, if a preset basic mode switching condition is established, the driving mode setting unit switches the driving mode to the basic mode.

[0009] In the automatic driving control device configured in this manner, the driving modes include a highly automated mode and a basic mode, and when a basic mode switching condition is satisfied during the highly automated mode, the driving mode is switched to the basic mode. The basic mode switching condition is a specific condition under which it is necessary or desirable to switch the driving mode from the highly automated mode to the basic mode. The number and contents of the basic mode switching conditions may be determined appropriately. In addition, when multiple basic mode switching conditions are set, the driving mode may be switched to the basic mode when at least one of the multiple basic mode switching conditions is satisfied, or the driving mode may be switched to the basic mode when a specific number of two or more or all of the set basic mode switching conditions are satisfied.

[0010] By appropriately setting the basic mode switching conditions, it is possible to switch from the highly automated mode to the basic mode at an appropriate timing. Therefore, according to the automatic driving control device having the above configuration, it is possible to stop a part or all of the driving operation being automatically performed in the highly automated mode at an appropriate timing.

[0011] When the vehicle is being driven in the basic mode, there may be cases where it is preferable to switch to the highly automated mode and leave it to the automated driving process depending on the situation. Therefore, when the driving mode is the basic mode, the driving mode setting unit may switch the driving mode to the highly automated mode if a preset highly automated switching condition is satisfied.

[0012] The high-level automation switching condition is a specific condition under which it is necessary or desirable to switch the operation mode from the basic mode to the high-level automation mode. The number and contents of the high-level automation switching conditions may be determined as appropriate. In addition, when multiple high-level automation switching conditions are set, the high-level automation mode may be switched to when at least one of the multiple high-level automation switching conditions is satisfied, or the high-level automation mode may be switched to when a specific number of two or more or all of the set high-level automation switching conditions are satisfied.

[0013] According to the automatic driving control device configured in this manner, by appropriately setting the high-level automation switching conditions, it is possible to switch between the high-level automation mode and the basic mode at the appropriate timing.

[0014] When the operation mode is the basic mode, the operation mode setting unit may maintain the basic mode if the high-level automation switching condition is satisfied while the basic mode switching condition continues to be satisfied, even if the high-level automation switching condition is satisfied when the operation mode is the basic mode.

[0015] If the basic mode switching condition is satisfied, it is presumed that the situation is favorable in which it is preferable to reduce the types of driving actions that are automated and to increase the proportion of driving actions performed by the driver himself / herself. Therefore, if both the high automation switching condition and the basic mode switching condition are satisfied, the basic mode is given priority and switching to the high automation mode is not performed, thereby realizing appropriate vehicle control that respects the driver's driving operations. [Brief description of the drawings]

[0016] [Figure 1] FIG. 1A is a side view of a vehicle according to an embodiment, and FIG. 1B is a top view of the vehicle according to the embodiment. [Diagram 2] 1 is a block diagram showing an electrical configuration of a vehicle according to an embodiment; [Diagram 3] FIG. 3A is an explanatory diagram showing the autonomous driving levels of each driving mode, and FIG. 3B is an explanatory diagram showing that the control contents at each autonomous driving level may be set arbitrarily. [Figure 4] FIG. 1 is an explanatory diagram for explaining an overview of autonomous driving. [Diagram 5] 13 is a flowchart of a main process. [Figure 6] 6 is a flowchart of an automatic driving control process in the main process of FIG. 5. [Figure 7] 7 is a flowchart of an initial automatic switching confirmation process in the automatic driving control process of FIG. 6. [Figure 8] 7 is a flowchart of a normal-mode automatic switching confirmation process in the automatic driving control process of FIG. 6. [Figure 9] FIG. 11 is an explanatory diagram for explaining a case in which the highly automated mode should be switched to the basic mode. [Figure 10] 7 is a flowchart of a basic mode switching confirmation process in the automatic driving control process of FIG. 6. [Figure 11] 13 is a flowchart showing another embodiment of the basic mode switching confirmation process. [Figure 12] 13 is a flowchart showing another embodiment of the basic mode switching confirmation process. [Figure 13] 13 is a flowchart of a basic mode preparation confirmation process. [Figure 14] 13 is a flowchart of a control parameter setting process. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings. (1) Configuration of Vehicle 1 Fig. 1A shows a side view of a vehicle 1 according to this embodiment, and Fig. 1B shows a top view of the vehicle 1. However, Fig. 1A and Fig. 1B show a simplified illustration of the arrangement of various cameras, radars, sensors, etc. in the vehicle 1, mainly for the purpose of clearly showing the arrangement of these devices.

[0018] 1A and 1B, vehicle 1 is equipped with at least a first front camera 2, an interior camera 3, a first rear camera 4, a second front camera 5, a second rear camera 6, a left side camera 7, and a right side camera 8 as cameras for capturing images of the interior and exterior of vehicle 1. Each of cameras 2 to 8 is a camera capable of capturing color images and videos. Each of cameras 2 to 8 may be a monocular camera, or may be a stereo camera equipped with multiple lenses to capture information in the depth direction.

[0019] The first front camera 2 is provided at the front end of the ceiling in the vehicle interior so as to face forward. This first front camera 2 can capture a wide range of images in front of the vehicle 1. The interior camera 3 is provided at the front end of the ceiling in the vehicle interior so as to face rearward (inside the vehicle interior). This interior camera 3 can capture images of at least the upper body of the driver inside the vehicle interior. The first rear camera 4 is provided at the rear end of the ceiling in the vehicle interior so as to face rearward. This first rear camera 4 can capture a wide range of images in the rear of the vehicle 1.

[0020] The second front camera 5 is provided at the front end of the vehicle 1 facing forward. This second front camera 5 can capture a wide range of images in front of the vehicle 1. The second rear camera 6 is provided at the rear end of the vehicle 1 facing backward. This second rear camera 6 can capture a wide range of images in the rear of the vehicle 1. The left side camera 7 is provided on the left side of the vehicle 1 facing left. This left side camera 7 can capture a wide range of images in the left side of the vehicle 1. The right side camera 8 is provided on the right side of the vehicle 1 facing right. This right side camera 8 can capture a wide range of images in the right side of the vehicle 1.

[0021] 1A and 1B, the vehicle 1 is equipped with a front radar device 11, a rear radar device 12, a left side radar device 13, and a right side radar device 14. In this embodiment, each of the radar devices 11 to 14 is a millimeter wave radar. As is well known, a millimeter wave radar transmits millimeter wave radio waves and receives the reflected waves with multiple receiving antennas, thereby deriving target information about targets around the vehicle 1 based on the relationship between the transmitted wave and each received wave and the relationship between each received wave. The target information that can be detected by each of the radar devices 11 to 14 includes the presence or absence of a target in the detection direction, the distance to the target, the direction of the target relative to the vehicle 1, the moving speed of the target (relative speed to the vehicle 1), etc.

[0022] Specifically, the front radar device 11 is provided at the front end of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the front of the vehicle 1. The front radar device 11 can acquire target information related to targets in front of the vehicle 1. The rear radar device 12 is provided at the rear end of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the rear of the vehicle 1. The rear radar device 12 can acquire target information related to targets in the rear of the vehicle 1. The left side radar device 13 is provided on the left side of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the left side of the vehicle 1. The left side radar device 13 can acquire target information related to targets on the left side of the vehicle 1. The right side radar device 14 is provided on the right side of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the right side of the vehicle 1. The right side radar device 14 can acquire target information related to targets on the right side of the vehicle 1.

[0023] 1A and 1B, the vehicle 1 is equipped with a biosensor 21, a solar radiation sensor 22, and a rainfall sensor 23. A plurality of biosensors 21 (two in this embodiment) are provided on the steering wheel 20 operated by the driver for steering. The biosensors 21 can detect whether the driver is touching the steering wheel 20, and can detect various types of bioinformation such as the driver's pulse and sweating state while the driver is touching the steering wheel 20. The solar radiation sensor 22 is installed on a lower part of the windshield 10 at the front of the vehicle interior. The solar radiation sensor 22 can detect the amount of solar radiation on the vehicle 1, and therefore the brightness around the vehicle 1. The rainfall sensor 23 is installed on an upper part of the windshield 10 on the interior side of the vehicle interior. The rainfall sensor 23 can detect the presence or absence of rainfall and the amount of rainfall.

[0024] In addition, the vehicle 1 is equipped with four automatic driving operation lamps 16 as shown in FIG. 1A and FIG. 1B. In the vehicle 1 of this embodiment, the driving mode can be switched between a highly automated mode and a basic mode, as described later, and while the driving mode is set to the highly automated mode, each automatic driving operation lamp 16 is lit in a predetermined lighting pattern. The lighting state of each automatic driving operation lamp 16 is visible from the outside of the vehicle 1. Therefore, when the driving mode is set to the highly automated mode, it is possible to appeal to vehicles and pedestrians traveling around the vehicle 1 that the vehicle is traveling in the highly automated mode. Various lighting patterns are possible for each automatic driving operation lamp 16. For example, the lamps may be constantly lit during the highly automated mode, or may be alternately turned on and off at a certain period.

[0025] (2) Electrical configuration of vehicle 1 The electrical configuration of the vehicle 1 will be specifically described with reference to FIG. 2. As shown in FIG. 2, the vehicle 1 is equipped with an automatic driving control unit 30. The automatic driving control unit 30 mainly has a mode switching function and an automatic driving function. The mode switching function is a function for setting the driving mode of the vehicle 1 to either the highly automated mode or the basic mode. The automatic driving function is a function for executing automatic driving according to the automatic driving level of the set driving mode (see FIG. 3A. Details will be described later). As will be described later, the automatic driving control unit 30 appropriately switches the driving mode of the vehicle 1 according to various factors such as the running state of the vehicle 1, the surrounding conditions of the vehicle 1, and the state of the driver of the vehicle 1.

[0026] There are several types of autonomous driving for vehicles, including partial autonomous driving and fully autonomous driving. Partial autonomous driving is a form of autonomous driving in which some of the various driving actions required by the driver to drive the vehicle are automated. Note that automation here means that the vehicle can be executed without the need for driver operation. Fully autonomous driving is a form of autonomous driving in which the vehicle's journey to a set destination is fully automated without the need for driver operation. Autonomous driving Hereinafter, the parameter indicating the degree of the types and number of driving actions that are automated in a vehicle is referred to as the autonomous driving level. Fully autonomous driving is a higher level of autonomous driving than partial autonomous driving. In addition, even partial autonomous driving has various levels according to the types and number of driving actions that are automated.

[0027] The vehicle 1 of this embodiment is configured to be capable of not only partial autonomous driving but also full autonomous driving by the autonomous driving control unit 30. In this embodiment, the autonomous driving level, that is, which operations among various driving operations required for driving are automated and which operations are performed by the driver, can be set and changed as desired by the driver.

[0028] More specifically, in this embodiment, there are seven main automatic control functions for realizing fully automatic driving: automatic start / stop control, lane keeping control, vehicle distance control, lane change control, right / left turn control, collision prevention control, and parking control. The automatic driving control unit 30 can execute these seven automatic control functions, and executing these seven automatic control functions can realize fully automatic driving.

[0029] Conversely, by executing any six or less of the seven types of automatic control functions, partial automatic driving is realized. In this embodiment, it is possible to arbitrarily set which of the seven types of automatic control functions is to be executed in the highly automated mode.

[0030] The specific contents of the seven automatic control functions will be explained in detail later. The more of the seven types of automatic control functions that are executed, the higher the level of autonomous driving becomes. Specifically, when none of the seven types of automatic control functions are executed, the autonomous driving level is level 0. When n types of the seven types of automatic control functions are executed, the autonomous driving level is level n. Therefore, in the level 0 driving mode, the driver is required to determine and operate the control operations corresponding to the seven types of automatic control functions. On the other hand, the driving modes from level 1 to level 6 are driving modes in which partial autonomous driving is performed. The level 7 driving mode is a driving mode in which fully autonomous driving is performed.

[0031] In this embodiment, the highly automated mode is a driving mode in which automated driving is performed at an automated driving level of level 1 or higher. On the other hand, the basic mode is a driving mode in which the automated driving level is relatively lower than that of the highly automated mode. For example, when the highly automated mode is level n, the basic mode can be set to any of levels n-1 to 0.

[0032] In this embodiment, for the sake of simplicity and ease of understanding, the basic mode will be described assuming that the autonomous driving level is set to level 0. Level 0 is a level in which none of the seven types of automatic control functions described above are executed, and the driver must perform most of the various driving operations required for driving.

[0033] The automatic driving control unit 30 includes a calculation unit 30a and a memory 30b. More specifically, the memory 30b includes at least one of a ROM, a RAM, and other various storage media (e.g., an EEPROM, a flash memory). The calculation unit 30a executes various programs stored in the memory 30b to realize various functions including the mode switching function and the automatic driving function described above. The calculation unit 30a includes at least a CPU.

[0034] The various programs stored in the memory 30b include a program (so-called security software) capable of detecting external unauthorized operations, computer viruses, unauthorized software and data, etc. (hereinafter collectively referred to as "unauthorized factors"). The calculation unit 30a has this security software resident during startup, thereby constantly monitoring for the presence or absence of unauthorized factors. If an unauthorized factor occurs, various types of unauthorized response processing are executed. The unauthorized response processing includes forcibly setting the automatic driving level to level 0 and disabling all automatic control functions. The fraud response process may include a process to prevent the vehicle 1 from moving. In addition, various specific contents are conceivable, and for example, a warning may be output to the driver by voice or the like, or the vehicle 1 may be forcibly decelerated or stopped. In addition, the connection between the automatic driving control unit 30 and each of the communication units 31 to 35 may be physically cut off so that the automatic driving control unit 30 cannot be accessed from the outside via wireless communication.

[0035] 1A and 1B, the cameras 2-8, the radar devices 11-14, the sensors 21-23, and the four automatic driving operation lamps 16 are connected to the automatic driving control unit 30. The calculation unit 30a of the automatic driving control unit 30 individually controls the operation of the cameras 2-8, and acquires the photographing results (image data) from the cameras 2-8 and stores them in the memory 30b. The acquisition and storage of the image data are repeated at predetermined time intervals.

[0036] The calculation unit 30a can recognize various situations inside and outside the vehicle based on the image data of each camera 2 to 8. For example, the image data of the interior camera 3 can recognize the driver's line of sight, eye condition, gestures, etc. Furthermore, the image data of the first front camera 2 can detect a state in which sunlight is incident on the vehicle and the driver feels dazzled (so-called backlighting). Furthermore, the image data of the first front camera 2 and the second front camera 5 can recognize the vehicle ahead, oncoming vehicles, vehicles in adjacent lanes traveling diagonally ahead, lane markings, crosswalks, pedestrians and bicycles jumping out, other vehicles entering the intersection at an intersection, signs and traffic lights indicating the direction of travel, the contents of signs, etc., and other objects around the vehicle.

[0037] Furthermore, the calculation unit 30a of the autonomous driving control unit 30 individually controls each of the radar devices 11-14, and acquires target detection results from each of the radar devices 11-14 and stores them in the memory 30b. The acquisition and storage of the detection results from each of the radar devices 11-14 is repeated at predetermined time intervals. The calculation unit 30a can calculate and acquire the presence or absence of a target, the distance to the target, the direction of the target, the relative speed of the target as viewed from the vehicle 1, and the like based on the detection results of each of the radar devices 11-14.

[0038] Furthermore, the calculation unit 30a of the autonomous driving control unit 30 judges whether or not the driver is touching the steering wheel 20 based on the detection signal from the biosensor 21. Furthermore, while the driver is touching the steering wheel 20 (specifically, while the driver is in contact with the biosensor 21), the calculation unit 30a acquires bio-information such as the driver's pulse rate and sweating state based on the detection signal from the biosensor 21. Based on the acquired bio-information, the calculation unit 30a can estimate the driver's physical condition and mental state.

[0039] The calculation unit 30a of the autonomous driving control unit 30 can determine the brightness of the driving environment based on the detection signal from the solar radiation sensor 22, and can determine whether the brightness is that of nighttime or a similar situation (hereinafter simply referred to as "nighttime"). The calculation unit 30a of the autonomous driving control unit 30 can also determine the presence or absence of rain and the amount of rain based on the detection signal from the rainfall sensor 23.

[0040] 2, the vehicle 1 is equipped with a seating sensor 25 and a belt sensor 26 as components connected to the automatic driving control unit 30. The seating sensor 25 is a sensor for detecting whether or not an occupant is sitting in a seat of the vehicle 1. Although only one seating sensor 25 is illustrated in FIG. 2 for the sake of simplicity, in reality, each seat is provided with its own seat. Specifically, in the case of the vehicle 1 having a passenger capacity of N people, the seating sensor 25 is provided for each of the N seats.

[0041] The belt sensor 26 detects whether the occupant is fastening the seat belt when the occupant is seated in the seat of the vehicle 1. The belt sensor 26 is a sensor for detecting whether or not a seat belt is fastened. Although only one belt sensor 26 is illustrated in Fig. 2 for the sake of simplicity, in reality, a seat belt is provided for each seat. Specifically, in the case of a vehicle 1 having a passenger capacity of N persons, a seat belt is provided for each of the N seats, and a belt sensor 26 is provided for each of the seat belts.

[0042] In addition, as components connected to the autonomous driving control unit 30, the vehicle 1 is equipped with a GPS communication unit 31, a vehicle-to-vehicle communication unit 32, a road-to-vehicle communication unit 33, a pedestrian-to-vehicle communication unit 34, an LTE communication unit 35, and a TV / radio receiving unit 36, as shown in FIG. 2.

[0043] The GPS communication unit 31 receives radio waves from a plurality of GPS (Global Positioning System) satellites, and outputs information contained in the received radio waves (GPS information) to the autonomous driving control unit 30. The calculation unit 30a of the autonomous driving control unit 30 can calculate the current position of the vehicle 1 based on the information received by the GPS communication unit 31.

[0044] The autonomous driving control unit 30 also includes a route guidance function, which is one of various element functions for realizing the autonomous driving function. The route guidance function is a function that calculates an appropriate route from the current position to the destination based on the current position of the vehicle 1 calculated based on GPS information and the destination set by the driver, and controls the vehicle 1 to travel along the route to the destination. The content of the guidance control of the vehicle 1 in the route guidance function differs depending on the autonomous driving level. For example, the guidance control when the autonomous driving level is set to level 7 of fully autonomous driving is to provide route information (information on which direction and which route the vehicle should travel) necessary for executing the multiple types of automatic control functions (seven types as described above in this embodiment) for realizing fully autonomous driving. Also, for example, the guidance control when the autonomous driving level is set to a predetermined level 1 to 6 (partially autonomous driving) that is lower than fully autonomous driving is to provide route information for the automatic control functions necessary for partial autonomous driving out of the multiple types of automatic control functions, and to guide the driver on the driving route (for example, voice guidance) as necessary.

[0045] Map data and other various data required for the route guidance function are stored in the memory 30b. The calculation unit 30a executes a program for the route guidance function stored in the memory 30b while referring to the various data, thereby realizing the route guidance function (specifically, the above-mentioned guidance control). The calculation unit 30a can also recognize the road conditions around the vehicle 1 based on the route guidance function. Specifically, for example, it can recognize the shape of the route from the current position to the destination, the vehicle width, and the like.

[0046] The vehicle-to-vehicle communication unit 32 is a communication module for wirelessly transmitting and receiving various data to and from other vehicles other than the vehicle itself. The calculation unit 30a of the automatic driving control unit 30 can obtain information about other vehicles in the vicinity (e.g., driving direction, driving speed, position, etc.) via the vehicle-to-vehicle communication unit 32. Conversely, information about the vehicle itself 1 can also be transmitted to other vehicles.

[0047] The road-to-vehicle communication unit 33 is a communication module for receiving various information wirelessly transmitted from a road communication device 81 (see FIG. 4) installed on the road (ground side). The various information received by the road-to-vehicle communication unit 33 is input to the automatic driving control unit 30.

[0048] The road communication device 81 is connected to a server (not shown), receives various information from the server, and wirelessly transmits the information within a specified surrounding area. The server collects various types of road traffic information, such as various types of infrastructure information (e.g., traffic light information, road regulation information, etc.) and information on the presence of other vehicles, pedestrians, etc. Based on the collected road traffic information, the server transmits individual road information related to each road communication device 81. The individual road information is This is various road traffic information related to the traveling direction of vehicles traveling within the communication area. Each road communication device 81 wirelessly transmits the individual road information transmitted from the server within a predetermined communication area.

[0049] The calculation unit 30a of the automatic driving control unit 30 can acquire various road traffic information related to the road in the traveling direction via the road-to-vehicle communication unit 33. The information that the calculation unit 30a can acquire via the road-to-vehicle communication unit 33 includes section information related to various sections such as dangerous sections (e.g., sections with successive curves, sections with narrow road widths, etc.), sections where construction work is being carried out, and certain sections close to accident sites. The calculation unit 30a can recognize the relative relationship between the section and the vehicle 1, such as whether the vehicle 1 is traveling through the section indicated by the section information, by linking the acquired section information with a route guidance function.

[0050] Each road communication device 81 illustrated in Fig. 4 is equipped with a camera 82. Each camera 82 captures an image of the road and transmits the captured image data to a server via a network. The server can obtain road traffic information around each camera 82 from the captured image data transmitted from the camera.

[0051] The pedestrian-to-vehicle communication unit 34 is a communication module for wireless communication with a communication terminal (e.g., a mobile phone or a smartphone) carried by a pedestrian on the ground. When the communication terminal carried by the pedestrian is configured to be capable of wirelessly transmitting terminal position information indicating the position of the communication terminal (i.e., the pedestrian's position), the pedestrian-to-vehicle communication unit 34 can receive the terminal position information transmitted from the communication terminal. The terminal position information received by the pedestrian-to-vehicle communication unit 34 is input to the autonomous driving control unit 30. The autonomous driving control unit 30 can also inform the pedestrian of the position information of the vehicle 1, etc., by wirelessly transmitting various information such as the position information of the vehicle 1 from the pedestrian-to-vehicle communication unit 34 to the pedestrian's communication terminal.

[0052] The calculation unit 30a of the autonomous driving control unit 30 can know the position and movement of pedestrians based on the terminal position information received via the pedestrian-to-vehicle communication unit 34. The presence or absence and movement of pedestrians can be detected by the above-mentioned cameras and radar devices, but in addition, the presence or absence of pedestrians and their jumping out can also be detected from the information obtained via the pedestrian-to-vehicle communication unit 34.

[0053] The LTE communication unit 35 is a communication module for realizing wireless communication according to LTE, which is a well-known mobile phone communication standard. The TV / radio receiving unit 36 ​​is a receiving module for receiving radio waves of television and radio broadcasts. The calculation unit 30a can obtain various information necessary for autonomous driving of the vehicle 1 and update existing information (e.g., update map data) via the LTE communication unit 35 (i.e., by LTE wireless communication). Note that it is not essential to obtain or update such various information by LTE wireless communication, and other wireless communication may be used.

[0054] 2, the vehicle 1 is equipped with a display 37, a HUD (short for head-up display) 38, a microphone 39, a speaker 40, a turn signal operation unit 41, an automatic driving operation lamp 16, an automatic driving start switch 42, an automatic driving stop switch 43, an emergency stop switch 44, and a level setting operation unit 45 as components connected to the automatic driving control unit 30. As described above, four automatic driving operation lamps 16 are provided in this embodiment. In the following, the switches will also be referred to as "SWs."

[0055] The display 37 is a display device for displaying various information including map information in the route guidance function. The display 37 has a touch panel function, and the user can touch the display 37 in accordance with the displayed content of the display 37 (for details, touch the touch panel). ) to perform various input operations.

[0056] The HUD 38 is a display device capable of projecting various information near the windshield 10. The microphone 39 acquires voices of the driver and other passengers, and inputs the voice signals to the autonomous driving control unit 30. The speaker 40 outputs voices based on the various voice signals output from the autonomous driving control unit 30.

[0057] The turn signal operation unit 41 has an operation lever that is operated by the driver to blink a turn signal (not shown), and outputs a turn signal operation signal that indicates the operation state of the operation lever to the automatic driving control unit 30.

[0058] The autonomous driving start SW42 is a switch for putting the vehicle 1 into a highly automated mode. The driver of the vehicle 1 must press the autonomous driving start SW42 to set the vehicle 1 into the highly automated mode and execute autonomous driving. The autonomous driving stop SW43 is a switch for forcibly switching the autonomous driving level of the vehicle 1 to level 0 regardless of the driving mode that has been set. The emergency stop SW44 is a switch for forcibly stopping the vehicle 1. The level setting operation unit 45 is a user interface for accepting an operation for setting the autonomous driving level by the driver (details will be described later).

[0059] If the driver recognizes that an unauthorized factor such as a computer virus or unauthorized operation has occurred, the driver can forcibly cancel automatic driving by pressing the automatic driving stop SW43, allowing the driver to drive the vehicle 1 by operating it himself.

[0060] The automatic driving start SW42, the automatic driving stop SW43, and the emergency stop SW44 are provided, for example, in a position near the driver's seat in the vehicle interior where the driver sitting in the driver's seat can operate them while driving. However, the installation locations of these SWs 42, 43, and 44 may be determined appropriately, and the same SWs may be provided in multiple locations. For example, the emergency stop SW44 may be provided near a seat other than the driver's seat (for example, the passenger seat). In this way, for example, if something unusual occurs to the driver while driving and it becomes difficult for the driver to operate the vehicle normally, the passenger sitting in the passenger seat can operate the emergency stop SW44 to bring the vehicle 1 to an emergency stop.

[0061] The vehicle 1 is also provided with an accelerator pedal 27a and a brake pedal 28a. The accelerator pedal 27a is depressed by the driver when the driver wishes to drive the vehicle 1. The brake pedal 28a is depressed by the driver when the driver wishes to decelerate or stop the vehicle 1 while it is moving.

[0062] In addition, the vehicle 1 is equipped with a vehicle speed sensor 24, a driving control unit 27, a brake control unit 28, a pedal sensor 28b, and a steering control unit 29 as components connected to the automatic driving control unit 30, as shown in FIG.

[0063] The pedal sensor 28b is a sensor for detecting whether or not the driver's foot is placed on the brake pedal 28a, and is provided on the surface of the brake pedal 28a that the driver's foot touches. A signal output from the pedal sensor 28b differs depending on whether or not the driver's foot is placed on the brake pedal 28a. The automatic driving control unit 30 is configured to be able to determine whether or not the driver's foot is placed on the brake pedal 28a based on the signal output from the pedal sensor 28b.

[0064] The traveling drive control unit 27 includes an accelerator sensor (not shown) for detecting the amount of depression of the accelerator pedal 27a. The automatic driving control unit 30 controls the traveling of the vehicle 1 by controlling an engine and a transmission (not shown) based on various information such as the depression amount of the accelerator pedal 27a, the operation position of a shift lever (not shown), the vehicle speed, and the engine speed. On the other hand, when the driving mode is set to the highly automated mode (more specifically, when any of the seven types of automatic control functions described above is executed), the automatic driving control unit 30 outputs control information required to realize the automatic control function to be executed to the traveling drive control unit 27. In this case, even if the accelerator pedal 27a is not depressed, the traveling drive control unit 27 controls the engine and the transmission according to the control information from the automatic driving control unit 30. Note that, although the vehicle 1 of this embodiment is equipped with an engine as a driving source for traveling, the automatic driving control device of the present disclosure can also be applied to a vehicle equipped with a driving source for traveling other than an engine. In that case, the traveling drive control unit 27 shown in FIG. 2 has a function of controlling the driving source for traveling of the vehicle.

[0065] The brake control unit 28 includes a brake sensor (not shown) for detecting the amount of depression of the brake pedal 28a. The brake control unit 28 controls a brake device (not shown) based on the amount of depression of the brake pedal 28a detected by the brake sensor. On the other hand, when the driving mode is set to the highly automated mode (more specifically, when any of the seven types of automatic control functions described above is executed), the brake control unit 28 controls the brake device according to control information from the automatic driving control unit 30 even if the brake pedal 28a is not depressed.

[0066] The steering control unit 29 has two main functions. One is a so-called electric power steering function. The electric power steering function is a function that assists the operation of the steering wheel 20 by the driver using a motor. The other is an automatic steering function that automatically steers the steering wheels (for example, the front wheels) of the vehicle 1 without the need for driver operation. The steering of the steering wheels is basically performed by the driver operating the steering wheel 20, but when the driving mode is set to the highly automated mode (more specifically, when at least any of the above seven types of automatic control functions except for the automatic start / stop control and the following distance control is executed) the steering control unit 29 automatically controls the steering of the steering wheels by controlling the motor according to control information from the automatic driving control unit 30, even if the driver is not operating the steering wheel 20.

[0067] (3) Explanation of the autonomous driving function In the vehicle 1 of this embodiment, the automatic driving control unit 30 can acquire and detect various pieces of information necessary to realize the automatic driving function described above.

[0068] Information that can be used to realize an autonomous driving function includes, first, information such as the vehicle's position and speed (vehicle information). The vehicle's position can be acquired by calculation based on GPS information. The vehicle's speed can be acquired by calculation based on a vehicle speed signal from the vehicle speed sensor 24, a steering angle signal from a steering angle sensor (not shown), a yaw rate signal from a yaw rate sensor (not shown), and the like. The vehicle's speed can also be calculated from the rate of change of the vehicle's position.

[0069] Information that can be used to realize an autonomous driving function also includes information about surrounding moving objects, such as the relative positions, distances, and speeds of vehicles ahead, behind, to the sides, oncoming vehicles, vehicles crossing the intersection ahead, pedestrians, and bicycles.

[0070] Information about these surrounding moving objects can be acquired based on the image capturing data from the cameras 2 to 8 and the detection results from the radar devices 11 to 14. Various techniques for recognizing surrounding objects based on the image capturing data and the detection results from the radar devices have been proposed and put to practical use, and therefore a description thereof will be omitted here.

[0071] Information on surrounding moving objects can also be obtained by vehicle-to-vehicle communication, road-to-vehicle communication, and pedestrian-to-vehicle communication. For example, by performing vehicle-to-vehicle communication with surrounding vehicles, it is possible to recognize not only surrounding vehicles visible from the vehicle itself, but also the positions and movements of surrounding vehicles that are in blind spots and cannot be seen directly from the vehicle itself. As described above, in road-to-vehicle communication, it is possible to obtain information on the presence of surrounding vehicles, pedestrians, etc. As described above, in pedestrian-to-vehicle communication, it is possible to know the positions and movements of pedestrians based on the terminal position information received via the pedestrian-to-vehicle communication unit 34.

[0072] By using one or more of vehicle-to-vehicle communication, road-to-vehicle communication, and vehicle-to-pedestrian communication, it is possible, for example, to obtain information about oncoming vehicles during normal driving (especially on curves) or when turning right in order to prevent head-on collisions with oncoming vehicles, to obtain information about motorcycles on the left side or rear in order to prevent motorcycles from being hit when turning left, to obtain information about vehicles on the side (rear) when changing lanes, to obtain information about vehicles in front to prevent rear-end collisions, to obtain information about other vehicles traveling on the side of the intersection to prevent head-on collisions at intersections, and to obtain information about pedestrians, etc. in order to prevent collisions with pedestrians, etc.

[0073] Additionally, information that can be used to realize an autonomous driving function also includes information about various road markings painted directly on the road, such as lane markings (including parking markings), pedestrian crossings, and stop lines. Information about road markings includes the position and content of the road markings. This information about road markings can be acquired based on the photographic data of the cameras 2 to 8. Various technologies for recognizing road markings from photographic data have been proposed and put to practical use, so a description of these will be omitted here.

[0074] Information about road signs in the traveling direction can also be obtained by road-to-vehicle communication. Although the vehicle 1 of the present embodiment is not equipped with a laser radar, it is also possible to obtain information about various road signs.

[0075] Information that can be used to realize the autonomous driving function also includes information on traffic lights, railroad crossings, signs (including billboards), intersections, junctions / diverging points, sidewalks, obstacles, dangerous areas, and other above-ground structures (collectively referred to as "infrastructure-related information" below). In addition to the presence and location of the various objects described above, infrastructure-related information includes information on the color of traffic lights, the operating status of railroad crossings, and the display content of signs, billboards, etc. Infrastructure-related information can also be recognized and acquired based on the photographic data of each of the cameras 2 to 8, and can also be acquired by road-to-vehicle communication. Various types of infrastructure information can also be acquired from the above-mentioned route guidance function based on GPS information and map data, etc.

[0076] In addition, traffic regulation information can also be used to realize the autonomous driving function. For example, when there are traffic regulations in place in the direction of travel due to construction, accidents, natural disasters, etc., the traffic regulation information can be obtained through road-to-vehicle communication.

[0077] Various types of information that can be used to realize autonomous driving functions, such as the above-mentioned information on surrounding moving objects, infrastructure-related information, information on road signs, and regulatory information, correspond to examples of surrounding information in the present disclosure.

[0078] The automatic driving control unit 30 can realize automatic driving by acquiring the various information described above and controlling the travel drive control unit 27, the brake control unit 28, the steering control unit 29, and other necessary in-vehicle devices based on the information. Specifically, the seven types of automatic control functions described above can be executed. As described above, the seven types of automatic control functions in this embodiment are automatic start / stop control, lane keeping control, vehicle distance control, lane change control, right / left turn control, and the like. , collision prevention control, and parking control.

[0079] The automatic start / stop control is a control that automatically stops the vehicle 1 when a condition for stopping is met while traveling, and automatically starts the vehicle 1 when the condition for stopping is lifted after stopping. This control is performed using the vehicle information, as well as information on surrounding moving objects obtained from the cameras 2-8 and the radar sensors 11-14, infrastructure-related information and regulation information obtained by road-to-vehicle communication, and the like.

[0080] With this automatic start / stop control, for example, when the traffic light at an intersection is green, the vehicle continues to run, but when the light is red or yellow, the vehicle stops when it detects a railroad crossing ahead and the barrier is down, and when the barrier is not down, the vehicle stops once and then starts again. In addition, the vehicle automatically stops when an obstacle is detected ahead.

[0081] Various control parameters required for executing the automatic start / stop control, such as the deceleration when automatically stopping and the acceleration when automatically starting, are set as default values ​​in advance and stored in the memory 30b. However, these control parameters may be set to any value that can be changed from the default values.

[0082] Lane keeping control is a control configured to automatically steer the steering wheels so that the vehicle travels along the lane without deviating from the lane markings. This control is performed in cooperation with the route guidance function, using information on the road markings (especially lane markings) obtained from the cameras 2-8 and the radar sensors 11-14, as well as information on the vehicle itself.

[0083] The inter-vehicle distance control is a control method for controlling the speed of the vehicle so that the vehicle follows another vehicle while maintaining a constant distance from the other vehicle when the other vehicle is traveling ahead of the vehicle. The inter-vehicle distance control also includes so-called cruise control. Specifically, when there is no other vehicle within a certain range (for example, within 100 m ahead) ahead of the vehicle, in other words, when there is no vehicle to be followed ahead of the vehicle, the vehicle is made to travel at a set speed. The inter-vehicle distance control is performed using information on surrounding moving objects (particularly the vehicle ahead) obtained mainly from each of the cameras 2 to 8 and each of the radar sensors 11 to 14 in addition to the vehicle information.

[0084] Various parameters necessary for following a vehicle ahead, such as the upper limit of the vehicle speed and the distance between the vehicle ahead when following the vehicle ahead, are set in advance. However, these control parameters may be arbitrarily set. In addition, in the vehicle-to-vehicle distance control, the vehicle speed, which is one of the control parameters used when there is no other vehicle within a certain range ahead of the vehicle, is set to the legal speed of the road on which the vehicle is traveling, in principle. However, the vehicle speed in this case may be arbitrarily set. In this case, the vehicle speed may be arbitrarily set within a range not exceeding the legal speed.

[0085] Lane change control is a control that, when a lane change (steering for lane change) is necessary, detects other vehicles in the adjacent lane to which the vehicle is to be changed, and automatically changes lanes while controlling the driving force, braking force, and steering so as to avoid colliding with the other vehicles, depending on the presence, position, speed, etc. of the other vehicles. This control is performed using information on the vehicle itself, as well as information on surrounding moving objects (particularly other vehicles in adjacent lanes), information on lane markings, and information on other vehicles (vehicles traveling in adjacent lanes) obtained from the cameras 2-8 and the radar sensors 11-14, and information on lane markings, obtained through vehicle-to-vehicle communication.

[0086] The right / left turn control is a control for automatically turning right or left when a right or left turn is required without colliding with oncoming vehicles, vehicles traveling at an intersection, other vehicles around the vehicle, pedestrians, etc. This control is performed based on the vehicle information as well as the information obtained from the cameras 2 to 8 and the radar sensors 11 to 14. This is done using information about surrounding moving objects obtained through vehicle-to-vehicle communication, information about other vehicles obtained through vehicle-to-vehicle communication, and information about pedestrians, etc. obtained through pedestrian-to-vehicle communication.

[0087] Collision prevention control is a control that automatically steers or brakes / stops the vehicle to avoid colliding with an obstacle when an obstacle exists on the road in the vehicle's traveling direction. It is performed using information on surrounding moving objects obtained from the cameras 2-8 and the radar sensors 11-14, infrastructure-related information and regulation information obtained by road-to-vehicle communication, etc.

[0088] Parking control is a control that, when a specific target parking position (for example, within a parking space in a specific parking lot) is set as the destination, calculates the driving trajectory to the target parking position and controls the vehicle's driving force, braking force, and steering along that driving trajectory to automatically park the vehicle.

[0089] The driver or the like is configured to be able to arbitrarily set which of the seven types of control functions is to be executed, i.e., the autonomous driving level. Specifically, as shown in FIG. 3A, the autonomous driving level can be arbitrarily set in both the highly automated mode and the basic mode. However, in the basic mode, level 7 cannot be set, and any of levels 0 to 6 can be set. On the other hand, in the highly automated mode, level 0 cannot be set, and any of levels 1 to 7 can be set. Furthermore, the level of the basic mode can be set within a range of levels lower than the level of the highly automated mode. Conversely, the level of the highly automated mode can be set within a range of levels higher than the level of the basic mode.

[0090] In this embodiment, as shown in FIG. 3A, at level 1, control A (e.g., lane keeping control) is executed. At level 2, in addition to control A, control B (e.g., vehicle distance control) is executed. At level 3, in addition to controls A and B, control C (e.g., automatic start / stop control) is executed. At level 4, in addition to controls A, B, and C, control D (e.g., collision prevention control) is executed. At level 5, in addition to controls A, B, C, and D, control E (e.g., lane change control) is executed. At level 6, in addition to controls A, B, C, D, and E, control F (e.g., right / left turn control) is executed. At level 7, in addition to controls A, B, C, D, E, and F, control G (e.g., parking control) is executed. In other words, the higher the level, the more types of automatic control functions are executed, and at level 7, the vehicle is fully automated.

[0091] The level setting for each driving mode can be performed by operating the level setting operation unit 45 provided near the driver's seat for each driving mode. In this embodiment, the automatic driving level of the basic mode is set to level 0 by default, and the automatic driving level of the highly automated mode is set to level 7 by default. The currently set automatic driving level can be arbitrarily changed for each driving mode. For example, when the basic mode is set to level 0, the highly automated mode can be arbitrarily changed between levels 1 to 7. For example, when the basic mode is set to level 1, the highly automated mode can be arbitrarily changed between levels 2 to 7. For example, when the highly automated mode is set to level 4, the basic mode can be arbitrarily changed between levels 0 to 3.

[0092] It should be noted that which automatic control function is executed at which level is not limited to the content exemplified in FIG. 3A. For example, it is not essential that the number of automatic control functions executed increases by one each time the level increases by one. Which automatic control function is executed at which level may be determined as appropriate. In addition, the seven types of automatic control functions described above are merely an example, and the number of automatic control functions and the specific content of each automatic control function may be determined as appropriate.

[0093] In addition, while assuming that the number of automatic control functions executed increases by one each time the level increases by one as shown in FIG. 3A, the contents of control A to control G may be set arbitrarily by the driver or the like as shown in FIG. 3B.

[0094] In the vehicle 1 of this embodiment, the driving mode is usually set to the basic mode. On the other hand, when the automatic driving start SW42 is pressed, the driving mode becomes the highly automated mode under certain conditions. When lane change control, right / left turn control, and parking control are set, a destination (a target parking position in the case of parking control) may be set. Specifically, a route guidance function may be started and the destination may be input via a touch panel. When a destination is set, automatic driving is basically performed along a route to the calculated destination while checking the position of the vehicle in cooperation with the route guidance function.

[0095] When the autonomous driving level is set to a driving mode of level 1 or higher, if a destination is not set, how to specifically execute the automatic control function applied in the current driving mode may be determined appropriately. For example, when a driving mode in which a right / left turn control function is executed is set, if a destination is not set, the right / left turn control function may be executed so that the vehicle travels along the road as a rule. Then, when it becomes necessary to select a traveling direction, for example, when approaching a fork in the road, the right / left turn control function may be executed so that the vehicle travels in a predetermined direction. In addition, if a destination is not set, the right / left turn control function may be disabled. The parking control function may also be disabled if a destination (specifically, a place to park) is not set.

[0096] Various control examples in the highly automated mode when the automated driving level of the highly automated mode is set to level 7 will be described with reference to FIG. 4. Each of the vehicles 61 to 67 shown in FIG. 4 has the same configuration as the vehicle 1 shown in FIG. 1A, FIG. 1B, and FIG. 2. A vehicle traveling within the communication area of ​​the road communication device 81 can receive individual road information from the road communication device 81. At least four of the vehicles 61, 65, 66, and 67 in FIG. 4 can receive individual road information from at least two road communication devices 81a and 81b in their vicinity. Specifically, information on the traffic light 71 ahead, information on the oncoming vehicle 62, information on pedestrians 76, and the like can be obtained.

[0097] At least the vehicle 63 can receive individual road information from at least the roadside communication device 81c in its vicinity. Specifically, the vehicle 63 can obtain information such as the presence of a stop sign 73 (i.e., that the vehicle should stop), and that another vehicle 64 is approaching from the right.

[0098] Furthermore, at least the vehicle 64 can receive individual road information from at least the road communication device 81d in its vicinity. Specifically, information such as the fact that another vehicle 63 is approaching from the left side can be obtained.

[0099] At least the vehicle 62 can receive individual road information from at least the roadside communication device 81e in its vicinity. Specifically, the vehicle 62 can obtain information such as information about the traffic light 72 ahead, the presence of an oncoming vehicle 61 about to turn right, the presence of a pedestrian crossing in the direction of the left turn, and the presence of a pedestrian 76 at the pedestrian crossing.

[0100] In addition, each vehicle 61-66 can obtain various information from each camera 2-8 and each radar device 11-14 that it is equipped with, and can also obtain various information through vehicle-to-vehicle communication and pedestrian-to-vehicle communication. For example, the vehicle 65 can detect the vehicle 67 ahead and the vehicle 66 on the right side by using the camera or radar device, and can thus run while keeping an appropriate distance from the vehicle 67 ahead, and when a lane change is required, can change lanes at an appropriate timing while considering the positional relationship with the vehicle 66 on the right side. In addition, the vehicle 65 can detect a pedestrian 77 jumping out by using the camera or radar device. When the vehicle 65 detects a pedestrian 77 jumping out, the vehicle 65 can perform appropriate deceleration control so as not to collide with the pedestrian 77 while considering the distance from the vehicle 65 behind.

[0101] In this way, each of the vehicles 61 to 66 can appropriately drive its own vehicle to the destination by automatic driving while using various information such as various information obtained by the own vehicle and various information obtained from the roadside.

[0102] (4) Switching operation modes When the automatic driving start SW42 is pressed, the automatic driving control unit 30 does not necessarily operate in the highly automated mode until the automatic driving stop SW43 is pressed (or until the destination is reached). When the automatic driving start SW42 is pressed, the calculation unit 30a of the automatic driving control unit 30 switches between the highly automated mode and the basic mode by executing the main process shown in Fig. 5. In other words, the mode switching function is realized by the calculation unit 30a executing the main process in Fig. 5.

[0103] When a start switch (e.g., an ignition switch) not shown in the figure of the vehicle 1 is turned on, the calculation unit 30a reads and executes the program of the main processing of FIG. 5 from the memory 30b. When the calculation unit 30a starts the main processing of FIG. 5, in S10, the operation mode is set to the basic mode, and an automatic control function based on the automatic operation level set as the basic mode is executed. For example, when level 1 is set as the basic mode, the automatic control function of control A (see FIG. 3A) is executed. The automatic control function is executed based on various information acquired as necessary, including the above-mentioned surrounding information. Note that when level 0 is set as the basic mode, none of the automatic control functions are executed. The automatic control functions set as the execution target in the basic mode are executed automatically, but other functions are basically left to the driver's operation.

[0104] In S15, it is determined whether or not a destination has been set. If a destination has not yet been set (S15: NO), in S20, it is determined whether or not a destination has been set. If a destination has not been set (S20: NO), the process returns to S15. In other words, the basic mode continues until a destination is set.

[0105] If the destination has been set (S15: YES) or if the destination has been set and input in S20 (S20: YES), it is determined in S25 whether the automatic driving start SW42 has been turned on. If the automatic driving start SW42 has not been turned on (S25: NO), the process returns to S15. If the automatic driving start SW42 has been turned on (S25: YES), the automatic driving control process is executed in S30. The automatic driving control process is a process for determining whether the driving mode can be switched from the basic mode to the highly automated mode, and switching to the highly automated mode if possible. The automatic driving control process also includes a process for determining whether the mode should be switched back to the basic mode after switching to the highly automated mode, and switching to the basic mode if possible. Details of the automatic driving control process in S30 are as shown in FIG. 6.

[0106] When proceeding to the automatic driving control process of Fig. 6, in S110, it is determined whether the current driving mode is the highly automated mode. If it is already in the highly automated mode (S110: YES), proceed to S200. If it is not the highly automated mode but the basic mode (S110: NO), proceed to S120.

[0107] In S120, it is determined whether the initial automatic switching confirmation process of S130 has already been executed. The initial automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether the driving mode of the vehicle 1 can be switched from the basic mode to the highly automated mode, and is the automatic switching confirmation process that is executed first after the start switch of the vehicle 1 is turned on.

[0108] After the main process starts, if the initial automatic switchover confirmation process has not yet been executed (S120: If the initial automatic switching confirmation process has already been performed after the start of the main process (S120: YES), then in S140 it is determined whether or not the vehicle has been driven since startup. If the vehicle has been driven even a little after startup regardless of the driving mode (S140: YES), then the process proceeds to S150 and executes normal automatic switching confirmation process. If the vehicle has not been driven at all since startup (S140: NO), then the process proceeds to S160. The normal automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether or not the driving mode of the vehicle 1 can be switched from the basic mode to the highly automated mode, and is an automatic switching confirmation process that is executed if the initial automatic switching confirmation process has already been performed.

[0109] It is not essential that the automatic switching confirmation process be divided into an initial automatic switching confirmation process and a normal automatic switching confirmation process. Either one of them may be omitted and only the other may be executed when a negative determination is made in S110. Alternatively, both may be combined into one automatic switching confirmation process, and when a positive determination is made in S110, that one automatic switching confirmation process may be executed.

[0110] Details of the initial automatic switching confirmation process of S130 are as shown in FIG. 7. When proceeding to the initial automatic switching confirmation process of FIG. 7, the driver's operation state is confirmed in S310. In this embodiment, when switching to the highly automated mode immediately after startup, it is required that the driver can operate the vehicle 1 normally. This is to enable a smooth return to the basic mode when it becomes necessary to return to the basic mode after starting driving in the highly automated mode. In addition, it is also intended to prevent a person who is inexperienced in driving operations (for example, a child) or a person who should not be operating the vehicle 1 from driving the vehicle 1 in automatic driving mode without permission.

[0111] It may be determined as appropriate which specific operation state should be confirmed in S310. For example, a first determination method may be used in which it is determined whether the driver is gripping the steering wheel 20 and depressing the brake pedal 28a. Alternatively, a second determination method may be used in which the driver drives the vehicle 1 for a certain period of time (e.g., several tens of seconds) and it is determined whether the driving operation during the drive is normal. Specifically, it may be determined whether the driving operation is normal based on, for example, whether the accelerator operation is smooth, whether the operation of the steering wheel 20 is smooth (whether the operation is performed in accordance with the shape of the driving route), whether the vehicle was able to drive without wavering in the lane detected by various types of on-board cameras and radar devices, whether the vehicle was able to drive in accordance with the signals and signs detected by various types of on-board cameras and radar devices, and so on.

[0112] Furthermore, the method of determining whether or not the driver is seated in the driver's seat may be used alone or in combination with other determination methods. In S320, it is determined whether or not the highly automated mode can be switched to based on the confirmation result of S310. For example, when the first determination method is used in S310, if it is determined that the steering wheel 20 is being gripped and the brake pedal 28a is being depressed, it may be determined that the highly automated mode can be switched to. In this case, it may also be determined whether or not the driver is seated in the driver's seat based on the detection signal from the seat sensor 25, and it may be determined that the highly automated mode can be switched to when the driver is seated in the driver's seat. Also, for example, when the second determination method is used in S310, if it is determined that the driving operation during driving is normal, it may be determined that the highly automated mode can be switched to. In this case, it may also be determined whether or not the driver is seated in the driver's seat based on the detection signal from the seat sensor 25, and it may be determined that the highly automated mode can be switched to when the driver is seated in the driver's seat. Note that the operation state confirmed in S310 being a state in which it is determined that the highly automated mode can be switched to in S320 is an example of a basic mode switching condition.

[0113] The S330 can switch to highly automated mode based on the results of the S320. If it is determined in S320 that switching to the highly automated mode is possible (S330: YES), the process proceeds to S335.

[0114] In S335, it is determined whether the occupants are wearing their seat belts. This determination is made based on the detection signals from the seating sensor 25 and the belt sensor 26. Specifically, the determination in S335 may be, for example, a determination of whether all occupants are wearing their seat belts, or, for example, a determination of whether at least occupants in specific seats (e.g., the driver's seat and the passenger seat) are wearing their seat belts. If it is determined in S335 that all occupants to be determined are wearing their seat belts (S335: YES), the process proceeds to S340.

[0115] In S340, it is determined whether the basic mode maintain flag is cleared. Note that the basic mode maintain flag and various flags described later are all cleared to their initial values ​​when the main processing starts.

[0116] If the basic mode maintenance flag is cleared (S340: YES), the highly automated switching flag is set in S350. After processing S350, the process proceeds to S160 (FIG. 6). If it is determined in S330 that switching to the highly automated mode is not possible, the process proceeds to S360. Also, if in S335 there is an occupant who is not wearing a seat belt among the occupants being judged (S335: NO), the process proceeds to S360. Also, if it is determined in S340 that the basic mode maintenance flag is not cleared (i.e., set) (S340: NO), the process proceeds to S360. In S360, the highly automated switching flag is cleared. After processing S360, the process proceeds to S160 (FIG. 6).

[0117] Next, details of the normal-time automatic switching confirmation process of S150 (FIG. 6) are as shown in FIG. 8. When proceeding to the normal-time automatic switching confirmation process of FIG. 8, in S410, it is determined whether or not the normal-time transition condition to the highly automated mode is satisfied. There are various possible normal-time transition conditions to the highly automated mode, and for example, the driver may hold the steering wheel 20. Also, for example, the vehicle 1 may be traveling within the legal speed limit and may be in a state in which it is possible to travel straight or in a similar manner (with few turns) for a certain period of time. In other words, the normal-time transition condition may be set so that the highly automated mode can be switched to in a stable state. Also, as the normal-time transition condition, for example, the driver being seated in the driver's seat may be used alone or in combination with other conditions (for example, as a logical sum or a logical product with other conditions). Note that this normal-time transition condition is an example of a highly automated switching condition.

[0118] If the normal transition condition to the highly automated mode is met (S410: YES), in S480 it is determined whether the basic mode maintain flag is cleared. If the basic mode maintain flag is not cleared (S480: NO), in S470 the highly automated switch flag is cleared and the process proceeds to S160 (FIG. 6). If the basic mode maintain flag is cleared (S480: YES), in S490 the highly automated switch flag is set and the process proceeds to S160 (FIG. 6).

[0119] If it is determined in S410 that the normal transition conditions to the highly automated mode are not met (S410: NO), the basic mode is basically prioritized and maintained. However, if the driver is seated in the driver's seat, the process from S420 onwards checks the driver's condition, and if there is any abnormality in the driver's condition (an abnormality that may prevent the driver from driving normally), the highly automated mode switching flag is set to switch to the highly automated mode.

[0120] So basically, the switch from basic to highly automated mode is done by the driver or This is done after confirming that the vehicle 1 is in a stable state, but on the other hand, if the driver is unable (or is not) driving the vehicle 1 normally, depending on the state, it may be necessary to forcibly switch to the highly automated mode and properly drive the vehicle 1. Therefore, in S420 and subsequent steps, if the driver is in a situation where he or she cannot drive the vehicle 1 normally, the highly automated mode switch flag is set.

[0121] Specifically, if it is determined in S410 that the normal transition condition to the highly automated mode is not met (S410: NO), then in S415 it is determined whether or not the driver is seated in the driver's seat. If the driver is not seated in the driver's seat (S415: NO), the normal automatic switching confirmation process in FIG. 8 is terminated, and the process proceeds to S160 (FIG. 6). In this case, the driving mode is maintained in the basic mode. On the other hand, if the driver is seated in the driver's seat (S415: YES), the process proceeds to S420.

[0122] In S420, it is determined whether the driver's line of sight is directed forward. This determination may be made based on image data captured by the interior camera 3. Examples of cases in which the driver's line of sight is not directed forward include when the driver is watching television, operating a mobile phone or smartphone, or distracted while driving.

[0123] If the driver's eyes are facing forward (S420: YES), the process proceeds to S450. If the driver's eyes are not facing forward (S420: NO), the process proceeds to S430 to determine whether the vehicle is stopped. If the vehicle 1 is stopped (S430: YES), the process proceeds to S450. If the vehicle 1 is moving (S430: NO), the process proceeds to S440 to determine whether the driver's eyes have not been facing forward for a specified time. If the driver's eyes have not been facing forward for a specified time (S440: NO), the process proceeds to S450. If the driver's eyes have not been facing forward for a specified time (S440: YES), the process proceeds to S490 to set the high automation switch flag.

[0124] In S450, it is determined whether the driver's eyes are normal or not. Specifically, if the driver is not dozing or in a state close to it, it is determined to be normal, and if the driver is dozing or in a state close to it, it is determined to be abnormal. This determination may be made based on image data captured by the interior camera 3.

[0125] If the driver's eye condition is normal (S450: YES), the process proceeds to S460. If the driver's eye condition is abnormal (S450: NO), the process proceeds to S490, where the high automation switch flag is set.

[0126] In S460, it is determined whether the driver's physical condition is normal. Specifically, this is determined based on biological information obtained from the biosensor 21. For example, if the pulse rate is within the normal range and there is no abnormal sweating, the physical condition is determined to be normal. Conversely, if the pulse rate is outside the normal range or there is abnormal sweating, the physical condition is determined to be abnormal.

[0127] If the driver's physical condition is normal (S460: YES), the process proceeds to S470, where the high-level automation switching flag is cleared. If the driver's physical condition is abnormal (S460: NO), the process proceeds to S490, where the high-level automation switching flag is set. After processing S470 and after processing S490, the process proceeds to S160 (FIG. 6). Note that the driver's condition being in a state where a positive determination is made in S440, being in a state where a negative determination is made in S450, and being in a state where a negative determination is made in S460 are all examples of the high-level automation switching condition.

[0128] In S160, it is determined whether the high automation switching flag is set. If the switching flag is not set (cleared) (S160: NO), proceed to S200. If the high automation switching flag is set (S160: YES), in S170, the driving mode is set to the high automation mode and automatic driving to the destination is started. More specifically, in S170, the driving mode is set to the high automation mode and an automatic control function based on the automatic driving level set as the high automation mode is executed. For example, when level 6 is set as the high automation mode, six types of automatic control functions of control A to F (see FIG. 3A) are executed. Also, for example, when level 7 is set as the high automation mode, all seven types of automatic control functions of control A to G are executed to realize fully automatic driving. Note that the execution of the automatic control function is performed based on various information acquired as necessary, including the above-mentioned surrounding information.

[0129] In S180, a notification is given that automated driving in the highly automated mode has started. Specifically, the driver is notified by voice or the like that the mode has been switched to the highly automated mode. This notification may be given only when the mode is switched to the highly automated mode, or may be given appropriately after the mode is switched to (for example, repeatedly at specified time intervals). The notification method is not limited to voice. For example, the notification may be given by various methods, such as vibrating the steering wheel in a specific pattern or displaying a specific message on the instrument panel inside the vehicle.

[0130] In S185, a cut-in prohibition notification is made to those around the vehicle 1 so that they are aware that they are not to be cut in front of the vehicle 1. A specific method for the cut-in prohibition notification may be determined as appropriate. For example, a lamp for cut-in prohibition notification may be provided and turned on. For example, an image indicating that cut-in prohibition is not desired may be displayed on the side or window of the vehicle 1 so as to be visible from outside the vehicle. For example, a specific sound may be generated from the horn. The specific sound is, for example, a sound different from the normal sound generated when the driver himself presses the button for sounding the horn. For example, the fact that cut-in prohibition is not desired may be notified to those outside the vehicle by using wireless communication such as road-to-vehicle communication, vehicle-to-vehicle communication, and pedestrian-to-vehicle communication together with information about the vehicle (for example, location information, license plate information, etc.).

[0131] In S190, the four automatic driving operation lamps 16 are turned on. This allows the vehicle 1 to be recognized as being driven in the highly automated mode when viewed from the outside. Note that a method other than turning on the four automatic driving operation lamps 16 may be adopted as a method for notifying the outside that the vehicle 1 is driven in the highly automated mode. For example, an image indicating that the vehicle 1 is driven in the highly automated mode may be displayed on the side or window of the vehicle 1 so as to be visible from outside the vehicle. In addition, for example, the fact that the highly automated mode is set may be notified to the outside of the vehicle by using wireless communication such as road-to-vehicle communication, vehicle-to-vehicle communication, and pedestrian-to-vehicle communication together with information about the vehicle (e.g., location information, license plate information, etc.).

[0132] In S200, a basic mode switching confirmation process is executed. Details of the basic mode switching confirmation process in S200 are as shown in Fig. 10. The basic mode switching confirmation process in Fig. 10 is a process for determining whether or not the conditions for switching from the highly automated mode to the basic mode are met, and switching to the basic mode if the conditions are met (more specifically, for this purpose, the highly automated switching flag is cleared).

[0133] Prior to describing the basic mode switching confirmation process in Fig. 10, an example of a condition for switching to the basic mode in this embodiment will be described with reference to Fig. 9. Fig. 9 illustrates a road 90 having a curve. Road construction is underway in a section of the road 90, and a sign 91 indicating the start of the construction section is installed near point A. Furthermore, a sign 92 indicating the end of the construction section is installed near point D. A vehicle 1 is about to enter point A.

[0134] Vehicle 1 can detect that it has entered or left the construction zone by recognizing the contents of each sign 91, 92 from the photographing results of each front camera 2, 5. Also, by acquiring position information of the construction zone from the roadside communication device 81, it can detect that vehicle 1 is approaching the start point of the construction zone, that vehicle 1 has entered the construction zone, that vehicle 1 has left the construction zone, etc. This construction zone (which may include the section a certain distance before the start point of the construction zone) corresponds to a specific driving area described later.

[0135] Moreover, the section from point B to point C is a caution zone where the road is narrow and has many curves, and where the driver should reduce his / her speed to drive more safely. By acquiring position information of this caution zone from the road communication device 81, the vehicle 1 can detect that the vehicle 1 is approaching the start point of the caution zone, that the vehicle 1 has entered the caution zone, or that the vehicle 1 has left the caution zone. This caution zone from point B to point C (which may include the section a certain distance before the start of the caution zone) also corresponds to a specific driving area, which will be described later.

[0136] Approximately halfway between points E and F is accident site 95 where a traffic accident has occurred. The accident section from point E to point F, centered on this accident site 95, is also a section where the vehicle should slow down and drive carefully. By acquiring position information of this accident section from roadside communication device 81, vehicle 1 can detect that vehicle 1 is approaching the start point of the accident section, that vehicle 1 has entered the accident section, or that vehicle 1 has left the accident section. This accident section from point E to point F (which may also include the section a certain distance before the start of the accident section) also corresponds to a specific driving area, which will be described later.

[0137] In this embodiment, when the vehicle 1 travels in the specific travel area, the mode is switched from the highly automated mode to the basic mode. The basic mode switching confirmation process of S200 (FIG. 6) for achieving this will be described with reference to FIG.

[0138] When the calculation unit 30a proceeds to the basic mode switching confirmation process of Fig. 10, it determines in S510 whether or not the turn signal has been operated in the right turn direction by the turn signal operation unit 41. If the turn signal has been operated in the right turn direction (S510: YES), the basic mode maintenance flag is set in S550 to switch to the basic mode, the high automation switching flag is cleared in S560, and the process proceeds to S210 (Fig. 6). Note that the turn signal being operated in the right turn direction is one example of a basic mode switching condition.

[0139] If the blinker has not been operated in the right turn direction in S510 (S510: NO), then in S520 it is determined whether or not the vehicle is traveling in a specific driving area as shown in Fig. 9. If the vehicle is traveling in a specific driving area (S520: YES), then in order to switch to the basic mode, the basic mode maintenance flag is set in S550, the highly automated switching flag is cleared in S560, and the process proceeds to S210 (Fig. 6). Note that traveling in a specific driving area is one example of a basic mode switching condition.

[0140] If it is determined in S520 that the vehicle is not traveling within the specific travel area (S520: NO), it is determined in S530 whether or not a pedestrian has been detected running out. This determination may be based on the image capture results of the front cameras 2, 5, the detection signal of the front radar device 11, the information received from the road-to-vehicle communication, and the information received from the pedestrian-to-vehicle communication. If a pedestrian has been detected running out (S530: YES), the basic mode maintenance flag is set in S550 to switch to the basic mode, and the high automation switching flag is cleared in S560, and the process proceeds to S210 (FIG. 6). Note that the detection of a pedestrian running out is one example of a basic mode switching condition.

[0141] In addition, if a pedestrian is detected running out into the road, an audio warning may be issued to alert the driver, or an image (a dummy pedestrian image) may be displayed using HUD 38 to highlight that a pedestrian has run out in from the side of the road.

[0142] If no pedestrian is detected in S530 (S530: NO), it is determined in S540 whether the vehicle is in a specific environment. The specific environment for switching to the basic mode may be set as appropriate. In this embodiment, the specific environment includes at least bad weather with heavy rain, nighttime with poor visibility, and a state where the driver feels dazzled due to backlighting.

[0143] Whether or not the weather is bad and there is a lot of rain can be determined based on a detection signal from the rainfall sensor 23. Whether or not it is nighttime can be determined based on a detection signal from the solar radiation sensor 22. Whether or not the driver is feeling dazzled due to backlight can be determined from the image captured by the first front camera 2, for example.

[0144] If the environment outside the vehicle is a specific environment in S540 (S540: YES), the basic mode maintain flag is set in S550 to switch to the basic mode, the highly automated switching flag is cleared in S560, and the process proceeds to S210 (FIG. 6). If the environment outside the vehicle is not a specific environment (S540: NO), it is determined that there is no need to switch to the basic mode, the basic mode maintain flag is cleared in S570, and the process proceeds to S210 (FIG. 6). Note that the environment outside the vehicle being a specific environment is one example of a condition for switching to the basic mode.

[0145] In S210, it is determined whether the high automation switching flag is cleared. If the high automation switching flag is cleared (S210: YES), in S220, the driving mode is switched to the basic mode, and the process proceeds to S35 (FIG. 5). The specific processing content of S220 is basically the same as S10, and the driving mode is set to the basic mode, and an automatic control function based on the automatic driving level set as the basic mode is executed. Also, in S220, the four automatic driving operation lamps 16 are turned off. This makes it possible to recognize that the vehicle 1 is running in the basic mode when viewed from the outside.

[0146] When switching to the basic mode in S220, the traveling speed of the vehicle 1 may be appropriately decelerated. When switching to the basic mode in S220, the driver may be notified of the switch to the basic mode by various methods, such as a sound, a vibration of the steering wheel, or a display on the instrument panel inside the vehicle.

[0147] In S210, if the high automation switching flag has not been cleared (S210: NO), the high automation mode is maintained and the process proceeds to S35 (FIG. 5). In S35, it is determined whether the automatic operation stop SW 43 is turned on. If the automatic operation stop SW 43 is turned on (S35: YES), all of the above flags (including the forced stop flag described later) are cleared in S40, the operation mode is set to the basic mode in S45, and the process returns to S15. In S45, as in S10, the operation mode is set to the basic mode, and an automatic control function based on the automatic operation level set as the basic mode is executed.

[0148] If the automatic driving stop SW43 is not turned on (S35: NO), in S50, it is determined whether the destination has been reached. If the destination has been reached (S50: YES), in S55, the destination setting is cleared and the process proceeds to S40 and thereafter. If the destination has not been reached (S50: NO), in S60, it is determined whether the emergency stop SW44 has been turned on or the forced stop flag has been set. The forced stop flag is a flag that is set in each process in FIG. 11 and FIG. 13, which will be described later.

[0149] If the emergency stop SW44 is not turned on and the forced stop flag is not set, (S60: NO), the process returns to S30. If the emergency stop SW44 is turned on or the forced stop flag is set (S60: YES), all the flags described above are cleared in S65, as in S40. Then, in S70, a forced stop process is executed to forcibly stop the vehicle 1, and the main process is terminated. Thereafter, in order to execute the main process again, it is necessary to at least turn on the start switch again (for example, turn the ignition switch off once and then on again). The forced stop process in S70 is a process for automatically and forcibly stopping the vehicle 1. The specific manner in which the vehicle 1 is stopped may be determined appropriately. For example, the vehicle may be decelerated immediately on the road on which it is traveling and stopped. Also, for example, instead of stopping the vehicle on the road, the vehicle may be automatically driven to a place other than the road where the vehicle 1 can be stopped (for example, a parking lot near the vehicle) and stopped.

[0150] (5) Effects of the embodiment According to the vehicle 1 of the present embodiment described above, the driving modes are a highly automated mode and a basic mode, and when conditions for transitioning to the basic mode (or for which transition may be made) are met during the highly automated mode, the vehicle switches to the basic mode. This makes it possible to switch from the highly automated mode to the basic mode at an appropriate timing. Conversely, when conditions for transitioning to the highly automated mode (or for which transition may be made) are met during the basic mode, the vehicle switches to the highly automated mode. This makes it possible to switch from the basic mode to the highly automated mode at an appropriate timing.

[0151] However, when the driving mode is the basic mode, even if it is possible to switch to the highly automated mode (specifically, even if the highly automated switching flag is set), if the state in which the basic mode should be maintained continues (specifically, the basic mode maintenance flag is set), the basic mode is maintained. Therefore, in a situation in which the basic mode should be maintained, appropriate vehicle control that respects the driver's driving operation can be realized.

[0152] The calculation unit 30a, S10 and S45 in Fig. 5, and S170 and S220 in Fig. 6 correspond to an example of a surrounding information acquisition unit, an example of a driving mode setting unit, and an example of an automatic control unit. In Fig. 8, the process in which a positive determination is made in S410 and the process proceeds to S480, and the process in which a negative determination is made in S480 and the process proceeds to S470 corresponds to an example of a driving mode setting unit.

[0153] [Other embodiments] (1) As the basic mode switching confirmation process of S200 in FIG. 6, various other contents can be adopted separately from or in addition to the process shown in FIG.

[0154] For example, the basic mode switching confirmation process shown in FIG. 11 may be adopted. In the basic mode switching confirmation process shown in FIG. 11, first, in S610, a determination is made as to whether or not switching to the basic mode is necessary. This determination is a determination as to whether or not switching to the basic mode is necessary, and may be made based on various criteria. For example, when the vehicle 1 is traveling within a specific driving area or the outside of the vehicle is in a specific environment, it may be determined that switching to the basic mode is necessary. Also, for example, when an occupant who was wearing a seat belt unfastens the seat belt, it may be determined that switching to the basic mode is necessary. Also, for example, when other vehicles around the vehicle exhibit a specific behavior toward the vehicle, it may be determined that switching to the basic mode is necessary.

[0155] This determination can be made, for example, based on images captured by the cameras 2-8 and detection results by the radar devices 11-14. The specific behavior may be determined as appropriate. For example, the specific behavior may be another vehicle cutting in close to the vehicle's side. In this case, the method of determining whether or not another vehicle has cut in close to the vehicle's side may also be determined as appropriate. For example, it may be determined that another vehicle has cut in close to the vehicle's side when the distance between the vehicle and the vehicle in the left-right direction (the direction perpendicular to the front-back direction) falls within a specified distance. Also, for example, it may be determined that another vehicle has cut in close to the vehicle's side when the rate of change in the distance between the vehicle and the vehicle in the left-right direction falls below a negative specified rate of change. If this happens, it may be judged that the vehicle is moving closer to the side.

[0156] For example, the specific behavior may be that a vehicle traveling behind the vehicle has suddenly approached the vehicle. In this case, the method of determining whether or not the vehicle has suddenly approached may be determined appropriately. For example, the determination may be based on the distance to the vehicle behind and the rate of change of the distance, similar to the above-mentioned method of determining whether the vehicle has moved too close to the vehicle.

[0157] In S620, it is determined whether or not switching to the basic mode is necessary based on the determination result of S610. If switching to the basic mode is not necessary (S620: NO), in S710, the basic mode maintenance flag is cleared, and the process proceeds to S210 (FIG. 6). If switching to the basic mode is necessary (S620: YES), in S630, it is determined whether or not the basic mode has already been set. If the basic mode has already been set (S630: YES), the process proceeds to S210 (FIG. 6). If the basic mode is not yet set (i.e., in the highly automated mode) (S630: NO), in S640, a notice of the switch to the basic mode is given to the driver using various methods, such as a voice, a vibration of the steering wheel in a specific pattern, or a specific display on the instrument panel inside the vehicle.

[0158] In S650, it is determined whether or not the driver has performed a prescribed action in response to the notification in S640. As the prescribed action, various actions may be adopted that can confirm that the driver is in a state capable of driving in the basic mode. For example, the prescribed action may be the driver gripping the steering wheel 20 and looking ahead. In addition, the prescribed action may be, for example, making the driver emit a specific sound, making the driver perform a specific gesture, or making the driver operate a specific operating member (e.g., a specific switch) in the vehicle.

[0159] If the driver has taken the prescribed action (S650: YES), the basic mode maintain flag is set in S660, the high automation switch flag is cleared in S670, and the process proceeds to S210 (Fig. 6). If the driver has not taken the prescribed action (S650: NO), the process determines in S680 whether a timeout has elapsed since the start of the notification in S640 without the driver taking any prescribed action, in other words, whether the state in which the driver has not taken any prescribed action has continued for a certain period of time.

[0160] If the timeout has not yet occurred, the process returns to S650. If the timeout has occurred, the high automation switching flag is cleared in S690, the forced stop flag is set in S700, and the process proceeds to S210 (Fig. 6). In other words, if the state in which the driver does not take the prescribed action continues for a certain period of time after the report in S640 even though the state is such that the mode should be switched to basic mode, it is determined that there may be some abnormality with the driver, and the forced stop flag is set to forcibly stop the vehicle 1.

[0161] As the basic mode switching confirmation process of S200 in Fig. 6, for example, the basic mode switching confirmation process shown in Fig. 12 may be adopted. In the basic mode switching confirmation process shown in Fig. 12, first, in S1010, it is determined whether or not the following distance control is being executed among the multiple types of automatic control functions. In the above embodiment, as illustrated in Fig. 3A, when the automatic driving level is level 2 or higher, the following distance control is executed.

[0162] If the vehicle distance control is not being executed (S1010: NO), the basic mode switching confirmation process is terminated. If the vehicle distance control is being executed (S1010: YES), the process proceeds to S1020.

[0163] In S1020, it is determined whether or not another vehicle has cut in front of the vehicle. This determination is made based on, for example, images captured by the cameras 2 to 8, detection results by the radar devices 11 to 14, etc. The specific method of this determination may be determined as appropriate. For example, when another vehicle enters in front of the host vehicle in the lane in which the host vehicle is traveling, it may be determined that the host vehicle has cut in. In this case, it may be determined that the host vehicle has cut in not only when the vehicle has simply entered the lane, but also when the state of the vehicle continuing to enter the lane for a specified period of time or more.

[0164] If it is determined that no other vehicle has cut in ahead of the host vehicle (S1020: NO), the process proceeds to S1040. If it is determined that another vehicle has cut in ahead of the host vehicle (S1020: YES), a warning process is performed in S1030, and the process proceeds to S1040. The warning process in S1030 is a process for calling attention to the other vehicle that has cut in ahead of the host vehicle (for example, that the host vehicle is present behind the other vehicle, that the other vehicle should not be cut in, etc.). The specific content of this warning process may be determined as appropriate. For example, a process similar to the cut-in prohibition notification in S185 of FIG. 6 may be performed.

[0165] In S1040, it is determined whether or not the driver's foot is placed on the brake pedal 28a based on the detection signal from the pedal sensor 28b. If the driver's foot is placed on the brake pedal 28a (S1040: YES), the process proceeds to S1060. If the driver's foot is not placed on the brake pedal 28a (S1040: NO), an attention call process is performed in S1050, and the process proceeds to S1060.

[0166] The attention calling process of S1050 is a process for urging the driver to place his / her foot on the brake pedal 28a. The specific contents of this attention calling process may be determined as appropriate. For example, the driver may be prompted by voice, by vibrating a specific location in the vehicle (for example, the seat, the steering wheel 20, etc.), or by displaying warning information on the display 37 or the HUD 38. If the driver does not place his / her foot on the brake pedal 28a even after the attention calling process is performed, a specific process may be executed. The specific process in this case may be, for example, a process for forcibly stopping the vehicle 1, or a process for switching the driving mode to the basic mode.

[0167] In S1060, it is determined whether the brake pedal 28a is depressed. If the brake pedal 28a is not depressed (S1060: NO), the process proceeds to S1080. If the brake pedal 28a is depressed (S1060: YES), the process performs a brake response process in S1070, and then proceeds to S1080.

[0168] The specific content of the brake response process of S1070 may be determined as appropriate. For example, the vehicle distance, which is one of the control parameters used in the vehicle distance control, may be changed to a value larger than the current value so that the vehicle distance from the preceding vehicle becomes longer. In addition, when there is no other vehicle within a certain range in front of the host vehicle and so-called cruise control is being performed, the vehicle speed, which is one of the control parameters used in the vehicle distance control, may be changed to a value lower than the current value so that the speed of the host vehicle decreases.

[0169] In S1080, it is determined whether or not accelerator pedal 27a is depressed. If accelerator pedal 27a is not depressed (S1080: NO), the process proceeds to S1100. If accelerator pedal 27a is depressed (S1080: YES), accelerator response processing is performed in S1090, and the process proceeds to S1100.

[0170] The specific content of the accelerator response process in S1090 may be determined as appropriate. For example, the vehicle distance, which is one of the control parameters used in the vehicle distance control, may be changed to a smaller value than the current value so that the vehicle distance from the preceding vehicle becomes shorter. Also, when there is no other vehicle within a certain range ahead of the host vehicle and so-called cruise control is being performed, one of the control parameters used in the vehicle distance control may be changed to a smaller value than the current value so that the speed of the host vehicle increases. Alternatively, the vehicle speed may be changed to a value higher than the current value.

[0171] In S1100, it is determined whether or not sudden braking has occurred automatically by an automatic control function including vehicle distance control. What is used to determine sudden braking may be determined as appropriate. For example, it may be determined that sudden braking has occurred when the deceleration of the vehicle 1 is equal to or greater than a predetermined threshold.

[0172] If sudden braking has not been applied in S1100 (S1100: NO), the process proceeds to S1140. In S1140, the basic mode maintain flag is cleared. If sudden braking has been applied in S1100 (S1100: YES), the process proceeds to S1110.

[0173] In S1110, it is determined whether or not it is necessary to switch the driving mode from the highly automated mode to the basic mode. This determination method may be determined as appropriate. For example, the actuation of sudden braking itself may be determined as a state in which the mode should be switched to the basic mode, and it may be determined that the mode should be switched to the basic mode. Also, for example, each time it is determined that sudden braking has been applied in S1100, the number of times this determination has been made may be accumulated and stored, and when the accumulated value reaches a predetermined upper limit number of times, it may be determined that the mode should be switched to the basic mode.

[0174] If it is determined in S1110 that there is no need to switch to the basic mode (S1110: NO), the process proceeds to S1140. If it is determined in S1110 that there is a need to switch to the basic mode (S1110: YES), the basic mode maintain flag is set in S1120 in order to switch to the basic mode, and the high automation switch flag is cleared in S1130.

[0175] In addition, if the sudden braking is applied, it may be that, for example, some abnormality (e.g., an accident, an obstacle, etc.) has occurred in front of the vehicle, and it is preferable for the driver to perform driving operations while paying attention to his / her surroundings. It may also be that an abnormality has occurred in the automatic control function. Therefore, if the sudden braking is applied automatically (S1100: YES), the process of S1120 and S1130 is executed on the condition that a positive determination is made in S1110, and the driving mode is switched to the basic mode.

[0176] (2) While driving in the highly automated mode, a situation may arise in which it is necessary to return to the basic mode in some cases. Therefore, even when driving in the highly automated mode, it is preferable for the driver to be able to perform driving operations himself / herself whenever necessary. Therefore, while driving in the highly automated mode, for example, the basic mode preparation confirmation process shown in FIG. 13 may be executed to have the driver periodically perform a simple operation to check whether the vehicle is in a state in which it is possible to immediately return to the basic mode.

[0177] In the basic mode preparation confirmation process of FIG. 13, first, in S810, it is determined whether or not it is time to confirm (for example, at regular intervals of several minutes, or at a predetermined non-regular timing). If it is not time to confirm (S810: NO), this basic mode preparation confirmation process ends. If it is time to confirm (S810: YES), in S820, a confirmation operation is requested of the driver by voice or the like. The confirmation operation requested here can be determined appropriately, and may be, for example, the same operation as the specified operation of S650 in FIG. 11.

[0178] In S830, it is determined whether or not the driver has performed a confirmation operation. If the driver has performed a confirmation operation (S830: YES), it is determined that the driver is in a state where he or she can immediately return to the basic mode, and this basic mode preparation confirmation process is terminated. If the driver has not performed a confirmation operation (S830: NO), in S840, an attention alert is added to the driver by voice or the like, and the request for a confirmation operation is continued.

[0179] In S850, as in S830, it is determined whether or not a confirmation action has been performed by the driver. If a confirmation action has been performed by the driver (S850: YES), it is determined that the driver is in a state in which he or she can immediately return to the basic mode, and this basic mode preparation confirmation process is terminated. If a confirmation action has not been performed by the driver (S850: NO), in order to forcibly stop the vehicle 1, the highly automated switching flag is cleared in S860, and a forced stop flag is set in S870, and this basic mode preparation confirmation process is terminated. Note that once the forced stop flag is set in S870, the process may immediately proceed to S70 (FIG. 5) and the forced stop process may be executed.

[0180] (3) Conditions for switching from the highly automated mode to the basic mode may be determined as appropriate. When conditions for switching to the basic mode are met (or may be met), it may also be determined as appropriate whether the mode should be switched immediately or whether the driver is confirmed to be in a state where he or she can drive normally before switching to the basic mode.

[0181] Conversely, the conditions for switching from the basic mode to the highly automated mode may also be determined as appropriate. For example, when a call or email is received on a mobile phone or smartphone carried by a driver, the ringtone may be detected and a highly automated switching flag may be automatically set to switch to the highly automated mode.

[0182] The vehicle 1 of the above embodiment is equipped with an LTE communication function, and the autonomous driving control unit 30 can also handle the functions of mobile phone communication and sending and receiving emails. In this case, when a call or email is received via the LTE communication network, the highly automated mode switching flag may be automatically set to switch to the highly automated mode.

[0183] (4) Some of the conditions for switching from the highly automated mode to the basic mode exemplified in the above embodiment may be used as conditions for switching from the basic mode to the highly automated mode. Conversely, some of the conditions for switching from the basic mode to the highly automated mode exemplified in the above embodiment may be used as conditions for switching from the highly automated mode to the basic mode.

[0184] The circumstances under which the highly automated mode should be switched to the basic mode and the circumstances under which the basic mode should be switched to the highly automated mode are not necessarily uniformly determined. For example, when driving on a narrow and curved road, depending on the accuracy and performance of the automated driving, the driver may be able to drive more smoothly and safely by operating the vehicle himself. Conversely, for a driver who is not accustomed to driving, there are cases where the driver can drive more smoothly by leaving the vehicle to the automated driving rather than operating the vehicle himself. Therefore, the above switching conditions may be set taking into consideration the driver's skill, the driver's preference for driving modes (for example, whether the driver wants to prioritize the highly automated mode or the basic mode), and various other circumstances.

[0185] (5) In the above embodiment, after switching to the basic mode, even if a state in which a transition to the highly automated mode should (may) occur, the basic mode continues as long as the state in which the vehicle should operate in the basic mode (the state in which the basic mode maintenance flag is set) continues. In contrast, if a state in which a transition to the highly automated mode should (may) occur, with priority given to driving in the highly automated mode, the vehicle may be forcibly switched to the highly automated mode even if the state in which the vehicle should operate in the basic mode (the state in which the basic mode maintenance flag is set) continues.

[0186] In addition, the highly automated mode may be given priority, and after switching to the highly automated mode, as long as the state in which operation should be performed in the highly automated mode continues, the highly automated mode may be continued even if the state in which a transition to the basic mode should (may) be made is reached.

[0187] (6) In the above embodiment, in order to set the vehicle 1 to the highly automated mode and execute autonomous driving, it was necessary to press the autonomous driving start SW 42, but it is not essential to press the autonomous driving start SW 42. The autonomous driving start SW 42 may be omitted, and the vehicle may automatically switch to the highly automated mode when a condition for switching to the highly automated mode (or for which switching may be permitted) is met.

[0188] (7) When switching to the basic mode due to a state in which it is necessary to transition from the highly automated mode to the basic mode, the autonomous driving level may be forcibly set to level 0 regardless of the autonomous driving level set as the basic mode. In this case, level 0 may be maintained until a specified operation is performed by the driver, and when the specified operation is performed by the driver, the autonomous driving level may be switched to the autonomous driving level set as the basic mode.

[0189] In addition, when a state occurs in which a transition from basic mode to highly automated mode is required and the transition factor is a specific transition factor that has been set in advance, the autonomous driving level may be forcibly set to level 7 to perform fully autonomous driving, regardless of the autonomous driving level set for the highly automated mode.

[0190] (8) The number of vehicle occupants can be detected at any time based on a detection signal from the seating sensor 25. Therefore, while traveling in the highly automated mode, the number of occupants may be monitored, and if a change occurs in the number of occupants, a predetermined process may be performed. As the predetermined process, for example, the change in the number of occupants may be notified to other occupants by audio output, image display, or the like. As another predetermined process, for example, the driving mode may be switched to the basic mode. As another predetermined process, for example, the vehicle 1 may be forcibly stopped. As another predetermined process, for example, the vehicle occupants may be asked whether or not it is OK to continue traveling in the highly automated mode, and if there is a response that it is OK to continue, the highly automated mode may be continued, and if there is a response that it should not be continued, the mode may be switched to the basic mode or forcibly stopped.

[0191] A specific method for asking the vehicle occupant whether or not it is OK to continue driving in the highly automated mode may be determined as appropriate. For example, the question may be asked by voice. Or, for example, the question may be asked by displaying a message on the display 37, the HUD 38, or the like. Also, the method of the occupant's response to the question may be determined as appropriate. For example, the voice of the occupant inputted via the microphone 39 may be recognized, and the content of the occupant's response may be determined based on the recognition result. Or, for example, a button may be displayed on a touch panel, and the occupant may press the button to determine whether or not to continue.

[0192] (9) The contents of the driver's driving operation may be learned, and the learning results may be reflected in the automatic control function. Specifically, after being started, the automatic driving control unit 30 may repeatedly execute the control parameter setting process shown in Fig. 14 at a predetermined interval, so that various control parameters used in the automatic control function are updated appropriately according to the contents of the driver's driving operation.

[0193] The control parameter setting process in Fig. 14 will be described. When the calculation unit 30a of the autonomous driving control unit 30 starts the control parameter setting process in Fig. 14, the calculation unit 30a determines whether the driving mode is set to the highly automated mode in S1310. If the driving mode is not set to the highly automated mode, that is, if the driving mode is set to the basic mode (S1310: NO), the learning process is performed in S1320.

[0194] The learning process at S1320 detects the driver's habits and preferences from the details of the driver's driving operations, and stores information indicating the detected habits and preferences (hereinafter referred to as "driving preference information") in a memory. This is the process of storing the result in 30b.

[0195] For example, the accelerator operation of the driver when starting the vehicle 1 from a stop may be detected, and it may be determined whether the driver tends to depress the accelerator pedal 27a slowly or relatively quickly, and the determination result may be stored as one piece of driving preference information. Whether the accelerator is depressed slowly or not may be determined based on, for example, whether the rate of change in the amount of depression of the accelerator pedal 27a is equal to or greater than a predetermined threshold value.

[0196] Also, for example, when the driver operates the turn signal just before a corner, the distance from the position of the vehicle 1 at the time of the operation to the corner may be detected and stored as one piece of driving preference information.

[0197] The type of driving preference information detected and stored in the learning process may be one or more. The specific contents may be determined appropriately. The above-mentioned two examples of driving preference information are merely examples.

[0198] If the driving mode is set to the highly automated mode in S1310 (S1310: YES), the process proceeds to S1330. In S1330, it is determined whether the driving preference information is reflected in the control parameters. More specifically, it is determined whether the processes in S1340 to S1350 have already been performed after the driving mode was switched from the basic mode to the current highly automated mode.

[0199] If the driving preference information has already been reflected in the control parameters, that is, if the processes of S1340 to S1350 have already been executed after switching to the highly automated mode (S1330: YES), the control parameter setting process ends.

[0200] If the driving preference information has not yet been reflected in the control parameters, that is, if the processes of S1340 to S1350 have not yet been executed after switching to the highly automated mode (S1330: NO), the process proceeds to S1340.

[0201] In S1340, the driving preference information stored in the memory 30b by the learning process in S1320 is read. In S1350, the control parameters of the automatic control functions set to be executed in the highly automated mode are calculated based on the driving preference information read in S1340. Then, the currently used control parameters are updated to the calculated control parameters.

[0202] For example, in a case where information on the operation speed of accelerator pedal 27a is stored as driving preference information, if the driver tends to depress accelerator pedal 27a slowly, a value lower than the default value is calculated as the acceleration at start, which is one of the control parameters in the automatic start / stop control, and the value is updated to the calculated value. Conversely, if the driver tends to depress accelerator pedal 27a quickly, a value higher than the default value is calculated as the acceleration at start, and the value is updated to the calculated value.

[0203] Also, for example, if the distance from the position where the turn signal is operated to the corner is stored as driving preference information, the distance from the position where the turn signal is operated to the corner, which is one of the control parameters in right / left turn control, is calculated to be the same as or close to the stored distance, and updated to the calculated value.

[0204] The driver may select whether or not to execute the control parameter setting process of FIG. 14. If the driver selects not to execute the control parameter setting process, In this case, for example, preset default values ​​may be used as the control parameters. In addition, the driver may be allowed to erase the driving preference information that has already been stored. In addition, when switching from the highly automated mode to the basic mode, each control parameter may be reset to a default value.

[0205] (10) While the driving mode is set to the highly automated mode, the driver's facial expressions, gestures, remarks, etc. may be detected, and the driver's satisfaction with the automatic control function currently being automatically executed may be determined based on the detected results. For example, a facial image of the driver captured by a camera may be subjected to image recognition processing, and if the driver has a displeased expression, it may be determined that the driver is dissatisfied with the content of the current automatic control function. Conversely, if the driver has a neutral expression or a facial expression that seems to be in a good mood, it may be determined that the driver is not dissatisfied with the content of the current automatic control function.

[0206] In addition, the contents of the driver's statements may be recognized by a voice recognition process, and if the driver makes a statement indicating dissatisfaction with the contents of the current automatic control function, it may be determined that the driver is dissatisfied with the contents of the current automatic control function. Conversely, if the driver does not make a statement indicating dissatisfaction with the contents of the current automatic control function, it may be determined that the driver is not dissatisfied with the contents of the current automatic control function.

[0207] If it is determined that the driver is dissatisfied with the current automatic control function, the operation mode may be switched to the basic mode. (11) In addition, the function of one component in the above embodiment may be distributed as multiple components, or the functions of multiple components may be integrated into one component. At least a part of the configuration of the above embodiment may be replaced with a known configuration having a similar function. A part of the configuration of the above embodiment may be omitted as long as the problem can be solved. At least a part of the configuration of the above embodiment may be added to, replaced with, or the like for the configuration of another of the above embodiments. Note that any aspect included in the technical idea specified by the wording described in the claims is an embodiment of the present disclosure.

[0208] [Technical concept understood from the embodiment] At least the following technical ideas can be understood from the various embodiments described above in detail. Specifically, the automatic driving control device of the present disclosure configured as in the following (A) may be further configured as in the following (B) to (E). (A) An automatic driving control device mounted on a vehicle, A surrounding information acquisition unit configured to acquire surrounding information that is information about the surroundings of the vehicle; A driving mode setting unit configured to set a driving mode of the vehicle to one of a highly automated mode in which some or all of a plurality of types of driving actions required for driving the vehicle are automatically executed based on the surrounding information, and a basic mode in which the types of the driving actions to be automatically executed are fewer than those in the highly automated mode or are zero; an automatic control unit configured to execute the driving operation that is set to be automatically executed in the driving mode based on the driving mode set by the driving mode setting unit; Equipped with The operation mode setting unit is configured to switch the operation mode to the basic mode when a preset basic mode switching condition is satisfied when the operation mode is set to the highly automated mode. Automatic driving control device. (B) In (A) above: When the driving mode is set to the highly automated mode, if a preset basic mode switching condition is satisfied, the driving mode is notified to the driver of the vehicle that the driving mode is set to the basic mode. An automatic driving control device comprising a switching notification unit configured to perform a specific notification to notify a driver that a mode will be switched to another mode.

[0209] According to the automatic driving control device configured in this way, the driver of the vehicle can recognize when the driving mode is switched from the highly automated mode to the basic mode. Therefore, the driver can appropriately operate and drive the vehicle even after the mode is switched to the basic mode. (C) In (A) or (B) above, a prescribed action determination unit configured to determine whether or not a driver of the vehicle is performing a prescribed action when a preset basic mode switching condition is satisfied when the driving mode is set to the highly automated mode; The driving mode setting unit is configured to switch the driving mode to the basic mode when a preset basic mode switching condition is satisfied and when the prescribed operation determination unit determines that the driver is performing the prescribed operation when the driving mode is set to the highly automated mode. Automatic driving control device.

[0210] According to the automatic driving control device configured in this manner, the driver can confirm whether or not he or she is actually capable of driving in the basic mode before switching to the basic mode, so that the driver can drive the vehicle appropriately even after switching to the basic mode. (D) In ​​any one of (A) to (C) above, a confirmation operation request unit configured to repeatedly request a specific confirmation operation from a driver of the vehicle at a specific timing while the driving mode is set to the highly automated mode; a confirmation operation determination unit configured to determine whether or not the driver has performed the confirmation operation each time the confirmation operation request unit requests the confirmation operation; a vehicle stopping unit configured to stop the vehicle when the confirmation operation determination unit determines that the confirmation operation has not been performed; An automatic driving control device comprising: (E) In any one of the above (A) to (D), An automatic driving control device comprising an exterior alarm unit configured to notify outside the vehicle when the driving mode is set to the highly automated mode. [Explanation of symbols]

[0211] Reference Signs List 1,61-66...vehicle, 2...first front camera, 3...indoor camera, 4...first rear camera, 5...second front camera, 6...second rear camera, 7...left side camera, 8...right side camera, 11...front radar device, 12...rear radar device, 13...left side radar device, 14...right side radar device, 16...automatic driving operation lamp, 20...steering wheel, 21...biometric sensor, 22...sun radiation sensor, 23...rainfall sensor, 24...vehicle speed sensor, 25...seat sensor, 26...belt sensor, 27...driving control unit, 28...brake control unit, 29...steering control unit, 30...automatic driving control unit control unit, 30a...calculation unit, 30b...memory, 31...GPS communication unit, 32...vehicle-to-vehicle communication unit, 33...roadside-to-vehicle communication unit, 34...pedestrian-to-vehicle communication unit, 35...LTE communication unit, 36...TV / radio receiving unit, 37...display, 38...HUD, 39...microphone, 40...speaker, 41...turn signal operation unit, 42...automatic driving start switch, 43...automatic driving stop switch, 44...emergency stop switch, 45...level setting operation unit, 71,72...traffic lights, 73...stop signs, 76,77...pedestrians, 81...road communication device, 82...camera, 90...road, 91,92...signboard, 95...accident scene.

Claims

1. An automatic driving control device mounted on a vehicle, A surrounding information acquisition unit configured to acquire surrounding information that is information about the surroundings of the vehicle; A driving mode setting unit configured to set a driving mode of the vehicle to one of a highly automated mode in which some or all of a plurality of types of driving actions required for driving the vehicle are automatically executed based on the surrounding information, and a basic mode in which the types of the driving actions to be automatically executed are fewer than those in the highly automated mode or are zero; an automatic control unit configured to execute the driving operation that is set to be automatically executed in the driving mode based on the driving mode set by the driving mode setting unit; Equipped with The driving mode setting unit is configured to determine whether an occupant of the vehicle is wearing a seat belt, When the operation mode is set to the highly automated mode, the operation mode setting unit and when the driving mode setting unit determines that the occupant is not fastening the seat belt, the driving mode is switched to the basic mode. Automatic driving control device.

2. The automatic driving control device according to claim 1, The driving mode setting unit is configured to determine whether an occupant of a specific seat is fastening the seat belt. Automatic driving control device.

3. The automatic driving control device according to claim 1 or 2, The driving mode setting unit is configured to determine whether or not the occupant is fastening the seat belt based on a detection signal from a seating sensor for detecting whether or not the occupant is seated in a seat of the vehicle, and a detection signal from a belt sensor for detecting whether or not the occupant is fastening the seat belt. Automatic driving control device.

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