Driving control device, driving control method, and program

Abstract

To easily activate an effective driving control mode appropriate for the scene. [Solution] The driving control device includes a driving control unit capable of executing a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode, an activation operation unit that activates the driving control by the driving control unit, and a determination unit that determines the position of the vehicle. The driving control unit changes the driving control mode to be executed when the driving control is activated by an operation on the activation operation unit, according to the determination result by the determination unit.

Description

Technical Field

[0001] The present invention relates to a travel control device, a travel control method, and a program. Background Art

[0002] In recent years, efforts to provide access to sustainable transportation systems that also consider people in vulnerable positions among traffic participants have become active. Toward the realization of this, research and development is focused on further improving traffic safety and convenience through research and development related to automated driving technology.

[0003] In relation to this, conventionally, a travel control device capable of executing a plurality of travel control modes when performing travel control of a vehicle is known. Further, in such a travel control device, a technology is known that allows a desired travel control mode to be selected and activated by a single operator by causing the executed travel control mode to transition in a predetermined order each time the operator is operated (see, for example, Patent Document 1). Prior Art Documents Patent Documents

[0004] Patent Document 1 Japanese Unexamined Patent Application Publication No. 2016-83990 SUMMARY OF THE INVENTION Problems to be Solved by the Invention

[0005] Incidentally, in conventional driving assistance technology, since the transition order of the travel control modes with respect to the number of operations of the operator is fixed, when the operator is operated in a state where travel control is not being executed, the same travel control mode is always activated. For this reason, when effective travel control modes differ depending on the scene (the position of the vehicle), it may be necessary to operate the operator multiple times until the effective travel control mode is activated.

[0006] This application was made in consideration of these circumstances, and one of its objectives is to provide a vehicle control device, a vehicle control method, and a program that can easily activate an effective vehicle control mode according to the scene. Ultimately, this will contribute to the development of a sustainable transportation system. [Means for solving the problem]

[0007] The travel control device, travel control method, and program according to this invention employ the following configuration. (1) A driving control device according to one aspect of the present invention comprises a driving control unit capable of executing a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode, a starting operation unit that starts the driving control by the driving control unit, and a determination unit that determines the position of the vehicle, wherein the driving control unit changes the driving control mode to be executed when the driving control is started by an operation on the starting operation unit, according to the determination result by the determination unit.

[0008] (2) In the embodiment of (1) above, if the start operation unit is operated multiple times, the travel control unit executes a travel control mode from among the multiple travel control modes that is different from the travel control mode that was executed before the start operation unit was operated multiple times.

[0009] (3) In the embodiment of (1) above, if the occupant of the vehicle has set which of the first mode and the second mode to prioritize, the driving control unit will prioritize the driving control mode set by the occupant, regardless of the determination result.

[0010] (4) In the embodiment of (1) above, if an update adds a driving control mode that the driving control unit can execute, the driving control unit will prioritize executing the added driving control mode.

[0011] (5) In the embodiment of (1) above, the first mode is a mode for performing driving control toward a destination, and the second mode is a mode for performing driving control without considering the destination, and when the destination of the vehicle is set, the driving control unit executes the first mode by operating the start operation unit if the position satisfies predetermined conditions, and executes the second mode by operating the start operation unit if the position does not satisfy the predetermined conditions.

[0012] (6) In the embodiment of (5) above, when no destination is set for the vehicle, the driving control unit executes the second mode regardless of the position.

[0013] (7) In the embodiment of (1) above, the first mode is a mode for performing driving control toward a destination, the second mode is a mode for performing driving control without considering a destination, and the plurality of driving control modes further include a third mode which has a lower level of automation than the first mode, a higher level of automation than the second mode, and performs driving control without considering a destination, and the driving control unit executes the first mode by operating the start operation unit when the position satisfies predetermined conditions when a destination for the vehicle is set, executes the second mode by operating the start operation unit when the position does not satisfy the predetermined conditions when a destination for the vehicle is set, and executes the third mode when a destination for the vehicle is not set.

[0014] (8) In the embodiment of (1) above, the first mode is a mode for performing driving control toward a destination, the second mode is a mode for performing driving control without considering the destination, the plurality of driving control modes further include a third mode which has a higher level of automation than the second mode and performs driving control without considering the destination, the third mode is a mode for performing driving control along a route calculated so that when the vehicle is proceeding to a point where there are multiple route candidates, the vehicle proceeds to a road determined based on a predetermined priority among the multiple route candidates, the driving control unit executes the first mode by operating the start operation unit when the position satisfies predetermined conditions when the vehicle's destination is set, the second mode by operating the start operation unit when the position does not satisfy the predetermined conditions when the vehicle's destination is set, and the third mode when the vehicle's destination is not set.

[0015] (9) In the embodiment of (1) above, the first mode is a mode in which the occupants of the vehicle are not required to grip the steering wheel, and the second mode is a mode in which the occupants of the vehicle are required to grip the steering wheel.

[0016] (10): A driving control method according to one aspect of the present invention is a driving control method in which a computer activates driving control of a vehicle based on any of a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode, by operating on an activation unit, determines the position of the vehicle when activating the driving control, and changes the driving control mode that is executed when the driving control is activated by operating on the activation unit, according to the result of the position determination.

[0017] (11): A program according to one aspect of the present invention causes a computer to start vehicle travel control based on any one of a plurality of travel control modes including a first mode and a second mode that performs travel control with a lower automation level than the first mode, in response to an operation on a start operation unit, determine the position of the vehicle at the start of the travel control, and change the travel control mode executed when the travel control is started by the operation on the start operation unit, in accordance with the determination result of the position. [Effects of the Invention]

[0018] According to the aspects of the above (1) to (11), an effective travel control mode corresponding to a scene can be easily started. [Brief Description of the Drawings]

[0019] [Figure 1] 1 is a configuration diagram of a vehicle system 1 including a travel control device according to an embodiment. [Figure 2] 3 is a functional configuration diagram of a switching control unit 300. [Figure 3] 2 is a functional configuration diagram of a first control unit 140. [Figure 4] 4 is a diagram showing an example of determination condition information 182. [Figure 5] 6 is a diagram for describing travel scenes in which the first mode, the second mode, and the third mode can be executed. [Figure 6] 7 is a flowchart showing an example of the flow of processing executed by the vehicle system 1. [Mode for Carrying Out the Invention]

[0020] Hereinafter, embodiments of a travel control device, a travel control method, and a program according to the present invention will be described with reference to the drawings.

[0021] [Overall Configuration] Figure 1 is a diagram showing the configuration of a vehicle system 1 including a driving control device according to an embodiment. The vehicle on which the vehicle system 1 is installed is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell. In the following description, the vehicle will be described as a hybrid vehicle with four wheels, an internal combustion engine and an electric motor as drive sources.

[0022] The vehicle system 1 includes, for example, a camera 10, a LiDAR (Light Detection and Ranging) unit 20, a communication device 30, an HMI (Human Machine Interface) 40, a vehicle sensor 50, a driver monitor camera 60, a driver control device 70, a steering grip sensor 74, a power supply unit 78, a navigation device 80, an MPU (Map Positioning Unit) 90, and a first control device 100.

[0023] Furthermore, the vehicle system 1 includes, for example, a second control device 200, a camera 310, a radar device 320, a driving force output device 400, a brake device 410, and a steering device 420. The vehicle system 1 also includes, for example, a switching control unit 300. The first control device 100, the second control device 200, the switching control unit 300, the HMI 40, the driver's control panel 70, the navigation device 80, and the MPU 90 are examples of "driving control devices". The mode determination unit 306 (described later) provided in the first control device 100, the second control device 200, and the switching control unit 300 is an example of a "driving control unit". In this embodiment, the driving control unit controls the driving of the vehicle (hereinafter referred to as vehicle M) on which the vehicle system 1 is installed. In this embodiment, the driving control unit can execute a plurality of driving control modes (details of which will be described later).

[0024] These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. The configuration shown in Figure 1, and Figures 2 and 3 described later, is merely an example, and some parts of the configuration may be omitted, or other configurations may be added. Furthermore, each functional configuration may be integrated or provided in a distributed manner.

[0025] Camera 10 is a digital camera that utilizes a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 is mounted at any location on the vehicle M on which the vehicle system 1 is installed. When imaging the area in front, camera 10 is mounted on the top of the front windshield, behind the rearview mirror, etc. Camera 10 periodically and repeatedly images the area around vehicle M. Camera 10 may also be a stereo camera.

[0026] The LIDAR unit 20 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. The LIDAR unit 20 detects the distance to the target based on the time from emission to reception. The irradiated light is, for example, pulsed laser light. The LIDAR unit 20 may be mounted at any location. However, the sensor portion of the LIDAR unit 20 is mounted in a position where it can acquire information about the surroundings, including the front of the vehicle M, such as on the roof. The LIDAR unit 20 may be equipped with an ECU (Electronic Control Unit).

[0027] The communication device 30 communicates with other vehicles in the vicinity of vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0028] The HMI 40 presents various information to the occupants of the vehicle M and accepts input operations from the occupants. The HMI 40 includes, for example, a display unit 42, a speaker 44, a first operation unit 46, and a second operation unit 48. The display unit 42 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 42 is provided, for example, on the instrument panel or meter display unit. The display unit 42 displays various images (including video) in the embodiment. The display unit 42 may be configured as a touch panel and integrated with the input unit. The speaker 44 outputs predetermined sounds (for example, alarms, etc.) into the vehicle interior.

[0029] The first operation unit 46 receives operations from the occupant to activate the driving control by the driving control unit. The first operation unit 46 may be composed of, for example, a single control element. Examples of control elements include buttons, switches, levers, touchpads, track buttons, etc. The first operation unit 46 is an example of an "activation operation unit". The second operation unit 48 may receive operations to specify the content of the driving control in each driving control mode, such as setting parameters (e.g., speed adjustment) in the driving control being executed. The second operation unit 48 may include one or more control elements. The first operation unit 46 and the second operation unit 48 may be provided, for example, on the steering wheel 72, or on the touch panel of the display unit 42. In addition to the display unit 42, speaker 44, first operation unit 46, and second operation unit 48, the HMI 40 may also include a microphone, buzzer, vibration generator (vibrator), keys, etc. Furthermore, the HMI40 may include an output unit that prompts the driver to grip the steering wheel, as well as a HUD (Head-Up Display).

[0030] The vehicle sensor 50 includes various sensors used for vehicle control, such as a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, and a compass sensor for detecting the orientation of the vehicle M. The vehicle sensor 50 may also be provided with a position sensor for detecting the position of the vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 81 of the navigation device 80.

[0031] The driver monitor camera 60 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitor camera 60 is mounted at any location in the vehicle M in a position and orientation that allows it to capture the head of the driver seated in the driver's seat of the vehicle M from the front (in a direction that captures the face). For example, the driver monitor camera 60 is mounted on top of a display device located in the center of the instrument panel of the vehicle M.

[0032] The driver controls 70 include, for example, the steering wheel 72, as well as an accelerator pedal, brake pedal, shift lever, and other controls. The driver controls 70 are equipped with sensors that detect the amount of operation or whether or not an operation is performed, and the detection results are output to some or all of the first control device 100, the second control device 200, the switching control unit 300, or the driving force output device 400, the brake device 410, and the steering device 420. The steering wheel 72 may be formed in an annular shape, for example, or it may take the form of an irregularly shaped steering wheel, a joystick, buttons, etc. A steering grip sensor 74 is attached to the steering wheel 72. The steering grip sensor 74 is implemented by a capacitive sensor or the like and outputs a signal to the first control device 100, the second control device 200, or the switching control unit 300 that can detect whether or not the driver is gripping the steering wheel 72 (meaning making contact with it in a state where force can be applied). The steering wheel 72 may also be provided with a first operation unit 46 and a second operation unit 48.

[0033] The power supply unit 78 is a battery that supplies power to the vehicle system 1. The power supply unit 78 may include multiple batteries and be redundant so that if one battery fails, power can be supplied from the other batteries.

[0034] The navigation device 80 includes, for example, a GNSS receiver 81, a navigation HMI 82, and a route determination unit 83. The navigation device 80 stores first map information 84 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 81 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 50. The navigation HMI 82 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 82 may be partially or completely shared with the HMI 40 described above. The route determination unit 83 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 81 (or any input position) to the destination input by the occupant using the navigation HMI 82, by referring to the first map information 84. The first map information 84 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those links. The first map information 84 may also include POI (Point of Interest) information, etc. The route on the map is output to the MPU 90. The navigation device 80 may provide route guidance using the navigation HMI 82 based on the route on the map. The navigation device 80 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 80 may transmit the current location and destination to the navigation server via the communication device 30 and obtain a route equivalent to the route on the map from the navigation server.

[0035] The MPU 90 includes, for example, a recommended lane determination unit 91 and stores second map information 92 in a storage device such as an HDD or flash memory. The recommended lane determination unit 91 divides the map route provided by the navigation device 80 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 92. The recommended lane determination unit 91 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point on the map route, the recommended lane determination unit 91 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point. The MPU 90 also recognizes the position of the vehicle M based on the detection results of a gyro sensor (not shown) and the position of the vehicle M identified by the GNSS receiver 81.

[0036] The second map information 92 is map information with higher accuracy than the first map information 84. The second map information 92 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 92 may also include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. Road information may include, for example, road type information such as expressways and general roads, road shape information such as merges, junctions, T-junctions, curvature (or radius of curvature), number of lanes, road gradient, junctions (JCT), service areas, toll booths, zebra zones (traffic guide zones), and other road information. The second map information 92 may be updated as needed by the communication device 30 communicating with other devices.

[0037] The driving force output device 400 outputs driving force (torque) to the drive wheels for the vehicle M to move. The driving force output device 400 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU that controls them. The ECU controls the above configuration according to information input from the first control device 100 or the second control device 200, or information input from the accelerator pedal of the driver control device 70.

[0038] The brake system 410 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the first control device 100 or the second control device 200, or from the brake pedal of the driver control device 70, so that brake torque corresponding to the braking operation is output to each wheel. The brake system 410 may be equipped with a backup mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal to the cylinder via a master cylinder. The brake system 410 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake system that controls an actuator according to information input from the first control device 100 or the second control device 200 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0039] The steering device 420 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the first control device 100 or the second control device 200, or information input from the steering wheel of the driver's control device 70.

[0040] Camera 310 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. Camera 310 can be attached to any location on the vehicle M. Camera 310 takes images of the area around the vehicle M periodically and repeatedly. Camera 310 may be a stereo camera. Also, camera 310 and camera 10 may be the same camera.

[0041] The radar device 320 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to determine at least the position (distance and direction) of the object. The radar device 320 can be mounted at any location on the vehicle M. The radar device 320 may also detect the position and velocity of the object using the FM-CW (Frequency Modulated Continuous Wave) method.

[0042] [Switching Control Unit] The switching control unit 300 switches between the driving control modes implemented by the first control device 100 and / or the second control device 200, and controls the start and end of each driving control mode. In the embodiment, one of a plurality of driving control modes, including a first mode, a second mode, and a third mode, is implemented. In the embodiment, the first and third modes are implemented by the first control device 100, and the second mode is implemented by the second control device 200. Each of the first, second, and third modes may include automatic driving. Automatic driving means, for example, automatically controlling the steering or speed of the vehicle, or both, to perform driving control (driving control). However, the plurality of driving control modes may be four or more driving control modes. For example, the plurality of driving control modes may include a manual driving mode in which no driving control is performed by either the first control device 100 or the second control device 200. Also, the vehicle system 1 may only be able to execute two driving control modes, the first mode and the second mode.

[0043] The first mode is, for example, a mode that performs driving control toward a destination. The first mode may have, for example, a limited activatable area (hereinafter referred to as the activatable area). The second mode is, for example, a mode with a lower level of automation than the first mode and that performs driving control without considering the destination. The third mode is, for example, a mode with a lower level of automation than the first mode, a higher level of automation than the second mode, and that performs driving control without considering the destination. A high degree of automation means that the vehicle system 1 controls the vehicle M to a high degree, or in other words, that the vehicle system 1 (more specifically, the first vehicle control unit 160 and / or the second vehicle control unit 230) controls the driving force output device 400, the brake device 410 and / or the steering device 420 with a high frequency and amount of control. Alternatively, a high degree of automation may mean that the driver intervenes in the control (driving operation) of the vehicle M to a low degree.

[0044] Furthermore, the first mode may be a so-called hands-off mode in which the occupants of vehicle M are not required to hold the steering wheel 72 (the task of holding the steering wheel 72). Also, in the first mode, the occupants are not required to perform the task of monitoring the area around vehicle M (hereinafter referred to as "surroundings monitoring"). Alternatively, in the first mode, there may be a restriction that the occupants are required to monitor the area around vehicle M, but not to hold the steering wheel 72. Furthermore, the second and third modes may be so-called hands-on modes in which the occupants of vehicle M are required to hold the steering wheel 72. Also, in the second and third modes, the occupants may be required to monitor the area around vehicle M.

[0045] Furthermore, the first and third modes may be modes in which various functions such as ADAS (Advanced Driver Assistance System) functions, junction passing functions, and merging functions are automatically executed by the vehicle system 1 based on its own judgment, without receiving any instructions or permission from the occupant (driver) via the second control unit 48 or the like (regardless of whether or not an operation is performed). ADAS may include functions such as ACC (Adaptive Cruise Control), LKAS (Lane Keeping Assistance System), FCW (Forward Collision Warning), CMBS (Collision Mitigation Braking System), and ALCA (Auto Lane Changing Assist).

[0046] Specifically, the first mode may be, for example, a mode in which the above-mentioned functions are executed based on the route setting to the destination by the navigation device 80. In other words, the first mode may be a mode (hereinafter referred to as the "navigation driving mode") in which, when a vehicle is approaching a point where multiple route candidates exist, driving control is performed along a route calculated so that the vehicle M proceeds along the road leading to the destination from among the multiple route candidates.

[0047] The third mode may be, for example, a mode in which, when no destination is set, the vehicle automatically drives along a route calculated based on predetermined route determination conditions. In other words, the third mode may be a mode in which, when the vehicle is approaching a point where multiple route candidates exist, the vehicle is controlled to proceed along a route calculated so that the vehicle M proceeds to the road determined based on predetermined priority among the multiple route candidates (hereinafter referred to as the "road-following driving mode"). It may also be a mode in which the vehicle is controlled to proceed along the calculated route.

[0048] On the other hand, the second mode may be a mode in which, for example, the system receives instructions or permission from the occupant (driver) via the second control unit 48, and various functions such as ADAS functions are executed based on the content of those instructions. Note that the second mode may be a mode in which the junction passage function and / or merging function cannot be executed.

[0049] As shown in Figure 2, the switching control unit 300 includes, for example, an acquisition unit 302, a determination unit 304, and a mode determination unit 306. The acquisition unit 302, the determination unit 304, and the mode determination unit 306 are each implemented by a hardware processor, such as a CPU (Central Processing Unit), executing a program (software). Some or all of these components may be implemented by hardware (including circuitry) such as an LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or SOC (System On Chip), or by the cooperation of software and hardware. The program may be stored in advance in a storage device such as the HDD or flash memory of the switching control unit 300 (a storage device equipped with a non-transient storage medium), or it may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the switching control unit 300 when the storage medium (non-transient storage medium) is mounted on a drive device.

[0050] The acquisition unit 302 acquires, for example, detection results from the vehicle sensor 50 (e.g., a GPS sensor) and information acquired by the GNSS receiver 81. The acquisition unit 302 also acquires the occupant's operations on the HMI 40 and the navigation HMI 82. These operations may include, for example, whether or not an operation was performed on the first operation unit 46, the specification of the driving control performed on the second operation unit 48, or information about the destination entered via the navigation HMI 82. The acquisition unit 302 may also acquire images of the occupant taken by the driver monitor camera 60.

[0051] The determination unit 304 determines the position of vehicle M based on information acquired by, for example, the acquisition unit 302. For example, the determination unit 304 determines whether the position of vehicle M based on GPS or GNSS satisfies predetermined conditions. The predetermined conditions may be, for example, whether the position of vehicle M belongs to the startable area of ​​the first mode. In this case, the switching control unit 300 may have information relating to the startable area stored in advance in a storage device (not shown), and the determination unit 304 may perform the above determination based on this information. However, the predetermined conditions can be changed as appropriate.

[0052] The mode determination unit 306 determines the driving control mode to be implemented by the first control device 100 and / or the second control device 200, based on information acquired by the acquisition unit 302, for example, and the determination result by the determination unit 304.

[0053] In other words, the mode determination unit 306 changes the driving control mode to be executed when driving control is activated by an operation of the first operation unit 46, according to the determination result of the vehicle M position determination by the determination unit 304. As a result, even if the number of first operation units 46 (in other words, the number of operators included in the first operation unit 46) is less than the number of driving control modes, it is possible to change which of the multiple driving control modes to activate in response to the same operation, according to the vehicle M position, etc. Therefore, the number of first operation units 46 can be reduced, and an appropriate driving control mode according to the vehicle M position (scene) can be activated.

[0054] The mode determination unit 306 executes (starts) the first mode by operation on the first operation unit 46 if, for example, a destination for vehicle M is set and the position of vehicle M satisfies predetermined conditions. The mode determination unit 306 executes (starts) the second mode by operation on the first operation unit 46 if, for example, a destination for vehicle M is set and the position of vehicle M does not satisfy predetermined conditions. The mode determination unit 306 executes (starts) the third mode regardless of the position of vehicle M if, for example, no destination is set for vehicle M. This makes it possible to adjust the activation priority between driving control toward a destination and driving control performed without considering the destination when the range in which driving control toward a destination can be executed (activatable range) is limited. Furthermore, when a destination is set, by using the first and second modes interchangeably, it is possible to prevent the system from executing the third mode, which has a higher level of support, without considering the destination, even though a destination is set, thus preventing the occupant from mistakenly believing that control toward the destination has been activated. Also, when no destination is set, the third mode is always executed regardless of the position of vehicle M, providing driving control that is easy for the occupant to understand. Furthermore, to prevent the misunderstanding that the vehicle's driving control system has been activated when no destination is set, activating the third mode, which has a higher level of automation than the second mode, provides driving control that reduces the burden on the occupants even more than the second mode.

[0055] The mode determination unit 306 outputs the determined driving control mode to the first control device 100 and / or the second control device 200. For example, if the mode determination unit 306 determines the first mode or the third mode, it outputs the determined driving control mode to the first control device 100, and if it determines the second mode, it outputs the determined driving control mode to the second control device 200. If an operation is being performed on the second operation unit 48, the mode determination unit 306 may output the content of the occupant's operation on the second operation unit 48 to the first control device 100 and / or the second control device 200.

[0056] Furthermore, the mode determination unit 306 may change to a driving control mode with more demanding tasks if the driver does not perform the tasks related to the determined driving control mode. For example, if, during the execution of the first or third mode, the occupant is in a position where they cannot switch to manual driving in response to a request from the system (for example, if they continue to look away from the vehicle outside the permissible area, or if signs of difficulty in driving are detected), the mode determination unit 306 may prompt the occupant to switch to manual driving via the HMI 40. Also, if the mode determination unit 306 prompts the occupant to switch to manual driving via the HMI 40, but the occupant does not respond after a predetermined time has elapsed, or if it is estimated that the occupant is not in a state to perform manual driving, the mode determination unit 306 may perform control such as gradually decelerating the vehicle M while moving it towards a target position (for example, the shoulder of the road) and stopping automatic driving. After stopping automatic driving, the vehicle M enters a manual driving state, and the occupant can start the vehicle M by manual operation.

[0057] [First control device] Returning to Figure 1, the first control device 100 includes, for example, a first recognition unit 120, a first control unit 140, a first vehicle control unit 160, and a storage unit 180. The first recognition unit 120, the first control unit 140, and the first vehicle control unit 160 are each realized by a hardware processor such as a CPU executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as LSIs, ASICs, FPGAs, GPUs, or SOCs, or by the cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device with a non-transient storage medium) such as the HDD or flash memory of the first control device 100, or it may be stored in a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the first control device 100 when the storage medium (non-transient storage medium) is mounted on a drive device.

[0058] The storage unit 180 may be implemented by the various storage devices described above, or by EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory), etc. The storage unit 180 stores, for example, decision condition information 182, various information in the embodiment, programs, etc. The decision condition information 182 includes, for example, information regarding the conditions for determining which of the multiple route candidates (path candidates) in the direction of travel of the vehicle M is the route. The storage unit 180 may also store map information (for example, first map information 84 and second map information 92).

[0059] The first recognition unit 120 implements, for example, functions using AI (Artificial Intelligence) and functions using a pre-defined model in parallel. For example, the function of "recognizing intersections" may be implemented by performing intersection recognition using deep learning, etc., and recognition based on pre-defined conditions (such as pattern-matchable signals and road markings) in parallel, and then scoring both and evaluating them comprehensively.

[0060] The first recognition unit 120 performs sensor fusion processing on the detection results from some or all of the cameras 10 and the LIDAR unit 20 to recognize the surrounding conditions of the vehicle M. The first recognition unit 120 may further perform sensor fusion processing using the detection results from the camera 310 or the radar device 320.

[0061] For example, the first recognition unit 120 recognizes the position (relative position to vehicle M), speed (relative speed to vehicle M), acceleration, and other states of objects (e.g., other vehicles, pedestrians, etc.) located around vehicle M (within a predetermined distance from vehicle M). The position of an object is recognized as a position on an absolute coordinate system with a representative point of vehicle M (e.g., center of gravity or drive axis center) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or it may be represented by a region. The "state" of an object may include the object's acceleration, jerk, or "action state" (e.g., whether or not it is changing lanes or attempting to change lanes). The first recognition unit 120 may also recognize stop lines, obstacles, red lights, toll booths, and other road events.

[0062] Furthermore, the first recognition unit 120 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). Here, the first recognition unit 120 recognizes, for example, the left and right lane markings relative to the vehicle M (as seen from the vehicle M) from the image captured by the camera 10 (hereinafter referred to as the camera image), and recognizes the driving lane based on the positions of the recognized lane markings. For example, the first recognition unit 120 analyzes the camera image, extracts edge points in the image where the brightness difference between adjacent pixels is large, and connects the edge points to recognize the lane markings in the image plane. The first recognition unit 120 also converts the positions of the lane markings relative to the position of the representative point of the vehicle M into a vehicle coordinate system, and recognizes the lane demarcated by the left and right lane markings closest to the vehicle M as the driving lane. The first recognition unit 120 may also recognize adjacent lanes adjacent to the driving lane based on the recognized lane markings. Furthermore, the first recognition unit 120 may recognize the driving lane not only by lane markings, but also by recognizing landmarks (road boundaries, road boundaries) that can identify the lane position, including road shoulders, curbs, median strips, guardrails, fences, walls, etc., based on the analysis results of the camera image.

[0063] Furthermore, the first recognition unit 120 may, for example, refer to map information (e.g., second map information 92) based on the position of vehicle M detected by vehicle sensor 50 or GNSS receiver 81, and recognize the lanes around vehicle M, including the lane in which vehicle M is traveling. The first recognition unit 120 may also recognize lane markings that demarcate the driving lane, and may recognize adjacent lanes adjacent to the driving lane, and lane markings that demarcate adjacent lanes. The first recognition unit 120 may also recognize the center lines (lane center lines) of the driving lane and adjacent lanes from the map information. Furthermore, the first recognition unit 120 may recognize the lanes and lane markings around vehicle M by combining lane and lane marking information obtained from camera images with lane and lane marking information obtained from map information.

[0064] Furthermore, when recognizing a driving lane, the first recognition unit 120 may also recognize the position and orientation of the vehicle M relative to the driving lane. For example, the first recognition unit 120 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle the vehicle M makes with respect to a line connecting the centers of the lanes in the direction of travel, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the first recognition unit 120 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road marking or road boundary), etc., as the relative position of the vehicle M relative to the driving lane.

[0065] The first recognition unit 120 may also recognize the road shape in the direction of travel of the vehicle M (for example, a straight road, a curved road, an intersection, etc.) and whether or not there are road shapes with multiple route candidates within a predetermined distance in the direction of travel. The first recognition unit 120 may also recognize the type of road around the vehicle M by referring to map information. Road types include, for example, expressways, expressway connecting roads, major trunk roads, secondary trunk roads, tertiary trunk roads, residential roads, and other general roads.

[0066] The first control unit 140 performs control to support the occupant's (driver's) driving based on the recognition results from the first recognition unit 120 and information output from the switching control unit 300 (for example, information on the driving control mode). Figure 3 is a functional configuration diagram of the first control unit 140. The first control unit 140 includes, for example, an action plan generation unit 141 and a decision unit 142.

[0067] The action plan generation unit 141, in principle, drives in the recommended lane determined by the recommended lane determination unit 91, and further generates a target trajectory for the vehicle M to travel in the future, automatically (without driver operation) in accordance with the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is represented as a sequence of points (trajectory points) that the vehicle M should reach. The trajectory points are points that the vehicle M should reach at predetermined travel distances (e.g., a few meters) along the road, and separately, target speed and target acceleration at predetermined sampling times (e.g., a few tenths of a second) are generated as part of the target trajectory. Alternatively, the trajectory points may be the positions that the vehicle M should reach at each sampling time. In this case, the target speed and target acceleration information is represented by the intervals between trajectory points.

[0068] The action plan generation unit 141 may set autonomous driving events (functions) when generating a target trajectory. Autonomous driving events include constant speed driving events, low-speed follow driving events, lane change events, branching events, merging events, takeover events, etc. The action plan generation unit 141 generates a target trajectory according to the activated event. The action plan generation unit 141 also generates a target trajectory so that driving control corresponding to the content determined by the mode determination unit 306 (i.e., driving control based on the first mode or the third mode) can be executed.

[0069] The determination unit 142 includes, for example, a determination mode acquisition unit 143, a route calculation unit 144, and a processing unit 145. The determination mode acquisition unit 143 acquires information on the driving control mode determined by the mode determination unit 306.

[0070] The route calculation unit 144 calculates the route for vehicle M according to the vehicle's status, based on the driving control mode acquired by the determination mode acquisition unit 143. For example, in the first mode (navigation driving mode), the route calculation unit 144 calculates a route that will take vehicle M towards its destination. In the third mode (following the road driving mode), the route calculation unit 144 calculates a route for each point with multiple route candidates such that vehicle M proceeds to the road determined based on a predetermined priority order among the multiple route candidates.

[0071] Priority is determined, for example, based on determination condition information 182 stored in the memory unit 180. The determination condition information 182 may include, for example, information regarding priority based on road standards. However, the content of the determination condition information 182 can be changed as appropriate, and may include, for example, information regarding road width, or information regarding road rank based on a comparison between the road on which vehicle M travels when entering the point (hereinafter referred to as the "entry road") and the intersecting road. Below, as an example, the case in which the determination condition information 182 is information regarding priority based on road standards will be described.

[0072] Figure 4 shows an example of decision condition information 182. The decision condition information 182 shown in Figure 4 is associated with, for example, priority, priority type, and road type. The road type is information related to road standards and is information that can be obtained from map information (first map information 84, second map information 92), for example. In the example in Figure 4, priorities 1 to 7 are assigned in descending order of priority, with "expressway" as the road type for priority 1, "expressway connecting road" for priority 2, "major trunk road" for priority 3, "secondary trunk road" for priority 4, "tertiary trunk road" for priority 5, "residential road" for priority 6, and "other general road" for priority 7. Note that the number of priorities and the road types assigned to each priority in the embodiment are not limited to the example in Figure 4.

[0073] In the third mode (following the road mode), the route calculation unit 144 may calculate a route such that vehicle M proceeds along the road with the highest priority (i.e., priority) among multiple route candidates. For example, if at a certain point there are roads with priority types "priority 2", "priority 3", and "priority 6", the route calculation unit 144 may calculate a route such that vehicle M proceeds along the road with priority "2".

[0074] Furthermore, in the third mode (following the road mode), the route calculation unit 144 may select the straight road as the route even if the intersecting road has a higher priority than the straight road, if the priority (priority) of the road that proceeds straight from the entry road (i.e., the road that continues from the entry road; hereinafter referred to as the straight road) is equal to or greater than a predetermined value. This prevents a situation where a right or left turn occurs every time an intersecting road is encountered. Therefore, it is possible to reduce discomfort for the occupants of vehicle M and prevent vehicle M from traveling on a higher-priority road (such as a highway) that the occupants did not intend.

[0075] Returning to Figure 3, the processing unit 145 performs various processes based on the route calculated by the route calculation unit 144. For example, the processing unit 145 causes the first control unit 140 to generate a target trajectory for driving vehicle M along the route calculated by the route calculation unit 144.

[0076] The first control unit 140 generates a target trajectory for driving the vehicle M based on the information determined by the decision unit 142 and the recognition results of the first recognition unit 120.

[0077] Returning to Figure 1, the first vehicle control unit 160 controls the driving force output device 400, the braking device 410, and the steering device 420 so that the vehicle M passes through the target trajectory generated by the action plan generation unit 141 at the scheduled time.

[0078] [Second control device] The second control device 200 includes, for example, a second recognition unit 210, a second control unit 220, and a second vehicle control unit 230. The second recognition unit 210, the second control unit 220, and the second vehicle control unit 230 are realized, for example, by a hardware processor such as a CPU executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI, ASIC, FPGA, GPU, or SOC, or by the cooperation of software and hardware. The program may be stored in advance in a device such as the HDD or flash memory of the second control device 200 (a storage device with a non-transient storage medium), or it may be stored in a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the second control device 200 when the storage medium (non-transient storage medium) is mounted on a drive device.

[0079] The second recognition unit 210 performs sensor fusion processing on the detection results from some or all of the camera 310 and radar device 320 to recognize the surrounding conditions of the vehicle M. For example, the second recognition unit 210 recognizes the position, type, speed, etc., of objects present around the vehicle M (within a predetermined distance) from the results of the sensor fusion processing. The second recognition unit 210 may have the same functions as the first recognition unit 120, for example. The second recognition unit 210 may utilize the detection results from the camera 10 or the LIDAR unit 20 for sensor fusion processing. The second recognition unit 210 may be omitted, and the processing results of the first recognition unit 120 described above may be used.

[0080] The second control unit 220 performs control to support the occupant's (driver's) driving based on the recognition results from the second recognition unit 210. When the mode determination unit 306 determines that the driving control mode is the second mode, the second control unit 220 performs driving control of the vehicle M based on the second mode. For example, the second control unit 220 performs ADAS functions in response to operations performed by the occupant on the second operation unit 48. For example, the second control unit 220 performs ADAS functions by generating a target trajectory that the vehicle M will travel in the future based on the vehicle M's driving state (vehicle M's position and speed) and surrounding conditions (road conditions, position of surrounding objects, etc.).

[0081] The second vehicle control unit 230 acquires, for example, information on the target trajectory (trajectory point) generated by the second control unit 220 and stores it in memory (not shown). Based on the velocity elements associated with the target trajectory stored in memory, the second vehicle control unit 230 controls the driving force output device 400 and the braking device 410. The second vehicle control unit 230 controls the steering device 420 according to the curvature of the target trajectory stored in memory. The processing of the second vehicle control unit 230 is realized, for example, by a combination of feedforward control and feedback control. As an example, the second vehicle control unit 230 performs a combination of feedforward control according to the curvature of the road in front of the vehicle M and feedback control based on the deviation from the target trajectory.

[0082] [Regarding the driving scenes] Here, we will specifically describe the road conditions (driving scenes) under which the first, second, and third modes described above are executed. Figure 5 is a diagram illustrating driving scenes in which the first, second, and third modes can be executed (activated). In the example in Figure 5, the first driving scene SN1 and the second driving scene SN2 are shown. In addition, in the example in Figure 5, an example of driving control for vehicle M1 traveling in the first driving scene SN1 and an example of driving control for vehicle M2 traveling in the second driving scene SN2 are shown, including the driving trajectories of vehicles M1 and M2. Furthermore, in the example in Figure 5, the road in the first driving scene SN1 is a general road in an urban area (for example, a main road), and the road in the second driving scene SN2 is a highway, but the road conditions are not limited to these. For example, in the connecting section between the first driving scene SN1 and the second driving scene SN2, the first driving scene SN1 may include a highway. Furthermore, roads other than the first driving scene SN1 and the second driving scene SN2 may be narrow streets, for example, but this is not particularly limited. The switching control unit 300 distinguishes between the activatable area (executable area) for the first mode, the activatable area (executable area) for the second mode, and the activatable area (executable area) for the third mode, based on the road conditions on which the vehicle M is traveling, as shown in Figure 5.

[0083] In the example in Figure 5, both the first driving scene SN1 and the second driving scene SN2 are areas (scenes) where all three modes—the first, second, and third—are executable (activatable). On the other hand, roads other than the first driving scene SN1 and the second driving scene SN2 are areas (scenes) where the first mode is not executable (activatable), but the second and third modes are executable (activatable). In other words, in the example in Figure 5, the area where the first mode is executable is the first driving scene SN1 and the second driving scene SN2. That is, the area where the first mode is executable is narrower than the area where the second mode is executable, and also narrower than the area where the third mode is executable. For each of the first, second, and third modes, the executable area may be determined by the vehicle system 1 (e.g., the determination unit 304, etc.) based on map information (e.g., the first map information 84 and the second map information 92).

[0084] [Processing flow] The following describes the processes performed by the vehicle system 1 of this embodiment. Figure 6 is a flowchart showing an example of the flow of processes performed by the vehicle system 1. In the following description, the processes performed by the vehicle system 1 will mainly focus on the process in which the occupant activates (executes) the driving control by operating the first control unit 46. Furthermore, it will be assumed that at the start of the process, no driving control based on the first mode, second mode, or third mode is being executed.

[0085] In the example shown in Figure 6, the acquisition unit 302 acquires the operation of the first operation unit 46 by the occupant of the vehicle M (step S102). After one operation of the first operation unit 46 has been acquired, the mode determination unit 306 determines whether or not a destination has been set for the vehicle M (step S104). If it is determined that no destination has been set for the vehicle M (step S104; NO), the mode determination unit 306 determines the third mode and executes (starts) the third mode (step S106). This completes the processing of this flowchart.

[0086] If it is determined that a destination has been set for vehicle M (step S104; YES), the acquisition unit 302 acquires the position of vehicle M (step S108). Next, the determination unit 304 determines whether the position of vehicle M belongs to the activatable area of ​​the first mode (step S110). If it is determined that the position of vehicle M belongs to the activatable area of ​​the first mode (step S110; YES), the mode determination unit 306 determines the first mode and executes (starts) the first mode (step S112). If it is determined that the position of vehicle M does not belong to the activatable area of ​​the first mode (step S112; NO), the mode determination unit 306 determines the second mode and executes (starts) the second mode (step S114). The processing of this flowchart is completed when the processing in step S112 or step S114 is performed.

[0087] According to the above-described embodiment, the driving control device (first control device 100, second control device 200, switching control unit 300, HMI 40, driver operator 70, navigation device 80, MPU 90) includes a driving control unit (first control device 100, second control device 200, mode determination unit 306) capable of executing multiple driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode, an activation operation unit (first operation unit 46) that activates driving control by the driving control unit, and a determination unit 304 that determines the position of the vehicle M. The driving control unit changes the driving control mode to be executed when driving control is activated by an operation on the activation operation unit, according to the determination result of the determination unit 304. This makes it possible to easily activate an effective driving control mode according to the scene. And, in turn, it can contribute to the development of a sustainable transportation system.

[0088] The embodiments described above can be expressed as follows. A storage medium that stores computer-readable instructions, A processor connected to the storage medium, The processor executes the computer-readable instructions to: By operating the startup control unit, the vehicle's driving control is activated based on one of a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode. In activating the aforementioned driving control, Determine the position of the vehicle, The driving control mode executed when the driving control is activated by an operation on the aforementioned activation unit is changed according to the result of the position determination. Driving control device.

[0089] [Differentiation] If the first operation unit 46 is operated multiple times, the driving control unit may execute a driving control mode from among the multiple driving control modes that is different from the driving control mode executed before the first operation unit 46 was operated multiple times. In this case, the first operation unit 46 also performs the function of accepting occupant input to switch driving control modes. For example, the transition order of multiple driving control modes may be set in advance. If the first operation unit 46 is operated only once, the driving control mode to be activated is determined as in the above embodiment, and if the first operation unit 46 is operated multiple times, the driving control modes to be activated thereafter may be determined based on the above transition order, starting from the driving control mode activated when the first operation unit 46 is operated only once. For example, if the multiple driving control modes include only the first mode and the second mode, and the vehicle M belongs to the range in which the first mode can be activated, if the first operation unit 46 is operated once, the first mode may be activated, and if the first operation unit 46 is operated twice, a second mode different from the first mode currently being executed may be activated. As a result, even driving control modes that have been given lower priority based on the position of vehicle M can be activated by operating the first operation unit 46 multiple times.

[0090] Furthermore, the vehicle occupant of the vehicle M may be able to set, for example, via the HMI 40, which of the multiple driving control modes to prioritize (for example, whether to prioritize the first mode or the second mode). Also, if such a setting is made by the occupant of the vehicle M, the vehicle system 1 may prioritize the driving control mode set by the occupant, regardless of the determination result by the determination unit 304. This allows the occupant's settings (customization) to be prioritized.

[0091] Furthermore, the driving control unit may be able to add executable driving control modes through updates, for example, via a communication device 30. If executable driving control modes are added through such an update, the driving control unit may prioritize executing the added driving control modes. This allows for the prioritization of the activation of the latest functions, enabling the selection and activation of a higher-performance driving control mode, or allowing the occupants to experience the latest functions first.

[0092] Furthermore, in the above embodiment, it was determined whether the position of vehicle M, obtained using GPS or GNSS, falls within the range where the first mode can be activated. However, the determination of the position of vehicle M is not limited to this. For example, the determination may be made based on the speed limit of the road on which vehicle M is traveling. More specifically, for example, the size of the road (road width, road standards, etc.) may be estimated according to the speed limit of the road on which vehicle M is traveling, and it may be determined whether the first mode can be executed. The speed limit may be obtained, for example, from map information (first map information 84, second map information 92), or by image recognition of signs. Alternatively, the determination may be made based on the number of lanes and width of the road on which vehicle M is traveling. More specifically, for example, the size of the road (road width, road standards, etc.) may be estimated according to the number of lanes and width of the road on which vehicle M is traveling, and it may be determined whether the first mode can be executed. The number of lanes and width may be obtained, for example, from map information, or by image recognition of the road. These determination conditions are examples of "predetermined conditions" used by the determination unit 304 to determine the position of vehicle M.

[0093] Furthermore, in the above-described embodiment, the third mode was executed when no destination was set for vehicle M, but this is not limited to that. When no destination is set for vehicle M, the driving control unit may execute the second mode regardless of the position of vehicle M. When no destination is set, there is no need to execute driving control according to the destination (first mode), and with this configuration, the second mode can always be prioritized regardless of the position of vehicle M.

[0094] Furthermore, although the third mode was described as a road-following driving mode in the above-described embodiment, the second mode may also be a road-following driving mode. The specific details of the second mode can be changed as appropriate, as long as it is a mode with a lower level of automation than the first mode. Similarly, the specific details of the third mode can be changed as appropriate, as long as it is a mode with a lower level of automation than the first mode and a higher level of automation than the second mode. In the above-described embodiment, the third mode requires the occupant to grip the steering wheel 72 and monitor the surroundings of the vehicle M, while these tasks are not required of the occupant in the first mode; therefore, the third mode can be said to be a mode with a lower level of automation than the first mode.

[0095] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of Symbols]

[0096] 1...Vehicle system, 10, 310...Camera, 20...LIDAR unit, 30...Communication device, 40...HMI, 42...Display unit, 44...Speaker, 46...First operation unit, 48...Second operation unit, 50...Vehicle sensor, 60...Driver monitor camera, 70...Driver control unit, 72...Steering wheel, 74...Steering grip sensor, 78...Power supply unit, 80...Navigation device, 90...MPU, 100...First control unit, 120...First recognition unit, 140...First control unit 141...Action plan generation unit, 142...Decision unit, 143...Decision mode acquisition unit, 144...Route calculation unit, 145...Processing unit, 160...First vehicle control unit, 180...Storage unit, 182...Decision condition information, 200...Second control device, 210...Second recognition unit, 220...Second control unit, 230...Second vehicle control unit, 300...Switching control unit, 302...Acquisition unit, 304...Determination unit, 306...Mode determination unit, 400...Driving force output device, 410...Brake device, 420...Steering device

Claims

1. A driving control unit capable of executing multiple driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode, for controlling the driving of a vehicle. A start operation unit that activates the driving control by the aforementioned driving control unit, The system includes a determination unit for determining the position of the vehicle, The driving control unit changes the driving control mode that is executed when the driving control is activated by an operation on the starting operation unit, according to the determination result of the determination unit. Driving control device.

2. If the startup operation unit is operated multiple times, the driving control unit shall execute a driving control mode from among the multiple driving control modes that is different from the driving control mode that was executed before the startup operation unit was operated multiple times. The driving control device according to claim 1.

3. If the occupant of the vehicle has set which of the first mode and the second mode to prioritize, the driving control unit shall, regardless of the determination result, prioritize the driving control mode set by the occupant. The driving control device according to claim 1.

4. If an update adds a new driving control mode that the driving control unit can execute, the driving control unit will prioritize executing the newly added driving control mode. The driving control device according to claim 1.

5. The first mode is a mode that performs driving control toward the destination, The second mode described above is a mode in which driving control is performed without considering the destination. When a destination is set for the vehicle, the driving control unit shall If the position satisfies predetermined conditions, the first mode is executed by operating the activation operation unit. If the position does not satisfy the predetermined conditions, the second mode is executed by operating the activation unit. The driving control device according to claim 1.

6. When no destination is set for the vehicle, the driving control unit executes the second mode regardless of the position. The driving control device according to claim 5.

7. The first mode is a mode that performs driving control toward the destination, The second mode described above is a mode in which driving control is performed without considering the destination. The plurality of driving control modes further include a third mode which has a lower level of automation than the first mode, a higher level of automation than the second mode, and performs driving control without considering the destination. The aforementioned driving control unit, When the destination of the vehicle is set, if the position satisfies predetermined conditions, the first mode is executed by operating the start operation unit. When the destination of the vehicle is set, if the position does not satisfy the predetermined conditions, the second mode is executed by operating the start operation unit. When the vehicle has not set a destination, the third mode is executed. The driving control device according to claim 1.

8. The first mode is a mode that performs driving control toward the destination, The second mode described above is a mode in which driving control is performed without considering the destination. The aforementioned multiple driving control modes further include a third mode which has a higher level of automation than the second mode and performs driving control without considering the destination. The third mode is a mode in which, when the vehicle approaches a point where multiple route candidates exist, driving control is performed along a route calculated so that the vehicle proceeds to the road determined based on a predetermined priority order among the multiple route candidates. The aforementioned driving control unit, When the destination of the vehicle is set, if the position satisfies predetermined conditions, the first mode is executed by operating the start operation unit. When the destination of the vehicle is set, if the position does not satisfy the predetermined conditions, the second mode is executed by operating the start operation unit. When the vehicle has not set a destination, the third mode is executed. The driving control device according to claim 1.

9. The first mode is a mode in which the occupants of the vehicle are not required to grip the steering wheel, The second mode is a mode in which the occupants of the vehicle are required to grip the steering wheel. The driving control device according to claim 1.

10. Computers By operating the startup control unit, the vehicle's driving control is activated based on one of a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode. In activating the aforementioned driving control, Determine the position of the vehicle, The driving control mode executed when the driving control is activated by an operation on the aforementioned activation unit is changed according to the result of the position determination. A method for controlling vehicle movement.

11. On the computer, By operating the startup control unit, the vehicle's driving control is activated based on one of a plurality of driving control modes, including a first mode and a second mode that performs driving control with a lower level of automation than the first mode. In activating the aforementioned driving control, Determine the position of the aforementioned vehicle, The driving control mode executed when the driving control is activated by an operation on the aforementioned activation unit is changed according to the result of the position determination. program.

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