Vehicle control device and vehicle control method

Abstract

To provide a technique that helps improve a driving habit contributing to deterioration of ride quality.SOLUTION: An operation system 30, which is a device capable of autonomous operation, comprises a functional module which implements the autonomous operation, a recording section F6 and a parameter adjustment section F7. The recording section F6 acquires data indicating operation characteristics (in other words a driving habit) of a drive during manual operation and stores the data in a characteristic storage section M1. The parameter adjustment section F7 modifies a setting value of a control parameter that governs vehicle behavior during the autonomous operation so that the vehicle behavior is similar to the same during manual operation based on the data on the operation characteristics stored in the characteristic storage section M1. That is, the parameter adjustment section F7 performs a process to reflect manual operation characteristics in autonomous operation control.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a technique for automatically controlling the motion of a vehicle. [Background technology]

[0002] Patent Document 1 discloses a system that evaluates the driving skill level of a driver (for example, the roughness of driving) and gives driving operation advice based on the evaluation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-215599 Summary of the Invention [Problem to be solved by the invention]

[0004] Drivers may unconsciously develop driving habits that reduce the comfort and safety of their passengers, such as hard braking, sudden left turns, short following distances, and swaying.

[0005] On the other hand, drivers find it difficult to correct their driving habits even when they receive advice from others or systems. This is thought to be because drivers themselves are unlikely to recognize the disadvantages of continuing their current driving behavior and the benefits of improving their driving behavior. Psychological reactance may also be a factor in the ineffectiveness of advice from others or systems.

[0006] One of the objectives of the present disclosure is to provide a technology that assists in improving driving habits that lead to a decrease in ride comfort. [Means for solving the problem]

[0007] The vehicle control device disclosed herein is a vehicle control device configured to be able to switch between an automatic driving mode and a manual driving mode, and is equipped with a recording unit (F6) that, when the manual driving mode is applied, acquires driving characteristic data, which is data indicating the driver's driving characteristics, from a sensor and stores the data in a first memory unit, a planning unit (F3) that creates an automatic driving plan in accordance with control parameters for determining vehicle behavior in automatic driving, which are stored in a second memory unit, and a reflection unit (F7) that performs processing to reflect the driving characteristics in the control parameters using the driving characteristic data recorded in the first memory unit.

[0008] The present disclosure also includes a vehicle control method executed by a computer for automatically controlling the vehicle's driving speed and steering, wherein the computer includes a manual driving mode and an automatic driving mode as operating modes, and includes switching the operating mode based on a signal from an input device, and when set to the manual driving mode, acquiring driving characteristic data from a sensor which is data indicating the driver's driving characteristics and storing it in a first memory unit, creating an automatic driving plan in accordance with control parameters for determining vehicle behavior during automatic driving which are stored in a second memory unit, and reflecting the driving characteristics in the control parameters using the driving characteristic data recorded in the first memory unit.

[0009] According to the above configuration, the driver's driving operation habits (i.e., driving characteristics) observed during manual driving are reflected in the vehicle behavior during automated driving. This allows the driver to experience vehicle behavior that reflects their own driving characteristics during automated driving. Experiencing vehicle behavior that reflects the driver's own driving characteristics can provide the driver with an opportunity to objectively reexamine their own driving operation. This makes it easier for the driver to recognize driving habits and problems that are difficult to notice when the driver is the main driver of the driving operation. In other words, by having their own driving characteristics reflected in automated driving, the driver can voluntarily recognize problems in their own driving operation. People are more likely to work on improving problems that they have noticed (or experienced) themselves without experiencing psychological reactance. Furthermore, by experiencing problems (e.g., discomfort or unsafety), they are more likely to understand the benefits of improvement. This makes it easier for drivers to improve driving operation habits that lead to a decrease in ride comfort.

[0010] Note that the symbols in parentheses in the claims indicate a correspondence with the specific means described in the embodiments described below as one aspect, and do not limit the technical scope of the present disclosure. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a block diagram showing a configuration of a vehicle system. [Figure 2] FIG. 1 is a diagram illustrating an example of an input device mounted on a vehicle. [Figure 3] FIG. 2 is a functional block diagram of a vehicle control device. [Figure 4] FIG. 10 is a diagram showing an example of a lane change execution pattern. [Figure 5] FIG. 10 is a diagram showing another example of a lane change execution pattern. [Figure 6] FIG. 4 is a diagram for explaining an example of driving characteristic data. [Figure 7] 10 is a flowchart illustrating the operation of a recording unit. [Figure 8] 10 is a flowchart illustrating the operation of a parameter adjustment unit. [Figure 9] 10 is a flowchart illustrating the operation of a planning unit. [Figure 10] FIG. 2 is a diagram illustrating an example of types of autonomous driving modes provided in a vehicle control device. [Figure 11] FIG. 10 is a diagram for explaining a configuration for learning and applying control parameters according to a situation. DETAILED DESCRIPTION OF THE INVENTION

[0012] <Preface> Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to the following embodiments, and may be implemented with various modifications other than those described below without departing from the spirit of the present disclosure. The various supplements and modifications described below may be implemented in appropriate combinations as long as no technical contradictions arise. Components having the same function may be given the same reference numerals, and their description may be omitted. Furthermore, components having the same function may be given the same or similar names, and they may be distinguished by reference numerals. When only a part of a configuration is mentioned, the previous description may apply to the other parts.

[0013] The vehicle system 1 according to the present disclosure is a system that automatically controls the driving of the vehicle Hv, and at least a part of the system is mounted on the vehicle Hv. The automatic control of driving may include adjusting the driving speed (i.e., acceleration / deceleration) and steering. A part of the vehicle system 1 may be located outside the vehicle Hv, such as an external server.

[0014] In this disclosure, the vehicle Hv equipped with the vehicle system 1 may also be referred to as the host vehicle. In this disclosure, the term host lane refers to the lane in which the vehicle Hv is traveling among multiple lanes on a road. The host lane can also be called an ego lane. An adjacent lane is a lane adjacent to the host lane. In this disclosure, a preceding vehicle refers to a vehicle that is traveling in the same lane as the vehicle Hv and is closest to the vehicle Hv among the vehicles ahead of the vehicle Hv. A following vehicle refers to another vehicle traveling behind the vehicle Hv in the host lane.

[0015] In this disclosure, a driver refers to a person sitting in the driver's seat, i.e., a driver's seat occupant, regardless of whether or not they are actually performing a driving task. In one aspect, a driver may be understood as a person who receives the authority and responsibility for driving operations from the vehicle system 1 when autonomous driving ends. The term "driver" may be replaced with a driver's seat occupant or a vehicle user. The vehicle Hv may be a remotely operated vehicle that is remotely operated by an operator located outside the vehicle. The driver may also be an operator located outside the vehicle. The operator is a person who has the authority to control the vehicle Hv remotely from outside the vehicle. The operator may also be included in the concept of a driver.

[0016] The vehicle HV is a vehicle equipped with a so-called automated driving function. The automated driving function is a function that allows the vehicle to travel autonomously along a predetermined route. There can be multiple levels of automation of driving operations (hereinafter referred to as automation levels), as defined by the Society of Automotive Engineers (SAE International). The automation levels can be divided into six stages, for example, levels 0 to 5. In explaining the automation levels, the system mainly refers to the vehicle control device 30.

[0017] Level 0 is a level equivalent to manual driving, in which the driver performs all driving tasks without system intervention. Driving tasks include steering, acceleration, deceleration, and surrounding monitoring. Driving tasks may be referred to as dynamic driving tasks. Acceleration and deceleration are also referred to as speed regulation in this disclosure. Level 1 is a level in which the system supports either steering or speed regulation. Level 1 includes cases in which only adaptive cruise control (ACC) is executed.

[0018] Level 2 is a level at which the system controls the vehicle Hv's movement in both the longitudinal and lateral directions within a limited range. Level 2 refers to a level at which the system performs both speed adjustment and steering control. Level 2 may be a level at which the system essentially controls the vehicle's behavior, although the driver is required to monitor the surroundings (so-called eyes-on). Steering control at Level 2 may be control equivalent to Lane Centering (LC). LC is a function that automatically controls steering so that the vehicle Hv stays in the center of the lane. Steering control at Level 2 may also be Lane Tracing Assist (LTA). Steering control at Level 2 may also be limited steering assistance that is performed only when the vehicle Hv is about to deviate from its lane. Steering control at Level 2 may also be Lane Keeping Assist (LKA).

[0019] Level 2 may be divided into Level 2.0 and Level 2.5. Level 2.0 may be a level at which ACC and LKA operate. Level 2.0 is a level at which the system provides partial steering assistance and the driver essentially performs steering. Level 2.5 is a level at which the vehicle control device 30 essentially performs steering, although the driver still needs to monitor the surroundings. Level 2.5 may be a state in which ACC and LC operate. Level 2.5 may be referred to as Level 2+, Advanced Level 2, Hands-Off Level 2, etc. In the present disclosure, vehicle control corresponding to Level 2.5 is also referred to as automated driving with a periphery monitoring obligation or semi-automated driving.

[0020] Level 3 refers to a level where the system performs all driving tasks within the Operational Design Domain (ODD), but transfers operational authority to the driver in an emergency. ODD is a condition under which automated driving can be performed. Level 4 is a level where the system performs all driving tasks except under specific circumstances such as designated roads where it cannot handle the situation or extreme environments. Level 5 is a level where the system performs all driving tasks in all environments.

[0021] Automation levels 3 to 5 are automation levels where the driver does not need to monitor the surroundings, in other words, levels that correspond to autonomous driving. In this disclosure, vehicle control corresponding to level 3 or higher is also referred to as autonomous driving without the obligation to monitor the surroundings, or autonomous driving control.

[0022] The vehicle control device 30 may be a device that provides, for example, an autonomous driving function equivalent to level 3. Of course, in other embodiments, the vehicle control device 30 may be a device that provides an autonomous driving function of level 4 or higher. In other embodiments, the vehicle control device 30 may be a device that provides an advanced driving assistance function up to level 2.5. The vehicle control device 30 may be configured to be able to perform autonomous driving equivalent to level 5. The vehicle control device 30 may be realized in the form of a system (i.e., a vehicle control system).

[0023] The configuration and functions of the vehicle system 1 disclosed below may be modified as appropriate to conform to the laws and customs of the region in which the vehicle system 1 is used, the characteristics / equipment of the vehicle on which it is installed, and the like.

[0024] <Overall configuration of vehicle system 1> The vehicle system 1 includes, as an example, multiple devices shown in FIG. 1. Specifically, the vehicle system 1 includes an environmental sensor 11, a vehicle state sensor 12, a locator 13, a map memory unit 14, a wireless communication device 15, an occupant state sensor 16, an information presentation device 17, an input device 18, a motion actuator 19, and a secondary actuator 20. The vehicle system 1 also includes a vehicle control device 30. The term "device" may include a sensor, a subsystem, and a circuit. For example, some devices may be configured as a subsystem.

[0025] The vehicle control device 30 is connected to other devices such as the environmental sensor 11 via an in-vehicle network IvN so that they can communicate with each other. The in-vehicle network IvN is a communication network built inside the vehicle. The standard of the in-vehicle network IvN may be any standard such as Controller Area Network (hereinafter, CAN: registered trademark) or Ethernet (registered trademark). Some devices may be directly connected to the vehicle control device 30 by dedicated signal lines. For example, the vehicle control device 30 may be connected to the motion actuator 19 by a communication cable independent of the in-vehicle network IvN. The connection configuration between devices may be changed as appropriate.

[0026] The environmental sensor 11 is a device that senses the surrounding environment of the vehicle Hv. The environmental sensor 11 may be a sensor (a so-called autonomous sensor) that detects objects present within a detection range. The environmental sensor 11 may also be referred to as an object detection sensor. The environmental sensor 11 may include multiple sensors. The environmental sensor 11 may include a camera 111, a millimeter-wave radar 112, and a LiDAR 113.

[0027] The camera 111 may be an optical camera arranged to capture an image of the outside of the vehicle (for example, the front) at a predetermined angle of view. The camera 111 may be arranged on the upper edge of the windshield, the front grill, the rooftop, etc. The camera 111 may be configured to detect a predetermined detection target by performing recognition processing on the image frame. The camera ECU may calculate the relative position coordinates of the detected object with respect to the vehicle Hv from position information (for example, pixel coordinates) of the detected object in the image frame.

[0028] The camera 111 is configured to detect other moving objects, such as pedestrians, cyclists, and automobiles. The moving objects may be referred to as road users or traffic participants. The camera 111 may also be configured to detect features such as road edges, road markings, and structures installed along the road. The road markings may include at least one of lane marks indicating lane boundaries, crosswalks, stop lines, guidance strips, and traffic control arrows. The structures installed along the road may include at least one of road signs, guardrails, traffic lights, utility poles, curbs, and commercial signs. The camera 111 may also be configured to detect the lighting status of lighting devices of other vehicles, such as hazard lights and turn signals (so-called blinkers), and the lighting status of traffic lights.

[0029] The camera 111 may include multiple cameras. The vehicle system 1 may be equipped with a front camera, a rear camera, a right camera, and a left camera as the cameras 111. The multiple cameras 111 may each have a different imaging direction. The function of analyzing the camera images and detecting the detection target may be provided by another device, such as the vehicle control device 30. The camera 111 transmits data indicating the detection results to the vehicle control device 30 via the in-vehicle network IvN.

[0030] The millimeter-wave radar 112 is a device that detects the relative position and relative speed of an object by transmitting and receiving search waves such as millimeter waves or quasi-millimeter waves in a predetermined direction. The vehicle system 1 may be equipped with multiple millimeter-wave radars 112. The multiple millimeter-wave radars 112 may include a forward radar and a rearward radar. The forward radar is a millimeter-wave radar 112 that transmits search waves toward the front of the vehicle. The rearward radar is a millimeter-wave radar 112 that transmits search waves toward the rear of the vehicle. The millimeter-wave radar 112 generates data indicating the relative position and relative speed of the detected object and outputs data indicating the detection result to the vehicle control device 30. Objects detected by the millimeter-wave radar 112 may include other moving objects, manholes (iron plates), three-dimensional structures serving as landmarks, etc.

[0031] The LiDAR 113 is a device that generates three-dimensional point cloud data indicating the positions of reflection points for each detection direction by emitting laser light. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. The LiDAR 113 may be a ToF (Time Of Flight) camera that generates an image indicating the distance to an object (a so-called distance image). The LiDAR 113 also outputs data indicating the detection result to the vehicle control device 30. In the present disclosure, data indicating the environment outside or inside the vehicle, such as data from the camera 111, the millimeter-wave radar 112, and the LiDAR 113, is also referred to as sensor data.

[0032] The environmental sensor 11 may include a sonar or the like. The environmental sensor 11 may include a rain sensor, an illuminance sensor, a temperature sensor, or the like. The rain sensor is a sensor that detects rain. The illuminance sensor is a sensor that detects the brightness outside the vehicle. The temperature sensor is a sensor that detects the temperature outside the vehicle. The combination of sensors included in the environmental sensor 11 may be changed as appropriate.

[0033] The vehicle state sensor 12 is a sensor that outputs information related to the state of the vehicle Hv. The vehicle system 1 may be equipped with multiple vehicle state sensors 12. The vehicle state sensor 12 includes at least one of a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, an accelerator pedal sensor, and a shift position sensor. The vehicle speed sensor is a sensor that detects the traveling speed of the vehicle. The steering angle sensor is a sensor that detects the steering angle. The acceleration sensor is a sensor that detects acceleration acting in the longitudinal direction of the vehicle Hv, lateral acceleration acting in the lateral direction, etc. The yaw rate sensor is a sensor that detects the angular velocity of the vehicle Hv. The accelerator pedal sensor is a sensor that detects the depression amount / depression force of the accelerator pedal 182. The brake pedal sensor is a sensor that detects the depression amount / depression force of the brake pedal 183. The shift position sensor is a sensor that detects the setting position of the shift lever 184, i.e., the shift position. The vehicle state sensor 12 outputs data indicating the detection results to the in-vehicle network IvN. The output data of the vehicle condition sensor 12 may also be included in the sensor data.

[0034] The locator 13 is a device that generates and outputs position information of the vehicle Hv (strictly speaking, the locator 13) using navigation signals transmitted from positioning satellites that constitute the Global Navigation Satellite System (GNSS). The locator 13 includes a GNSS receiver, an inertial sensor, and the like. The locator 13 may determine the position and traveling direction of the vehicle Hv by combining the navigation signals received by the GNSS receiver, the measurement results of the inertial sensor, and vehicle speed information transmitted through the in-vehicle network IvN. In the present disclosure, data indicating the position of the vehicle Hv generated and output by the locator 13 is also referred to as host vehicle position data. The host vehicle position may be expressed in latitude and longitude, for example. The host vehicle position data may also be considered an example of sensor data. The locator 13 outputs the host vehicle position data to the vehicle control device 30. The locator 13 may have a function of reading map data around the host vehicle position from the map storage unit 14 and providing the map data to the vehicle control device 30.

[0035] The map storage unit 14 is a storage device that stores map data. The map data stored in the map storage unit 14 may be so-called HD (High Definition) map data. The map data stored in the map storage unit 14 includes data such as the three-dimensional shape of roads, the positions of road markings (e.g., lane marks), and the positions of traffic signs, with the accuracy required for autonomous driving. The map storage unit 14 may also store a navigation map that shows the connection relationships between roads. The navigation map may be used to search for a route from the current location to a destination.

[0036] The map data stored in the map storage unit 14 may be updated by data received from a map server or the like by the wireless communication device 15. The map storage unit 14 may be a storage device that temporarily stores the map data received by the wireless communication device 15 from the map server until the validity period of the data expires.

[0037] The wireless communication device 15 is a device that enables the vehicle Hv to perform wireless communication with an external device. The external device may include at least one of other vehicles, a server, a traffic information center, a roadside device, and a mobile device (e.g., a smartphone). The wireless communication device 15 is configured to be capable of performing cellular communication. Cellular communication refers to wireless communication compliant with LTE (Long Term Evolution), 4G, 5G, or the like. The wireless communication device 15 may be configured to be capable of performing cellular V2X (PC5 / SideLink / Uu).

[0038] The wireless communication device 15 is also configured to be capable of short-range communication. In the present disclosure, short-range communication refers to wireless communication in which the communication distance is limited to within several hundred meters. The short-range communication method used may be DSRC (Dedicated Short Range Communications), Wi-Fi (registered trademark), or Bluetooth (registered trademark) Low Energy. DSRC is wireless communication that complies with standards such as IEEE802.11p, ARIB STD-T75, or CEN EN12253. The short-range communication method may be the aforementioned cellular V2X, for example, communication using a PC5 interface.

[0039] The wireless communication device 15 may receive vehicle data from surrounding vehicles through vehicle-to-vehicle communication. The vehicle data may include speed, current location, turn signal operation status, acceleration, movement trajectory, etc. Here, surrounding vehicles refer to vehicles present within a range where vehicle-to-vehicle communication is possible. A communication signal including vehicle data transmitted and received through vehicle-to-vehicle communication may be referred to as a vehicle status message. The vehicle status message may be a Cooperative Awareness Message (CAM) defined in ETSI TS 102 637-2 or a Basic Safety Message (BSM) defined in SAE J 2735. Data received by the wireless communication device 15 may also be included in the sensor data.

[0040] The occupant status sensor 16 is a sensor that detects the state of the driver. The occupant status sensor 16 may be, for example, a driver status monitor (hereinafter referred to as DSM). The DSM is a sensor that detects the direction of the driver's face, the direction of his / her gaze, the degree of eyelid opening, etc. based on an image of the driver's face. The occupant status sensor 16 transmits driver status data indicating the direction of the driver's face, the direction of his / her gaze, the degree of eyelid opening, etc. to the vehicle control device 30. The driver status data may also be considered a type of sensor data. The occupant status sensor 16 may be a pulse sensor, a thermal camera, etc. The occupant status sensor 16 may include a steering wheel sensor. The steering wheel sensor is a sensor that detects whether the driver is gripping the steering wheel (also called a steering wheel). The steering wheel sensor may be a touch sensor provided on the steering wheel.

[0041] The information presentation device 17 is a device for notifying the driver of information. The information presentation device 17 includes a display and a speaker. The display may include one or more of a meter display, a center display, and a head-up display (HUD). The meter display is a display arranged in an area of ​​the instrument panel located in front of the driver's seat. The center display is a display provided in the center of the instrument panel in the vehicle width direction. The meter display and the center display may be liquid crystal displays or organic EL displays. The HUD is a device that projects image light onto a predetermined area of ​​the windshield. The display displays an image corresponding to a signal input from the vehicle control device 30. The speaker is a device that outputs sound corresponding to a signal input from the vehicle control device 30. In this disclosure, the term "sound" includes notification sounds, voices, music, etc.

[0042] The information presentation device 17 may include a vibrator, an ambient light, etc. A vibrator is a device that provides the driver with tactile stimulation through vibration. The information presentation device 17 may include a vibrator provided on the steering wheel, the seat belt, or the back of the seat. An ambient light is a lighting device that is realized by a plurality of LEDs (light emitting diodes) and is capable of adjusting the light emission color and light emission intensity. The ambient light may be provided on the instrument panel, the steering wheel, the A-pillar, etc. The ambient light may be a device that notifies the driver of the operating status of the vehicle control device 30 and the risk of situations outside the vehicle by its light emission color. Such an ambient light may be called an illumination unit.

[0043] The information presentation device 17 may also include an external display device. The external display device is a device that presents information to other road users. For example, the external display device may be a device that displays an image outside the vehicle. The external display device may be a liquid crystal display or the like. The external display device may display an image for communicating with other road users, such as pedestrians and drivers of other vehicles, based on an input signal from the vehicle control device 30. For example, the external display device may display an image indicating the direction of travel of the vehicle Hv or an image requesting a vehicle traveling in an adjacent lane to give up the right of way (in other words, permission to cut in). The external display device may project an image onto the rear window, side window, or road surface around the vehicle. Headlights or taillights may be configured to operate as the external display device. The external display device may be considered one of the secondary actuators 20.

[0044] The input device 18 is a device for receiving operations from the occupant for the vehicle system 1 (in other words, the vehicle Hv). The input device 18 may include at least one of a mechanical switch, a touch panel, an operating lever, and a pedal. The mechanical switch may be a steering switch, a switch arranged on the instrument panel, or a switch provided on the center console. The steering switch is a switch provided on the spoke portion of the steering wheel. The steering switch may include a switch for switching the automation level, such as a switch for inputting the start / end of autonomous driving. The operating lever may include an operating lever (e.g., a turn signal lever) provided on the steering column. The operating lever may include a shift lever. The touch panel may be a touch panel stacked on the center display. The pedals may include an accelerator pedal and a brake pedal. The steering wheel also corresponds to one type of input device 18.

[0045] 2, the input device 18 may include a steering wheel 181, an accelerator pedal 182, a brake pedal 183, and a shift lever 184 as operation members for controlling the movement of the vehicle Hv. The input device 18 may also include an AD switch 185 that is a switch for switching the operation mode of the vehicle control device 30. In this disclosure, "AD" stands for automated / autonomous driving. The AD switch 185 is a switch for switching the autonomous driving function on / off.

[0046] The input device 18 outputs an operation signal, which is an electrical signal corresponding to the driver's operation, to the vehicle control device 30. The operation signal includes information indicating the content of the driver's operation. The vehicle system 1 accepts a brake operation, an accelerator operation, and / or a steering operation via the input device 18. The vehicle system 1 also accepts an instruction to change the operation mode via the input device 18. The instruction to change the operation mode also includes an instruction to start and end autonomous driving. The vehicle system 1 may be configured to be able to acquire various instructions from the driver through voice recognition. A device for voice input such as a microphone may also be included in the input device 18.

[0047] In one aspect, the information presentation device 17 and the input device 18 may be an HMI system, which is a subsystem for exchanging information between the occupant and the vehicle system 1. For example, an HCU (HMI Control Unit) may be interposed between the information presentation device 17 and the vehicle control device 30. The HCU is a device that comprehensively controls the output of information (in other words, notifications) to the driver.

[0048] The motion actuator 19 is an actuator that generates power corresponding to any one of acceleration, deceleration, and steering of the vehicle Hv. The motion actuator 19 controls the motion of the vehicle Hv based on an input control signal. The motion actuator 19 includes a power train that includes at least one of an engine and a drive motor. The motion actuator 19 also includes a brake actuator and a steering actuator. The steering actuator may be an EPS (Electric Power Steering) motor. Other ECUs may be interposed between the vehicle control device 30 and the motion actuator 19, such as a steering ECU that controls steering, a power unit control ECU that controls the drive source, and a brake ECU. Because the motion actuator 19 is an actuator that directly affects the motion of the vehicle Hv, it is also referred to as a primary actuator in this disclosure.

[0049] The secondary actuators 20 are actuators that do not directly affect the movement of the vehicle Hv but enable safe and legal driving. The secondary actuators 20 include lighting devices, a horn, a windshield wiper motor, a rear windshield wiper motor, etc. The lighting devices include headlights, hazard lights, turn signals, backlights, welcome lights, etc.

[0050] The vehicle control device 30 is a device that controls the motion actuator 19 based on the detection results of the environmental sensor 11, thereby performing some or all of the driving operations on behalf of the driver. The vehicle control device 30 also operates the secondary actuator 20 depending on the situation. In one aspect, the vehicle control device 30 may be realized in the form of an automated driving system (ADS). The vehicle control device 30 may also be realized in the form of an automatic driving device.

[0051] The vehicle control device 30 may be realized using one or more computers. The vehicle control device 30 includes a processor 31, a memory 32, a storage 33, a communication unit 34, and a bus connecting these. The processor 31 may be a CPU or the like. The processor 31 corresponds to a control unit. The memory 32 is a rewritable volatile storage medium. The memory 32 is, for example, a RAM (Random Access Memory). The memory 32 may include multiple types of non-transient storage media. The storage 33 is, for example, a rewritable non-volatile memory such as a flash memory. The storage 33 stores a vehicle control program, which is a program executed by the processor 31. The execution of the vehicle control program by the processor 31 corresponds to the execution of a vehicle control method.

[0052] The communication unit 34 is hardware that enables the processor 31 to communicate with other devices constituting the vehicle system 1, such as the environmental sensor 11. The communication unit 34 may include a circuit compatible with a communication method with other devices. The communication unit 34 may be an input / output circuit or an input / output port. The communication unit 34 corresponds to a communication circuit. The communication unit 34 may support any method of wired communication or wireless communication. A part or all of the wireless communication device 15 may be included in the communication unit 34. Digital data corresponding to a signal received by the communication unit 34 may be temporarily stored in the memory 32. COMM-IF in FIG. 3 is an abbreviation for communication interface and represents the communication unit 34.

[0053] The communication unit 34 receives information required for performing vehicle control such as autonomous driving and driving assistance. Receiving may be rephrased as acquiring. The communication unit 34 acquires sensor data (i.e., detection results) from the environmental sensors 11. The sensor data includes data on objects present around the vehicle, such as moving objects, features, and obstacles. Data on detected objects may include the position, moving speed, and type or size of the detected object.

[0054] The sensor data relating to features may include data on lane marks and road edges. The lane mark data may include not only position data but also line type data. The line type may be expressed as a continuous line (solid line) or a dashed line. The line type data may include information on the color of the line (yellow or white, etc.). The sensor data may include data indicating the lane mark recognition status, such as whether the lane marks are recognized, and the road edge recognition status, such as whether the road edge is recognized.

[0055] The communication unit 34 also acquires sensor data related to the state of the vehicle Hv, such as the traveling speed, acceleration, yaw rate, and external illuminance of the vehicle Hv, from the vehicle state sensor 12. Furthermore, the communication unit 34 acquires vehicle position data from the locator 13. The communication unit 34 may acquire map data of the surroundings of the vehicle Hv by referring to the map storage unit 14.

[0056] The communication unit 34 may acquire data transmitted from an external device in cooperation with the wireless communication device 15. For example, the communication unit 34 may acquire vehicle data transmitted from a preceding vehicle via vehicle-to-vehicle communication. The communication unit 34 also acquires dynamic map data for a road section that the vehicle Hv is scheduled to pass through within a predetermined time in cooperation with the wireless communication device 15. The dynamic map data here includes at least one of traffic congestion information, obstacle information, weather information, road surface condition information, and regulation information.

[0057] The communication unit 34 also acquires information indicating the driver's operation on the vehicle system 1 based on a signal from the input device 18. For example, the communication unit 34 acquires instructions related to the start and end of autonomous driving from the input device 18. The communication unit 34 may acquire information indicating the operating status of devices connected to the vehicle control device 30, such as whether the environmental sensor 11 is operating normally. The communication unit 34 may acquire driver status data indicating the eye opening degree and line of sight from the occupant status sensor 16.

[0058] Various data successively acquired by the communication unit 34 is stored in a temporary storage medium such as the memory 32 and is used by the environment recognition unit F1, the mode management unit F2, etc. Data may be discarded after a certain time has passed since acquisition. Various data (information) may be acquired by generation, conversion, determination, or calculation based on signals received from other devices. The communication unit 34 or the processor 31 may have a function to generate other data (also referred to as secondary data) based on raw data (also referred to as primary data) received from other devices.

[0059] The vehicle control device 30 has multiple operation modes with different automation levels. Each operation mode has a different range of driving tasks that the driver is responsible for, in other words, a different range of driving tasks in which the vehicle control device 30 intervenes. The operation mode may be rephrased as a driving mode. Here, as an example, the vehicle control device 30 is configured to be able to switch between multiple operation modes, including a manual driving mode and an automated driving mode.

[0060] The manual driving mode is an operating mode in which the driver performs all driving tasks. The manual driving mode may be referred to as a fully manual mode. Even in the manual driving mode, the vehicle control device 30 may perform processing to mitigate collision damage or avoid a collision, such as advanced emergency braking (AEB) or advanced emergency steering (AES). To be able to start automatic driving promptly in response to a request from the driver, the vehicle control device 30 may continue to perform a recognition process of the driving environment in the background (in other words, implicitly) even in the manual driving mode. The manual driving mode may be a mode in which functional modules other than the mode management unit F2 are stopped.

[0061] The autonomous driving mode is an operating mode in which autonomous driving control without the obligation to monitor the surroundings, i.e., vehicle control equivalent to automation level 3, is executed. In this embodiment, the term "autonomous driving" basically means control at level 3 or higher. In this disclosure, the autonomous driving mode may also be referred to as AD mode.

[0062] The autonomous driving mode may be a mode that performs control equivalent to level 4. The vehicle control device 30 may be configured to be switchable between level 3 mode and level 4 mode. Level 3 mode is a mode that performs autonomous driving equivalent to level 3, and level 4 mode is an operation mode that performs autonomous driving equivalent to automation level 4. Level 4 mode may be interpreted as an operation mode in which the driver is allowed to sleep. Furthermore, in other embodiments, as will be described later as a separate modified example, the autonomous driving mode may be a mode that performs control equivalent to automation level 2.5. The operation mode may be switched by the driver's operation of the AD switch 185, etc., and by judgment by the vehicle control device 30.

[0063] While in the AD mode, the vehicle control device 30 automatically performs a dynamic driving task to cause the vehicle Hv to travel along a planned travel route toward a destination set by the driver. That is, while in the AD mode, the vehicle control device 30 performs control for autonomously driving the vehicle, such as recognizing the driving environment, planning a travel trajectory, and motion control. Motion control includes speed adjustment by acceleration and deceleration, steering control, etc.

[0064] The AD mode is terminated due to the driver's steering / pedal operation (so-called override), a system limit, exiting the ODD, etc. The vehicle control device 30 may have a function to determine whether the vehicle Hv is present in the ODD.

[0065] <Driving system functions> The vehicle control device 30 includes the functional units shown in Fig. 3 as functional units realized by executing an autonomous driving program. That is, the vehicle control device 30 includes an environment recognition unit F1, a mode management unit F2, a planning unit F3, a motion control unit F4, an HMI control unit F5, a recording unit F6, and a parameter adjustment unit F7.

[0066] The vehicle control device 30 also includes a characteristic memory unit M1 and an AD setting memory unit M2 as memory areas for storing different data. The characteristic memory unit M1 is an area for storing data indicating the driving characteristics of the driver during manual driving (hereinafter referred to as manual driving characteristics). The manual driving characteristics may be rephrased as the driver's habits regarding driving operations. The data indicating the manual driving characteristics may include data regarding acceleration operations, data regarding deceleration operations, data regarding the inter-vehicle distance, and data regarding the degree of swaying. Details of the manual driving characteristics will be described separately later. The characteristic memory unit M1 may be realized using the memory 32, or may be realized using a storage medium independent of the memory 32. The characteristic memory unit M1 may be realized using the storage 33 or another storage medium not shown. The characteristic memory unit M1 may be built in an external server. The characteristic memory unit M1 corresponds to a first memory unit.

[0067] The AD setting memory unit M2 is an area where a data set of control parameters related to the movement of the vehicle Hv during autonomous driving (hereinafter also referred to as AD setting data) is stored. The AD setting data may specify the target behavior of the vehicle Hv during autonomous driving. The control parameters may also be referred to as a fundamental control model or behavior rules. Here, fundamental means excluding emergency situations such as near-crashes. The AD setting data will be described in detail later.

[0068] The AD setting storage unit M2 may be realized using the memory 32, or may be realized using a storage medium independent of the memory 32. The AD setting storage unit M2 may be realized using the storage 33 or another storage medium not shown. Some or all of the AD setting data may be stored in an external server. The AD setting storage unit M2 corresponds to a second storage unit.

[0069] The control parameter settings stored in the AD setting storage unit M2, in other words, the AD setting data, are referenced when the planning unit F3 creates a control plan, and are reflected in the behavior of the vehicle Hv in the AD mode. In this embodiment, the content of the AD setting data is updated as needed by the parameter adjustment unit F7 in accordance with data on manual driving characteristics. This allows the vehicle behavior during autonomous driving to reflect the manual driving characteristics.

[0070] The environment recognition unit F1 recognizes the driving environment of the vehicle Hv based on the sensor data acquired by the communication unit 34. The sensor data may include at least one of map data, detection results of the environmental sensors 11, and data received by the wireless communication device 15. The environment recognition unit F1 may recognize the driving environment of the vehicle Hv by a sensor fusion process that integrates detection results of multiple environmental sensors 11. The driving environment may be rephrased as the external vehicle environment.

[0071] The driving environment includes information related to the structure (i.e., configuration) of roads located within a predetermined distance ahead of the vehicle Hv. The road structure may include the number of lanes, the location of road edges, the road width, the curvature of the road, etc. The road structure may also include the location of lane marks, the location of guardrails, traffic signs, road markings, etc.

[0072] The driving environment may include at least one of the vehicle lane number, weather, and road surface conditions. The vehicle lane number indicates the position of the vehicle lane on the road and is determined based on the left road edge. The vehicle lane number directly or indirectly indicates the number of lanes existing to the left of the vehicle lane. The vehicle lane number may also be assigned based on the right road edge. The environment recognition unit F1 may identify the vehicle lane number using at least one of the distance from the road edge to the vehicle Hv, the number of lane marks detected on the left and right, and map data. The vehicle lane number may also be identified using map data and vehicle position data. The weather and road surface conditions may be identified by combining the recognition results of the camera 111 with weather information acquired by the communication unit 34.

[0073] The driving environment includes the positions and types of objects present around the vehicle Hv. The environment recognition unit F1 may acquire the moving speed and moving direction of the detected moving object. The environment recognition unit F1 recognizes the positions and behaviors of other vehicles based on various data acquired by the communication unit 34. The environment recognition unit F1 may calculate a collision risk for each other vehicle detected. The collision risk may be, for example, TTC (Time-To-Collision) or MTC (Margin-To-Collision). For example, the environment recognition unit F1 calculates the TTC for each other vehicle. TTC and MTC are parameters that indicate a higher collision risk as the values ​​become smaller.

[0074] In addition to the above-mentioned information, the environment recognition unit F1 may acquire data indicating environmental items related to the ODD (such as time of day or communication speed). Furthermore, the environment recognition unit F1 acquires traffic rules around the vehicle Hv based on the sensor data. The traffic rules may include speed limits, lane change prohibitions, etc.

[0075] The environment recognition unit F1 may generate an environment model, which is a three-dimensional model that reproduces (represents) the driving environment of the vehicle Hv, as data indicating the driving environment. The environment model may also be called a world model. The environment model may be a model in which objects detected by the environment sensor 11, such as moving objects such as other vehicles, lane markers, road edges, traffic lights, etc., are arranged in a three-dimensional space based on the vehicle Hv. The environment recognition unit F1 may be understood as a configuration that manages data related to the driving environment. Here, data management may include data acquisition (generation) and updating. In addition, the environment recognition unit F1 may also acquire information indicating the in-vehicle environment, such as in-vehicle temperature and driver state data.

[0076] The mode management unit F2 manages the operation mode of the vehicle control device 30 based on information acquired by the communication unit 34. The management of the operation mode may include management of switching between manual driving and automatic driving, i.e., management of the transfer of authority between the user and the vehicle control device 30, in other words, management of the takeover of driving. The management of the operation mode corresponds to management of the automation level. The mode management unit F2 estimates the operation mode (i.e., the automation level) intended by the driver based on the operation signal input from the input device 18. The mode management unit F2 switches the operation mode based on the estimation result. For convenience in this disclosure, the currently applied operation mode is also referred to as the current mode.

[0077] When the driving environment satisfies the ODD and the mode management unit F2 receives a signal instructing the start of automatic driving from the input device 18, the mode management unit F2 switches the operation mode to the AD mode. Also, when the mode management unit F2 predicts that the driving environment recognized by the environment recognition unit F1 will no longer satisfy the ODD during the AD mode, the mode management unit F2 may decide to transition to the manual driving mode and notify the planning unit F3 of this. The environment recognition unit F1 may have a function to predict the driving environment after a predetermined time (i.e., in the future).

[0078] When an override operation by the driver is detected during the AD mode, the mode management unit F2 may switch to the manual driving mode along with a notification regarding a transition to the manual driving mode. An override operation refers to an operation by the occupant of a driving operation member such as the steering wheel 181, the accelerator pedal 182, or the brake pedal 183. An override operation may be referred to as a takeover operation. When the vehicle control device 30 detects that an override operation has been performed by the driver, it promptly transfers driving authority to the driver and notifies the driver by audio output or the like that the driving mode has been switched to manual driving.

[0079] The planning unit F3 is configured to create a driving plan based on data of the driving environment (e.g., an environmental model) managed by the environment recognition unit F1. While in the AD mode, the planning unit F3 generates driving plan data for autonomous driving based on the recognition result of the driving environment by the environment recognition unit F1. The driving plan may be called a control plan or a driving plan.

[0080] The driving plan data may include route data, trajectory data, and motion plan data. The route data is data indicating a global (long-term) driving plan, such as a route to a destination. The function of creating a global driving plan may also be called a strategic function in the ADS. The planning unit F3 may generate route data based on map data indicating road connectivity, such as map data for navigation.

[0081] Trajectory data is data that indicates a relatively local (short-term) driving trajectory. The trajectory plan may include data such as the lane in which the vehicle Hv is traveling, the driving position within the lane, and lane change points. Generating trajectory data may also be called trajectory planning or path planning.

[0082] The planning unit F3 may generate trajectory data based on route data and driving environment data. The motion plan data is data indicating target speed, steering angle, acceleration, etc. for each time. The motion plan data may be generated based on the trajectory data. In this way, the driving plan data may include schedule information for acceleration / deceleration for speed adjustment on the set route / trajectory, and schedule information for steering amount. The motion plan data may be generated according to the AD setting data stored in the AD setting memory unit M2. In other words, motion control in autonomous driving is generated based on normal acceleration, etc. included in the AD setting data. The driving plan created by the planning unit F3 is input to the motion control unit F4.

[0083] The planning unit F3 generates control plans directly related to vehicle driving, as well as plans for notifying the driver using notification devices such as displays. For example, the planning unit F3 plans the timing of issuing notifications / requests to the driver, such as behavior notification, mode change notification, TOR (takeover request), and TOR notification. Behavior notification is a process of notifying the driver of planned vehicle behavior, such as lane change, overtaking, and deceleration. Mode change notification is a process of notifying the driver that the operation mode will be changed or that the operation mode will be changed.

[0084] TOR is a request made by the vehicle control device 30 to the driver to take over driving operations, based on the vehicle control device 30's judgment. TOR may be referred to as a takeover request, an intervention request, or a handover request. TOR may include displaying an image on a display requesting the driver to take over driving operations. TOR may also include outputting an audio message or warning sound from a speaker requesting the driver to take over. TOR warning is a process of notifying the driver that the possibility of TOR is increasing.

[0085] Various notifications, including advance notices, suggestions, and requests, include displaying an icon image corresponding to the content on the display. Notifications are the output of information to the driver, and may be referred to as alerts. Various notifications may involve outputting a notification sound, outputting a voice message, flashing ambient lights, and / or vibrating a vibrator, depending on the importance and urgency of the notification. The process of alerting the driver to the information may involve generating a signal for driving an alert device and outputting it to the alert device. The planning unit F3 creates notification plan data indicating the content and timing of the notification, and transmits it to the HMI control unit F5.

[0086] The motion control unit F4 generates control commands for the motion actuator 19 based on the control plan formulated by the planning unit F3. Then, the motion control unit F4 outputs the generated control commands to the motion actuator 19. In addition, the motion control unit F4 also controls the lighting state of turn signals, headlights, hazard lights, etc. according to the driving plan and the driving environment based on the plan of the planning unit F3 and the external environment.

[0087] The HMI control unit F5 notifies the driver using notification devices such as a display and a speaker. Various notifications are implemented by displaying an image on the display and / or outputting a voice message or notification sound from the speaker. The notification sound may be a warning sound. Notification to the driver may be accompanied by turning on an ambient light or activating a vibrator. The HMI control unit F5 executes various notifications based on the plan of the planning unit F3. In other words, the HMI control unit F5 executes notifications to the driver based on a request from the planning unit F3.

[0088] When set to manual driving mode, the recording unit F6 stores data indicating manual driving characteristics (hereinafter referred to as driving characteristic data) received from at least one of the input device 18, the vehicle state sensor 12, the environmental sensor 11, etc., in the characteristic memory unit M1. As described above, the manual driving characteristics correspond to the driver's habits regarding driving operations. The recording unit F6 corresponds to a configuration that records the driver's habits regarding operations such as acceleration, deceleration, steering, following distance, lateral position, cruising speed, or lane change (in other words, manual driving characteristics). The recording unit F6 acquires measurement values ​​(so-called metrics) of items corresponding to each operation at predetermined sampling intervals and stores them in the characteristic memory unit M1.

[0089] For example, the recording unit F6 records the driving speed, acceleration, jerk, deceleration, steering angle, steering speed, yaw rate, inter-vehicle distance, and lateral position for each time. The recording unit F6 may acquire data such as driving speed, acceleration, steering angle, and yaw rate from the vehicle state sensor 12. The jerk may be calculated from time-series data of acceleration. The steering speed may be calculated from time-series data of steering angle. Here, acquisition may include calculation, generation, or determination in addition to reception. For some metrics, the recording unit F6 may acquire them by performing an arithmetic process equivalent to time differentiation on the measurement values ​​of the related metrics.

[0090] The recording unit F6 may acquire the measured values ​​of the inter-vehicle distance and the lateral position from the environmental sensor 11. The recording unit F6 may calculate the degree of sway from the time series data of the lateral position or the time series data of the steering angle.

[0091] The recording unit F6 may measure and record the driver's reaction time based on a predetermined behavior of the preceding vehicle detected by the environmental sensor 11. For example, the recording unit F6 may record the time it takes for the driver to perform a deceleration operation in response to the deceleration of the preceding vehicle as the reaction time. The timing at which the preceding vehicle is deemed to have decelerated may be the timing at which the brake lights of the preceding vehicle are turned on, or the timing at which the inter-vehicle distance becomes less than a predetermined value. The recording unit F6 may record the time it takes for the driver to perform a deceleration operation in response to another vehicle cutting in, as a basis for determining the reaction time. The deceleration operation is not limited to pressing down the brake pedal, but may also be releasing the accelerator pedal, using the sub-brake, etc. The sub-brake here refers to the engine brake or the regenerative brake.

[0092] The recording unit F6 may record data related to the timing of turning on the turn signal, the duration of turning on the turn signal, the conditions for executing a lane change, the manner of the lane change, the conditions for executing an overtaking maneuver, etc. The data related to the timing of turning on the turn signal may be the time from when the driver turns on the turn signal until the steering angle is set to a predetermined value or more. The data related to the duration of turning on the turn signal may be the time from when the driver actually turns on the turn signal until the driver stops it.

[0093] The data related to the conditions for executing a lane change may be data indicating the traffic conditions when the driver actually changes lanes. The data related to the manner of lane change may also be time-series data of the steering angle when the driver actually changes lanes. The data related to the conditions for executing an overtaking may be data indicating the traffic conditions when the driver actually performs an overtaking operation. When an overtaking operation is performed, the recording unit F6 may record the type of the overtaken target vehicle (i.e., the preceding vehicle) and the speed difference between the vehicle Hv and the target vehicle. This records the driver's habits (in other words, preferences) regarding overtaking, such as whether to actively overtake when the preceding vehicle is a large vehicle such as a truck or when the preceding vehicle is slow.

[0094] The recording unit F6 may have a function to calculate and store a representative value for each metric. A representative value for a certain metric may be the average, median, or maximum value of the metric. The representative value may be the average (μ) plus the standard deviation (σ) (i.e., μ + σ). The representative value may be the average minus the standard deviation (μ - σ). For example, the recording unit F6 may be configured to calculate and store the average or median of the traveling speed from time-series data of the traveling speed. The recording unit F6 may also be configured to calculate and store representative values ​​for acceleration, deceleration, jerk, steering speed, etc. The representative value may be determined based on measurement values ​​collected when a predetermined condition is met. The predetermined condition may be, for example, that the traveling speed is equal to or greater than a predetermined value. The predetermined condition may include traveling on a highway. The predetermined condition may also include traveling on an ordinary road. The predetermined condition may also be whether or not there is a passenger.

[0095] As an example, as shown in FIG. 6 , the recording unit F6 may generate a data set including average speed, average acceleration, maximum acceleration, average jerk, maximum jerk, average deceleration, maximum deceleration, deceleration timing, average steering speed, average inter-vehicle distance, average lateral position, turn signal activation timing, degree of sway, and reaction time, and store the data in the characteristic memory unit M1. The average lateral position refers to the average value of the lateral position. The average acceleration represents the acceleration operation habit. The average deceleration represents the deceleration operation habit. The average steering speed represents the steering operation habit. The average inter-vehicle distance and the average lateral position represent the driving position habit when following the road. Note that the deceleration timing may be stored separately for the timing of starting deceleration to stop, such as at a red light, and the timing of starting deceleration for cornering, etc. In the present disclosure, the term "cornering" refers to traveling around a curve or a bend. Cornering may include turning right or left. FIG. 6 shows an example in which the average value is used as the representative value, but as described above, other statistical indicators such as the median may be used as the representative value.

[0096] The recording unit F6 may record the frequency of use of the sub-brake. The vehicle control device 30 may learn whether the driver tends to actively use the sub-brake from the frequency of use of the sub-brake. Use of the sub-brake may be detected from a change in the shift position. For example, when the shift position is set to "B", this corresponds to the use of the sub-brake. The recording unit F6 may also record the driver's deceleration operation pattern. If the driver frequently uses the sub-brake before pressing the brake pedal to decelerate or stop the preceding vehicle, the driver's deceleration operation pattern may be determined to be pressing the brake pedal after pressing the sub-brake.

[0097] The data recorded by the recording unit F6 is not limited to the above examples. The recording unit F6 may record the measured value of steering angular acceleration and its representative value. The recording unit F6 may be configured to collect and record data necessary for generating / updating AD setting data. The recording unit F6 may also be configured to record data necessary for reproducing the driving habits of a driver. The recording unit F6 may record data for reproducing the operating habits during cornering. The operating habits during cornering may include the timing of deceleration start, the terminal velocity due to deceleration operation, the timing of acceleration start, steering speed, trajectory characteristics (whether the car swerves outward), etc. The data indicating the habits may be time-series data of multiple metrics related to steering and speed adjustment.

[0098] The parameter adjustment unit F7 changes the setting values ​​of the control parameters based on the driving characteristic data stored in the characteristic storage unit M1. The AD setting data may include, for example, a setting value for at least one of normal speed, maximum speed, normal acceleration, maximum acceleration, normal jerk, maximum jerk, normal deceleration, maximum deceleration, normal steering speed, maximum steering speed, allowable yaw rate, normal inter-vehicle distance, target lateral position, degree of sway, required convergence time, and reaction time.

[0099] The normal speed is a target value for the driving speed in control. The maximum speed is a control parameter that indicates the maximum value (in other words, the upper limit) of the driving speed allowed in the autonomous driving control. The maximum speed may be referred to as the upper limit of the speed when temporarily accelerating in control such as overtaking. The planning unit F3, which will be described later, can create a driving plan so that the set value of the maximum speed is not exceeded.

[0100] Normal acceleration is the target value of acceleration applied during acceleration. Maximum acceleration is the maximum value of acceleration allowed in autonomous driving control (in other words, the upper limit). Normal jerk is the target value of jerk. Maximum jerk is the maximum value of jerk allowed in autonomous driving control. Normal deceleration is the target value of acceleration applied during deceleration. Maximum deceleration is the maximum value of deceleration allowed in autonomous driving control (in other words, the upper limit). Deceleration may be expressed as an absolute value. Alternatively, deceleration may be expressed as a negative acceleration.

[0101] The normal steering speed is a target value for the steering speed. The maximum steering speed is a control parameter that indicates the maximum value (in other words, the upper limit) of the steering speed allowed in the autonomous driving control. The planning unit F3 creates a control plan for changing lanes, turning right, or turning left, within a range that does not exceed the maximum steering speed. The allowable yaw rate is the upper limit of the allowable yaw rate. The planning unit F3 may create a control plan so that the yaw rate does not exceed the allowable yaw rate.

[0102] The normal inter-vehicle distance is a target value for the inter-vehicle distance maintained during automatic driving control. The vehicle control device 30 may be configured to be able to set the normal inter-vehicle distance in multiple stages, such as long, medium, and short. In other embodiments, the normal inter-vehicle distance may be configured to be able to be set to a specific value, such as 30 m. The normal inter-vehicle distance may also be set using the concept of inter-vehicle time, such as 2.5 seconds.

[0103] The target lateral position is a target value for the vehicle Hv's traveling position in the lateral direction. In this disclosure, the vehicle Hv's traveling position in the lateral direction is also referred to as the lateral position or the in-lane position. The lateral position (in other words, the in-lane position) represents the degree of deviation of the vehicle Hv's position from the lane center. The lane center is the center of the host vehicle's lane. The lateral position and target lateral position may be expressed as a combination of the direction in which the center of the vehicle Hv is located relative to the lane center and the distance from the lane center to the center of the vehicle Hv. For example, a position 0.2 m to the right of the lane center may be expressed as +0.2, and a position 0.3 m to the left of the lane center may be expressed as -0.3. Basically, the target lateral position may be 0. However, the target lateral position may be set to a position biased to the right or left as a result of reflecting the driver's habits.

[0104] The degree of sway represents the degree of fluctuation in the steering angle when traveling straight. "Traveling straight" here may be interpreted as traveling along the road. The state in which the vehicle Hv is traveling straight is not necessarily limited to a state in which the steering angle is set to 0 degrees. The degree of sway may ideally be 0. However, the degree of sway may be set to a value greater than 0 as a result of reflecting the driver's habits. Parameters for reproducing the degree of sway may be amplitude and period. The amplitude may be the amount of displacement of the traveling position relative to the lane center. The sway may be described as a damped oscillation. Parameters for reproducing the degree of sway may include a damping rate indicating the damping speed of the amplitude. Parameters for reproducing the degree of sway may include the steering angle or the steering speed.

[0105] The convergence time is a parameter representing the time required for the vehicle Hv to reach a stable state from an unstable state. An unstable state may be a state immediately after a steering event, such as exiting a sharp curve, changing lanes, turning right, or turning left. A stable state may be a state in which the steering angle is within a predetermined range centered around 0 degrees. The convergence time may also be the time required for the swaying state to be maintained. Ideally, the convergence time may also be 0 or a relatively small predetermined time (e.g., 2 seconds). However, the convergence time may be relatively long, such as 4 seconds, as a result of reflecting the driver's habits. The reaction time is a parameter representing the time required for the driver to react to, for example, the braking of a preceding vehicle or the cutting-in of another vehicle.

[0106] The smaller the absolute values ​​of acceleration, deceleration, steering speed, etc., the greater the safety and comfort of the occupants. Note that the normal acceleration, normal deceleration, and normal steering speed are merely reference values ​​for speed control / control planning. The vehicle control device 30 actually applies speed, acceleration, and deceleration according to the traffic situation within an allowable range. The normal speed, normal acceleration, and normal deceleration can be understood as values ​​that are applied when the vehicle Hv is running stably.

[0107] The parameter adjustment unit F7 determines the normal speed and the maximum speed based on the travel speed data accumulated during manual driving. The parameter adjustment unit F7 also determines the normal acceleration and the maximum acceleration based on the acceleration data accumulated during manual driving. Similarly, other parameters may be determined based on the driving characteristic data accumulated in the characteristic storage unit M1.

[0108] The types of items included in the AD setting data are not limited to those described above. The AD setting data may include parameters other than those described above. The AD setting data may include at least one of the following: turn signal activation timing, turn signal activation duration, lane change execution conditions, lane change mode, and overtaking execution conditions.

[0109] For example, the AD setting data may include, as one of the control parameters, data specifying the timing of turn signal activation when changing lanes or turning right or left. The vehicle control device 30 may be configured to be able to set the turn signal activation timing in multiple stages, such as early, late, or intermediate. The vehicle control device 30 may also be configured to be able to set the turn signal activation timing to a specific value, such as two seconds before steering begins. The duration of turn signal activation may also be set to a specific value, such as five seconds, or may be selectively set from multiple stages.

[0110] The AD setting data may include one or more parameters that define the conditions for executing a lane change. The conditions for executing a lane change are conditions related to the traffic situation when the lane change is to be performed. The conditions for executing a lane change may include parameters related to the size of the open space in the target lane, etc.

[0111] The AD setting data may include data specifying a lane change implementation. The lane change implementation is the manner in which the lane is changed. The lane change implementation may include steering speed, acceleration, and whether or not there is a pause in lateral movement. An implementation without a pause in lateral movement may be a lane change performed without pausing lateral movement from the center of the source lane (SL) to the center of the target lane (TL), as shown in FIG. 4. An implementation pattern with a pause in lateral movement may be a pattern in which lateral movement is paused at a predetermined pause timing, and then lateral movement is resumed to complete the lane change, as shown in FIG. 5. The source lane is the ego lane before the lane change. In FIGS. 4 and 5, the source lane is indicated by SL. In FIGS. 4 and 5, the target lane is indicated by TL.

[0112] The pause timing may be the timing when the wheels on the target lane side (e.g., the right) touch the boundary line, or the timing when the distance between the boundary line and the vehicle body reaches a predetermined value (e.g., 0.2 m). In the present disclosure, a state in which lateral movement for changing lanes is temporarily paused is also referred to as a pause state. The pause state is a state in which the lateral position of the vehicle Hv remains constant relative to the boundary line between the target lane and the source lane. The duration of the pause state may be 1 second, 1.5 seconds, 2 seconds, etc., and may be set to a value that reflects the driver's manual driving characteristics. However, if the pause state is too long, it may confuse drivers of surrounding vehicles. The upper limit of the duration of the pause state may be set to 3 seconds, etc. In the pause state, visibility of the traffic situation in the target lane is improved, and other vehicles in the target lane can easily recognize that the vehicle Hv is about to change lanes. As a result, safety may be improved.

[0113] The AD setting data may include one or more parameters that define the conditions for overtaking. The conditions for overtaking may include the speed difference between the preceding vehicle and the vehicle Hv and the type of the preceding vehicle (whether it is a truck or not), in addition to the conditions for changing lanes. The conditions for overtaking may be configured to be selectable from three levels: aggressive, normal, and passive.

[0114] These control parameter settings may be set to predetermined design values ​​in the initial state, which may be at the time of factory shipment, when the software is newly installed, when the software is reinstalled, when the software is updated, etc.

[0115] An upper limit may be set for each control parameter from a safety standpoint. The upper limit corresponds to an allowable range. The upper limit may be designed as appropriate. For example, if the average acceleration resulting from the driver's manual driving characteristics exceeds the designed upper limit, the normal acceleration in the AD setting data may be set to the upper limit.

[0116] The types of AD characteristic data and the setting methods thereof described above are merely examples. The parameter adjustment unit F7 may be configured to generate AD setting data so as to reproduce the driver's habits during manual driving. The AD setting data generated in this manner is referenced by the planning unit F3 and reflected in the vehicle behavior. The parameter adjustment unit F7 corresponds to the reflection unit.

[0117] <Vehicle control device operation> Here, the operation of the vehicle control device 30 will be described using the flowcharts shown in Figures 7, 8, and 9. First, the process related to the collection of driving characteristic data by the recording unit F6 will be described using the flowchart shown in Figure 7. The process related to the collection of driving characteristic data may include steps S101 to S103. The series of processes shown in Figure 7 may be started when the vehicle power is turned on and driving in manual driving mode is started. The description of the recording unit F6 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0118] Step S101 is a step in which the recording unit F6 collects driving characteristic data and stores it in the characteristic memory unit M1. Step S101 may be executed at a predetermined sampling interval while the vehicle is in manual driving mode. Step S101 may also be executed based on the receipt of data to be recorded from a sensor while the vehicle is in manual driving mode. By repeating step S101 during manual driving mode, time-series data for each metric (in other words, item) is stored in the characteristic memory unit M1. Note that the various metrics may be organized by acquisition time. The characteristic memory unit M1 may store multiple sets of driving characteristic data acquired at different times.

[0119] The recording unit F6 may acquire and store data related to the conditions for executing a lane change and the manner in which the lane change is performed based on the operation of a turn signal. The recording unit F6 may record data related to the conditions for executing an overtaking maneuver based on the performance of an overtaking maneuver. Data related to driving characteristics when cornering may also be collected and recorded based on the detection of entry into a curve or intersection by referring to a map. The data recorded by the recording unit F6 may include data that is recorded in response to the occurrence of a recording event and data that is always recorded.

[0120] In step S102, the recording unit F6 generates representative values ​​for some of the items based on the driving characteristic data stored in the characteristic storage unit M1. The items for which representative values ​​are generated may include speed, acceleration, steering angle, steering speed, and lateral position. The combination of items for which representative values ​​are generated may be designed as appropriate.

[0121] In one embodiment, the recording unit F6 may divide a plurality of travel speed measurements (in other words, samples) taken at different times into several clusters and determine a representative value for each cluster. Various methods may be used for clustering the measurement points. Regarding the representative value of the inter-vehicle distance, the measured values ​​may also be divided into several clusters and a representative value for each cluster may be determined. Additionally, as will be described separately below, the recording unit F6 may be configured to calculate a representative value for each situation.

[0122] Step S102 may be executed, for example, when the manual driving mode is ended or when the vehicle power is turned off. The recording unit F6 may execute step S102 at regular intervals while in the manual driving mode. Furthermore, the recording unit F6 may execute step S102 whenever the situation changes.

[0123] In response to the execution of step S102, the recording unit F6 executes step S103. Step S103 is a step of storing the representative value generated in step S102 in the characteristic storage unit M1. Step S103 may include deleting measurement data that is no longer needed (e.g., speed data for each time period). Upon completion of step S103, the recording unit F6 may transmit an update notification of the driving characteristic data to the parameter adjustment unit F7.

[0124] It is expected that the inter-vehicle distance has a correlation with the speed. In step S102, the recording unit F6 may derive a regression equation of the inter-vehicle distance corresponding to the traveling speed from the distribution of the inter-vehicle distance according to the traveling speed. The regression equation may be a function equivalent to a straight line or curve that approximately represents the distribution of multiple measurement points (i.e., an approximation equation). The recording unit F6 may generate the regression equation using various methods used in regression analysis, such as the least squares method. The data of the approximation equation may also be stored in the characteristic memory unit M1 as one of the data indicating the manual driving characteristics.

[0125] Next, the operation of the parameter adjustment unit F7 will be described using the flowchart shown in Fig. 8. The flowchart shown in Fig. 8 shows the process of changing the AD setting data by the parameter adjustment unit F7. The process of changing the AD setting data generally includes steps S111 to S113. The description of the parameter adjustment unit F7 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0126] Step S111 is a step in which the parameter adjustment unit F7 reads out the driving characteristic data stored in the characteristic storage unit M1. Step S111 may be executed in response to execution of step S103. Note that, in other embodiments, step S111 may be executed at any timing when in manual driving mode. Step S111 may be executed in response to receiving a driving characteristic data update notification from the recording unit F6. Step S111 may be started, for example, in response to receiving an AD start operation. The AD start operation is a user operation for starting autonomous driving. The AD start operation may be, for example, pressing the AD switch 185. Step S111 may be executed in response to switching the vehicle power supply from on to off or from off to on.

[0127] After reading the driving characteristic data, the parameter adjustment unit F7 executes step S112. Step S112 is a step of changing the AD setting data based on the read driving characteristic data. For example, if the current normal acceleration setting value is 2.2 m / sec^2 and the average acceleration included in the latest driving characteristic data is 2.0 m / sec^2, the normal acceleration setting value is changed to 2.0 m / sec^2. If the current target lateral position setting value is +0.2 m and the representative value of the lateral position included in the latest driving characteristic data is +0.1 m, the target lateral position setting value is changed to +0.1 m. Other control parameters may also be updated based on the latest driving characteristic data. Similarly, lane change execution conditions, etc. may also be updated based on actual observation results.

[0128] The parameter adjustment unit F7 changes the AD setting data based on the driving characteristic data so that the behavior of automated driving approaches the behavior of manual driving. When the parameter adjustment unit F7 completes the change of the AD setting data, it saves the changes in step S113. When the changes are saved, a timestamp indicating the date and time of the change may be added to the AD setting data. Furthermore, a notification of the change of the AD setting may be sent to a user device or server pre-registered in the vehicle control device 30. The notification of the change of the AD setting may include information on the changed item (parameter type), the setting value before the change, and the setting value after the change. Sending such a notification to the user device makes it easier for the driver to recognize the transition of his or her driving characteristics. The user device here may be a communication terminal such as a smartphone or tablet owned by the user.

[0129] Next, the operation of the planner F3 will be described using the flowchart shown in Fig. 9. The flowchart shown in Fig. 9 shows the process of creating an operation plan by the planner F3. The process of creating an operation plan generally includes steps S121 to S124. The description of the planner F3 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0130] Step S121 is a step in which the planning unit F3 reads out AD setting data. Step S121 may be executed in response to, for example, execution of step S113. Step S121 may also be executed in response to an AD start operation.

[0131] Step S122 is a step in which the planning unit F3 refers to the environment model. Step S122 may be executed at a predetermined reference interval while in AD mode. The reference interval may be 50 milliseconds, 100 milliseconds, 200 milliseconds, etc. Independently from this flow, the environment recognition unit F1 periodically executes a process of updating the environment model based on sensor data.

[0132] The planning unit F3 creates a driving plan in step S123 based on the environmental model generated by the environment recognition unit F1. The creation of the driving plan may include corrections and updates. The creation of the driving plan also includes the creation of a trajectory and a motion plan. The trajectory generated here may include a trajectory related to lane changes or overtaking. If the situation indicated in the current environmental model satisfies the conditions for executing a lane change or overtaking, the planning unit F3 may create a plan including the execution of a lane change or overtaking. In principle, the motion plan may be a motion plan in accordance with the AD setting, such as the normal deceleration and normal steering speed indicated in the AD setting data.

[0133] The planning unit F3 outputs the created motion plan to the motion control unit F4 in step S124. The motion control unit F4 outputs control signals corresponding to the motion plan input from the planning unit F3 to the associated motion actuators 19. As a result, the vehicle Hv behaves in accordance with the plan.

[0134] <Effects> According to the above-described vehicle control device 30, the behavior of the vehicle Hv during autonomous driving is close to the behavior of the vehicle during manual driving. In other words, in one aspect, the above-described vehicle control device 30 corresponds to a system that copies / reflects the driving characteristics of the driver in the autonomous driving system.

[0135] Generally, people find it difficult to improve their driving skills even when advised by other people or systems on how to improve their driving skills. A driving training system that mainly uses audio and video is disclosed in Patent Document 1 and elsewhere. However, even with such a training system, people find it difficult to improve their driving habits. This is thought to be because drivers themselves are unlikely to recognize the disadvantages of continuing their current driving skills and the benefits of improving their driving.

[0136] To address this issue, the vehicle control device 30 of this embodiment allows the driver to experience vehicle behavior that reflects the driver's own driving habits while using the autonomous driving mode. With this system, if there is a problem with the driver's driving characteristics, the driver will be more likely to notice the problem. The driver will then be more likely to feel the benefits of improving their driving habits and the disadvantages of not improving them.

[0137] In this way, the vehicle control device 30 of this embodiment can implicitly provide the driver with an opportunity to reconsider his or her own driving method. As a result, the driver's driving operation can be guided to a more comfortable and safer method. Furthermore, as the driver's driving operation improves, the vehicle behavior in the autonomous driving mode will also improve toward a more comfortable and safer direction.

[0138] From another perspective, the vehicle control device 30 of this embodiment performs automatic driving control that reflects the driving characteristics of the driver. Therefore, vehicle behavior during automatic driving, such as inter-vehicle distance, cruising speed, and lane change timing, is determined according to the driver's preferences. This reduces the risk that the driver will feel uncomfortable with the automatic driving behavior. As a result, the driver's satisfaction and comfort with the automatic driving can be improved.

[0139] <Mode switching in autonomous driving> The vehicle control device 30 may have multiple automatic driving modes with different control parameter settings. For example, as shown in FIG. 10, the vehicle control device 30 may have 27 preset modes, from mode 1 to mode 27, in addition to the basic mode. The basic mode here is an automatic driving mode that reflects manual driving characteristics. The preset mode is an automatic driving mode that applies pre-designed control parameters without reflecting manual driving characteristics. The multiple preset modes have different control parameter settings. The basic mode and the preset modes correspond to specific modes of automatic driving.

[0140] Note that "A" in FIG. 10 indicates that the driving characteristics are good, in other words, at a level that does not cause discomfort to the occupants. "C" in the figure indicates that the driving characteristics are not good, in other words, at a level that may cause discomfort to the occupants. "B" represents a position between "A" and "C." In the example shown in FIG. 10, mode 1 indicates the automated driving mode that applies the most comfortable AD setting. Also, mode 27 indicates the automated driving mode that applies the least comfortable AD setting. In other words, mode 1 is the most careful automated driving mode among the preset modes, and mode 27 is the most rough automated driving mode. However, even in mode 27, the setting values ​​of the maximum acceleration and other AD settings are set within a predetermined safety tolerance range.

[0141] The AD setting data may be managed (e.g., saved) separately for each mode. The AD settings updated by the parameter adjustment unit F7 may be considered as AD setting data for the basic mode. The automated driving mode that reflects manual driving characteristics (i.e., the basic mode) may be called a feedback mode. Furthermore, the preset mode may be called a design mode, etc., because it is a mode that realizes pre-designed vehicle behavior.

[0142] The vehicle control device 30 may be configured to operate in an autonomous driving mode selected by the driver from a total of 28 autonomous driving modes. Accordingly, the input device 18 may include an AD mode switch for switching the autonomous driving mode. Switching the autonomous driving mode corresponds to switching the control parameter settings (i.e., AD settings).

[0143] When the basic mode is selected, the vehicle control device 30 may perform a process of notifying the driver that the basic mode is an automated driving mode that reflects the driver's driving characteristics. Any method of notification may be used, for example, displaying text or outputting a voice message. Furthermore, when the vehicle control device 30 receives an AD start operation, it may display a list of automated driving modes that the driver can select. The list may include text that provides an overview of each automated driving mode. The overview of the basic mode included in the list display may include an explanation that the automated driving mode is an automated driving mode that reflects the driver's driving characteristics.

[0144] Furthermore, when the vehicle control device 30 receives a mode switching operation while the basic mode is selected, it may switch to a predetermined preset mode. The predetermined preset mode may be the most comfortable mode among the preset modes, such as the first mode. The mode switching operation may be the pressing of an AD mode switch. The vehicle control device 30 may be configured to switch specific autonomous driving modes in a predetermined order each time the AD mode switch is pressed. The specific mode to which the basic mode is transitioned by the mode switching operation may be a favorite mode that is preset by the driver. For example, the vehicle control device 30 may be configured to acquire information about the driver's favorite preset mode via a predetermined setting screen and store the information in the storage 33.

[0145] It should be noted that the number of preset modes does not necessarily have to be 27, and the number may be changed as appropriate. For example, there may be three preset modes: power saving mode, gentle mode, and busy mode. The power saving mode is an automated driving mode that prioritizes reducing electricity consumption or fuel consumption. The gentle mode is an automated driving mode that prioritizes passenger comfort. The busy mode is an automated driving mode that prioritizes arriving at the destination quickly (i.e., prioritizes time). The busy mode can be understood as an automated driving mode in which the normal acceleration is set to a higher value than in the power saving mode and gentle mode, and in which overtaking is actively carried out.

[0146] In this way, the vehicle control device 30 is configured to be able to select an automatic driving mode other than the basic mode, which can increase convenience for the driver. For example, when a guest is on board, the driver can reduce the risk of causing discomfort to the guest by using the first mode or the gentle mode. Furthermore, by alternately experiencing the basic mode and the gentle mode, the driver can perceive the difference between the two. Such an experience can prompt the driver to reconsider their own driving operation.

[0147] <Reflecting manual driving characteristics according to the situation> The recording unit F6 may be configured to classify the driving characteristic data acquired from the sensors by situation and store the data in the characteristic storage unit M1. That is, the driving characteristic data may be stored in association with the situation. The environment recognition unit F1 may have a situation determination function. The environment recognition unit F1 may be configured to notify the recording unit F6, the planning unit F3, etc. of information indicating the current situation (e.g., a situation code). The recording unit F6 may store the driving characteristic data in association with the situation code at the time of data acquisition, based on the situation code notified from the environment recognition unit F1. Note that the situation determination function may be provided by the recording unit F6.

[0148] The situations may be classified into straight driving, curve driving, right turn, left turn, U-turn, starting, deceleration to stop, traffic jam, etc. The situation classification may also be subdivided by weather, such as rainy or sunny. The situation classification may also be subdivided by time of day, such as daytime or night. The situation classification may also be subdivided by road type, such as general road or motorway. Motorway here refers to a road on which vulnerable road users (VRUs), such as pedestrians and cyclists, are prohibited from traveling. Motorway includes expressways, etc. The number of situation classifications may be two or more, and the specific number is not limited. The situation classification may be designed as appropriate.

[0149] In response to the operation of the recording unit F6, the parameter adjustment unit F7 may also be configured to generate a set of control parameters according to a situation and store the set in the AD setting memory unit M2. That is, the AD setting data may include multiple sets of control parameters corresponding to multiple situations defined in advance, as shown in FIG. 11 . For example, the AD setting data may include control parameters for driving straight, control parameters for curves, control parameters for intersections, control parameters for starting, and control parameters for stopping. The AD setting data may also include control parameters according to weather, control parameters according to time of day, and the like. The AD setting data may include separate control parameters for expressways and control parameters for general roads.

[0150] In the autonomous driving mode, the planning unit F3 creates a driving plan using control parameters according to the situation. The control flow of FIG. 9 described above may include a step of switching the control parameters according to the situation. With this configuration, the driver's habits according to the situation are reflected in the autonomous driving. As a result, the driver can easily understand situations in which he or she is not good at driving.

[0151] The term "situation" above may be replaced with the term "scenario." A scenario may be a concept corresponding to a traffic situation. A scenario may be defined by a combination of the type of other road users present around the vehicle Hv and their direction of movement. The vehicle control device 30 may include a scenario database in which a list of scenarios the vehicle Hv may encounter is registered. The multiple scenarios registered in the scenario database may include a scenario in which the vehicle passes by the side of a stopped vehicle, a scenario in which the vehicle travels in a lane adjacent to a sidewalk where pedestrians are present, and a scenario in which the vehicle travels on a road without a center line. The recording unit F6 may collect driving characteristic data according to the scenario, the parameter adjustment unit F7 may generate AD setting data for each scenario, and the planning unit F3 may create a driving plan using the AD setting data according to the scenario.

[0152] <Application to semi-autonomous driving / advanced driving assistance> Reflecting the driver's habits in the vehicle HV motion control may also be applied to level 2 control. For example, the vehicle control device 30 may be a device that has a manual driving mode and a hands-off level 2 mode. The hands-off level 2 mode is an operating mode in which the driver is required to monitor the surroundings (so-called eyes-on), but hands-off is permitted. Even in the hands-off level 2 mode, actual behavior control, such as speed adjustment and steering, is performed by the vehicle control device 30. The hands-off level 2 mode may be interpreted as an operating mode that performs automated driving control with the obligation to monitor the surroundings. The hands-off level 2 mode may also be referred to as a semi-automated driving mode. The term "automated driving" may be interpreted in a narrow sense (in one aspect) as control equivalent to automation level 3 or higher. However, in a broad sense (i.e., in other aspects), automated driving may include driving assistance such as level 2.

[0153] The vehicle control device 30 may be configured to reflect manual driving characteristics in motion control during driving assistance. Furthermore, the objects to which manual driving characteristics are reflected are not limited to both steering and speed adjustment. The vehicle control device 30 may also be configured to reflect manual driving characteristics only in speed adjustment. The scope of this disclosure also includes configurations in which the term "autonomous driving" (i.e., AD) in the above description is replaced with "quasi-autonomous driving" or "driving assistance." In this disclosure, "hands-off" refers to the act of removing one's hands from the steering wheel. "Eyes-on" refers to monitoring the area outside the vehicle (mainly the front) related to the direction of movement of the vehicle Hv.

[0154] The vehicle control device 30 of the present disclosure does not have to be installed in the vehicle Hv at the time of factory shipment or when the vehicle is transferred from a dealer shop to the owner. The vehicle control device 30 may be installed in the vehicle Hv by a software update using wireless distribution. Furthermore, the vehicle control device 30 itself as hardware may be later installed in the vehicle Hv. <Additional remarks (1)> The present disclosure includes the following technical ideas. In addition, methods, recording media having programs recorded thereon, programs, computers, and the like corresponding to the following technical ideas are also included within the scope of the present disclosure. [Technical thought 1] A vehicle control device configured to be able to switch between an automatic driving mode and a manual driving mode, a recording unit (F6) that acquires driving characteristic data, which is data indicating the driving characteristics of the driver, from a sensor when the manual driving mode is applied and stores the data in a first storage unit; a planning unit (F3) that creates a plan for the autonomous driving in accordance with control parameters for determining vehicle behavior during autonomous driving, which are stored in a second storage unit; a reflection unit (F7) that uses the driving characteristic data recorded in the first storage unit to perform processing to reflect the driving characteristics in the control parameters. [Technical thought 2] The vehicle control device described in Technical Idea 1, wherein the driving characteristics include at least one of driving speed, acceleration, deceleration, jerk, deceleration timing, steering speed, vehicle-to-vehicle distance, degree of sway, lateral driving position, and reaction time. [Technical thought 3] The driving characteristic data includes a parameter indicating a degree of sway, the control parameters include a parameter for reproducing a degree of wobble; The reflection unit determines a value of a parameter for reproducing the degree of sway based on the driving characteristic data, The vehicle control device according to Technical Idea 1, wherein the planning unit is configured to create a steering plan in accordance with the determined parameter of the degree of sway. [Technical thought 4] An upper limit value of a settable value is set for the control parameter, The vehicle control device according to any one of Technical Ideas 1 to 3, wherein the reflection unit is configured to set the value of the control parameter so that the value does not exceed the upper limit value. [Technical thought 5] The recording unit stores the driving characteristic data in association with the situation at the time of data acquisition, The second storage unit stores the control parameters for each situation, The reflection unit adjusts the control parameters for each situation based on the driving characteristic data for each situation, A vehicle control device described in any one of Technical Ideas 1 to 4, wherein the planning unit is configured to create a plan for the autonomous driving using the control parameters according to the situation. [Technical Thought 6] The vehicle control device according to Technical Idea 5, wherein the situation classification includes at least two classifications of following the road, curving, turning right, turning left, turning around, starting, slowing down to stop, and traffic jam. [Technical Thought 7] The vehicle control device according to Technical Idea 6, wherein the situation classification is subdivided into whether or not it is raining. [Technical Thought 8] The vehicle control device according to Technical Idea 6 or 7, wherein the classification of the situation is subdivided according to whether or not the vehicle is traveling on a motorway. [Technical Thought 9] The driving characteristics include a plurality of metrics, A vehicle control device described in any one of technical ideas 1 to 8, wherein the reflection unit is configured to determine the control parameters based on representative values ​​for each metric collected when a predetermined condition is met. [Technical Thought 10] The automatic operation mode includes a plurality of specific modes with different settings of the control parameters, The plurality of specific modes include, in addition to a basic mode in which the driving characteristics are reflected, at least one preset mode in which the predefined control parameters are applied without reflecting the driving characteristics; The vehicle control device according to any one of Technical Ideas 1 to 9, wherein the planning unit is configured to switch the specific mode of the autonomous driving mode based on a signal from an input device.

[0155] <Additional remarks (2)> The various flowcharts shown in this disclosure are merely examples, and the number of steps constituting the flowcharts and the order of execution of the processes can be changed as appropriate. The controls shown in each flowchart may be combined / executed in parallel to the extent that there is no contradiction. Expressions such as acquisition, determination, detection, generation, and calculation may be used interchangeably. When a device acquires certain data, it also includes the device generating the data based on a signal input from another device / sensor.

[0156] The apparatus, system, and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to execute one or more functions embodied in a computer program. The apparatus and methods described herein may be implemented using dedicated hardware logic circuits. The apparatus and methods described herein may be implemented by one or more special-purpose computers configured by combining a processor executing a computer program with one or more hardware logic circuits. The processor may be any computing core, such as a CPU, MPU, GPU, or DFP (Data Flow Processor). Some or all of the functions of the driving system may be implemented as hardware. Some or all of the functions of the driving system may be implemented using a system-on-chip (SoC), an integrated circuit (IC), or a field-programmable gate array (FPGA).

[0157] A computer program includes instructions that are executed by a computer. The computer program may be stored in a computer-readable non-transitory tangible storage medium. The storage medium for the computer program may be a variety of media, such as a hard-disk drive (HDD), a solid-state drive (SSD), or a flash memory. [Explanation of symbols]

[0158] 1 Vehicle system, 11 Environmental sensor, 12 Vehicle state sensor, 18 Input device, 19 Motion actuator, 30 Vehicle control device, 31 Processor, 32 Memory, 33 Storage, 34 Communication unit, F1 Environment recognition unit, F2 Mode management unit, F3 Planning unit, F4 Motion control unit, F5 HMI control unit, F6 Recording unit, F7 Parameter adjustment unit (reflection unit), M1 Characteristics memory unit (first memory unit), M2 AD setting memory unit (second memory unit)

Claims

1. A vehicle control device configured to allow switching between an automatic driving mode and a manual driving mode, When the manual driving mode is applied, a recording unit (F6) acquires driving characteristic data, which is data indicating the driver's driving characteristics, from the sensor and stores it in the first storage unit, A planning unit (F3) creates a plan for autonomous driving according to control parameters for determining vehicle behavior in autonomous driving, which are stored in a second memory unit. A reflection unit (F7) performs processing to reflect the operating characteristics in the control parameters using the operating characteristics data recorded in the first storage unit, A vehicle control device comprising: a notification processing unit that notifies the driver that the automatic driving mode in which the driver's driving characteristics are reflected is selected in the control parameters by the reflection unit; and a notification processing unit that notifies the driver that the automatic driving mode in which the driver's driving characteristics are reflected is selected.

2. The vehicle control device according to claim 1, wherein the driving characteristics include at least one of the following: driving speed, acceleration, deceleration, jerk, deceleration timing, steering speed, distance between vehicles, degree of sway, driving position in the lateral direction, and reaction time.

3. The aforementioned driving characteristics data includes parameters indicating the degree of swaying, The aforementioned control parameters include parameters for reproducing the degree of wobble, The reflection unit determines the value of the parameter for reproducing the degree of sway based on the driving characteristic data, The vehicle control device according to claim 1, wherein the planning unit is configured to create a steering plan according to the determined parameter of the degree of sway.

4. The aforementioned control parameter has an upper limit set for the configurable value. The vehicle control device according to claim 1, wherein the reflection unit is configured to set the value of the control parameter so as not to exceed the upper limit.

5. The recording unit stores the driving characteristics data in association with the conditions at the time of data acquisition. The second storage unit stores the control parameters for each situation. The reflection unit adjusts the control parameters for each situation based on the operating characteristic data for each situation. The vehicle control device according to claim 1, wherein the planning unit is configured to create a plan for the automated driving using the control parameters according to the situation.

6. The vehicle control device according to claim 5, wherein the classification of the aforementioned situations includes at least two classifications: driving along the road, driving around curves, turning right, turning left, making a U-turn, starting, decelerating towards stopping, and traffic congestion.

7. The vehicle control device according to claim 6, wherein the classification of the above-mentioned conditions is further subdivided according to whether or not it is raining.

8. The vehicle control device according to claim 6, wherein the classification of the above-mentioned situation is further subdivided according to whether or not the vehicle is traveling on an expressway.

9. The aforementioned operating characteristics include multiple types of metrics, The vehicle control device according to claim 1, wherein the reflection unit is configured to determine the control parameters based on representative values ​​for each metric collected when predetermined conditions are met.

10. The aforementioned automatic driving mode includes a plurality of specific modes with different settings for the control parameters, The multiple specific modes include, in addition to a basic mode in which the operating characteristics are reflected, at least one preset mode in which predefined control parameters are applied without reflecting the operating characteristics. The vehicle control device according to claim 1, wherein the planning unit is configured to switch the specific mode of the automatic driving mode based on a signal from an input device.

11. The vehicle control device according to claim 1, wherein the notification processing unit includes information indicating that the driver is a poor driver when the driving characteristics reflected in the automatic driving mode are driving characteristics that indicate the driver is a poor driver, in the notification that the automatic driving mode reflects the driver's driving characteristics.

12. A vehicle control method performed by a computer for automatically controlling the vehicle's speed and steering, The computer includes a manual driving mode and an automatic driving mode as operating modes. Switching the operating mode based on a signal from the input device, When the manual driving mode is set, driving characteristic data, which is data indicating the driver's driving characteristics, is acquired from the sensor and stored in the first storage unit. The process involves creating an automated driving plan according to control parameters for determining vehicle behavior in automated driving, which are stored in the second memory unit. The operation characteristics are reflected in the control parameters using the operation characteristics data recorded in the first storage unit, A vehicle control method that includes, when an automatic driving mode is selected in which the driving characteristics of the driver are reflected in the control parameters, notifying the driver that it is an automatic driving mode in which the driving characteristics of the driver are reflected.

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