Vehicle Control Systems

Abstract

To provide an appropriate intervention determination for each automatic operation mode.SOLUTION: A vehicle control system performs an automatic operation by switching over a plurality of automatic operation modes. The plurality of automatic operation modes include a first automatic operation mode that requires no human driving operation, and a second automatic operation mode requiring human operation or monitoring on an as-required basis. In the first automatic operation mode, the vehicle control system determines that there has been human intervention in a case where an operation state of an operation member that allows human to operation satisfies a first condition. In the second automatic operation mode, the vehicle control system determines that there has been human intervention in a case where an operation state of the operation member satisfies a second condition. The first condition is harder to be established than the second condition.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle that performs autonomous driving by switching between multiple autonomous driving modes. [Background technology]

[0002] Patent Document 1 discloses a vehicle driving control device having an automatic driving control function. When a steering torque detected by a torque sensor exceeds a threshold, the vehicle driving control device stops automatic driving control. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4435519 Summary of the Invention [Problem to be solved by the invention]

[0004] Consider a vehicle that can switch between multiple autonomous driving modes. In one autonomous driving mode, it may be desirable to make it easier for the vehicle to accept human intervention. Conversely, in another autonomous driving mode, it may be desirable to make it harder for the vehicle to accept human intervention in order to prevent unintended intervention due to erroneous operation, etc.

[0005] One object of the present disclosure is to provide a technology that can make appropriate intervention decisions for each autonomous driving mode. [Means for solving the problem]

[0006] The first aspect relates to a vehicle control system that controls a vehicle. The vehicle control system includes one or more processors that perform autonomous driving by switching between multiple autonomous driving modes. The multiple autonomous driving modes include a first autonomous driving mode that does not require human operation of the vehicle, and a second autonomous driving mode that requires human operation or monitoring as necessary. In the first autonomous driving mode, the one or more processors determine that human intervention has occurred when an operation state of an operating member that can be operated by a human satisfies a first condition. In the second automatic driving mode, the one or more processors determine that human intervention has occurred when the operation state of the operating member satisfies a second condition. The first condition is less likely to be met than the second condition.

[0007] The second aspect includes the first aspect, further including the following features. The first condition includes that the operation amount or operation time of the operating member exceeds a first threshold value. The second condition includes that the operation amount or operation time of the operating member exceeds a second threshold value. The first threshold is greater than the second threshold.

[0008] The third aspect includes the first aspect, further including the following features. The operating member is a steering wheel, a brake pedal, or an accelerator pedal.

[0009] A fourth aspect of the present invention is any one of the first to third aspects, further including the following features. If human intervention is determined to have occurred in the first autonomous driving mode, the one or more processors initiate a fail operation. If it is determined that human intervention has occurred in the second autonomous driving mode, the one or more processors terminate the autonomous driving.

[0010] The fifth aspect includes the fourth aspect, further including the following features. When the operating member is a steering wheel, the fail operation is to move the vehicle to a predetermined position. When the operating member is a brake pedal, the fail operation is to stop the vehicle. Effect of the Invention

[0011] According to the present disclosure, in the first automated driving mode, which does not require human operation, human intervention is less likely to be accepted. This suppresses unintended intervention due to erroneous operation of an operating member, etc. On the other hand, in the second automated driving mode, which assumes the presence of a driver or operator, human intervention is more likely to be accepted. This is preferable from the viewpoint of safety of the second automated driving mode. [Brief description of the drawings]

[0012] [Figure 1] 1 is a conceptual diagram for explaining an overview of a vehicle control system according to an embodiment; [Diagram 2] 1 is a block diagram showing an example of the configuration of a vehicle control system according to an embodiment; [Diagram 3] FIG. 2 is a conceptual diagram for explaining a first example of a functional configuration related to intervention determination in the embodiment. [Figure 4] FIG. 13 is a conceptual diagram for explaining a second example of a functional configuration related to intervention determination in the embodiment. [Diagram 5] FIG. 13 is a conceptual diagram for explaining a third example of a functional configuration related to intervention determination in the embodiment. [Figure 6] FIG. 13 is a conceptual diagram for explaining a fourth example of a functional configuration related to intervention determination in the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] 1. Overview 1 is a conceptual diagram for explaining an overview of a vehicle control system 10 according to the present embodiment. The vehicle control system 10 controls a vehicle 1. Typically, the vehicle control system 10 is mounted on the vehicle 1. Alternatively, at least a part of the vehicle control system 10 may be disposed in an external device and control the vehicle 1 remotely.

[0014] The vehicle control system 10 controls the automatic driving of the vehicle 1. Here, automatic driving means that at least one of steering, acceleration, and deceleration of the vehicle 1 is performed automatically independent of the driver's operation. In particular, the vehicle control system 10 according to the present embodiment is configured to be able to perform automatic driving by switching between a plurality of automatic driving modes. The plurality of automatic driving modes include at least a "first automatic driving mode" and a "second automatic driving mode".

[0015] The first autonomous driving mode does not require driving operations by a human (driver, operator). In the first autonomous driving mode, the vehicle control system 10 executes all dynamic driving tasks. Even if it is difficult to continue autonomous driving, the vehicle control system 10 performs safety control by itself without requiring human intervention. It can be said that the first autonomous driving mode is a mode that realizes so-called level 4 or higher autonomous driving.

[0016] On the other hand, the second autonomous driving mode requires operation by a human (driver, operator) as necessary. For example, if it is difficult to continue autonomous driving, the vehicle control system 10 issues a transition demand to request a human to start driving operations. The second autonomous driving mode may also require a human to monitor the surroundings of the vehicle 1 as necessary. It can be said that the second autonomous driving mode is a mode that realizes so-called level 3 or lower autonomous driving.

[0017] Moreover, the vehicle control system 10 is configured to be able to accept human intervention at least in the second automatic driving mode. To this end, the vehicle control system 10 includes an operation member 20 that can be operated by a human. For example, the human is an occupant (driver, operator) of the vehicle 1. As another example, the human may be an operator (remote operator) who remotely operates the vehicle 1. When the human is an occupant of the vehicle 1, the operation member 20 is mounted on the vehicle 1. When the human is a remote operator, the operation member 20 is provided on a remote operator terminal. Examples of the operation member 20 include a steering wheel, an accelerator pedal, a brake pedal, a joystick, a button (e.g., a deceleration button, a stop button, a start button, etc.), a switch, a lever, etc.

[0018] When a human wants to intervene in the autonomous driving, the human operates the operating member 20. The operation of the operating member 20 performed by the human to intervene in the autonomous driving is hereinafter referred to as an "intervention operation." For example, the intervention operation may be turning the steering wheel. As another example, the intervention operation may be depressing the accelerator pedal. As yet another example, the intervention operation may be depressing the brake pedal. As yet another example, the intervention operation may be pressing a button.

[0019] When the intervention operation, that is, the operation state of the operation member 20, satisfies a predetermined condition, the vehicle control system 10 determines that human intervention has occurred. Here, it is not necessarily preferable to use the same predetermined condition among a plurality of automatic driving modes. For example, in the second automatic driving mode, which assumes the presence of a driver or operator, it is desirable to make it easier to accept human intervention in order to ensure safety. On the other hand, the first automatic driving mode does not assume the presence of a driver or operator in principle. During such a first automatic driving mode, if a person unrelated to the vehicle operation erroneously operates the operation member 20, it will be erroneously determined that human intervention has occurred. Such unintended intervention is undesirable from the viewpoint of the continuity of automatic driving. Therefore, in the first automatic driving mode, it is desirable to make it difficult to accept human intervention in order to suppress unintended intervention due to erroneous operation of the operation member 20, etc.

[0020] Therefore, this embodiment provides a technique that can make appropriate intervention decisions for each autonomous driving mode.

[0021] In the first automatic driving mode, the vehicle control system 10 determines that human intervention has occurred when the operation state of the operating member 20 satisfies a "first condition." On the other hand, in the second automatic driving mode, the vehicle control system 10 determines that human intervention has occurred when the operation state of the operating member 20 satisfies a "second condition." The first condition and the second condition are different, not the same. More specifically, the first condition is set to be less likely to be met than the second condition. Conversely, the second condition is set to be more likely to be met than the first condition.

[0022] For example, the first condition includes that the operation amount or operation time of the operating member 20 exceeds a first threshold. On the other hand, the second condition includes that the operation amount or operation time of the operating member 20 exceeds a second threshold. The first threshold is set to be larger than the second threshold. As a result, the first condition is less likely to be met than the second condition. Conversely, the second threshold is set to be smaller than the first threshold. As a result, the second condition is more likely to be met than the first condition.

[0023] As described above, in the first automatic driving mode, which does not require human operation, human intervention is less likely to be accepted. Therefore, unintended intervention due to erroneous operation of the operating member 20 is suppressed. On the other hand, in the second automatic driving mode, which assumes the presence of a driver or operator, human intervention is more likely to be accepted. This is preferable from the viewpoint of safety of the second automatic driving mode.

[0024] It is not necessary to completely eliminate human intervention in the first autonomous driving mode. From the perspective of safety in the first autonomous driving mode, it is preferable to have room for human intervention even in the first autonomous driving mode.

[0025] When it is determined that human intervention has occurred in the first automatic driving mode, the vehicle control system 10 initiates a fail operation. For example, the fail operation includes moving the vehicle 1 to a predetermined safe position such as a road shoulder. In this case, the vehicle control system 10 performs steering and deceleration operations to drive the vehicle 1 to the predetermined safe position and stop it. As another example, the fail operation may include making an emergency stop of the vehicle 1 on the spot.

[0026] If it is determined that there is human intervention (override) in the second automatic driving mode, the vehicle control system 10 ends the automatic driving. In this case, the driver or operator starts manual driving and takes over driving. Alternatively, the vehicle control system 10 may stop the vehicle 1 on the spot and end the automatic driving.

[0027] The operation member 20 may be a steering wheel, an accelerator pedal, or a brake pedal. In this case, compared with the case where the operation member 20 is a button or a switch, a human being can more intuitively perform an intervening operation.

[0028] The vehicle control system 10 according to this embodiment will be described in more detail below.

[0029] 2. Example of vehicle control system configuration 2 is a block diagram showing an example of the configuration of a vehicle control system 10 according to this embodiment. The vehicle control system 10 includes an operating member 20, a sensor group 30, a traveling device 40, and a control device 100.

[0030] As described above, the operating member 20 is a member that can be operated by a human being. The operating member 20 is used for manual driving by a human being. The operating member 20 is also used when a human being intervenes in automatic driving. Examples of the operating member 20 include a steering wheel, an accelerator pedal, a brake pedal, a joystick, a button (e.g., a deceleration button, a stop button, a start button, etc.), a switch, a lever, etc.

[0031] The sensor group 30 includes an operation sensor for detecting the operation state (operation amount and operation speed) of the operating member 20. The operation amount of the steering wheel is at least one of the steering angle and steering torque, which are detected by a steering angle sensor and a steering torque sensor, respectively. The operation amount of the accelerator pedal is the stroke amount of the accelerator pedal detected by an accelerator position sensor. Alternatively, the throttle opening detected by a throttle position sensor may be used as the operation amount of the accelerator pedal. The operation amount of the brake pedal is the stroke amount of the accelerator pedal detected by a brake pedal sensor. Alternatively, the brake pressure (master cylinder pressure) detected by a brake pressure sensor may be used as the operation amount of the brake pedal. The operation speed is calculated from the change over time of the operation amount.

[0032] The sensor group 30 further includes a recognition sensor, a vehicle state sensor, a position sensor, etc. mounted on the vehicle 1. The recognition sensor recognizes (detects) the situation around the vehicle 1. Examples of the recognition sensor include a camera, a LIDAR (Laser Imaging Detection and Ranging), a radar, etc. The vehicle state sensor detects the state of the vehicle 1. The vehicle state sensor includes a speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, etc. The position sensor detects the position and orientation of the vehicle 1. For example, the position sensor includes a GNSS (Global Navigation Satellite System).

[0033] The traveling device 40 includes a steering device, a drive device, and a braking device. The steering device steers the wheels. For example, the steering device includes an electric power steering (EPS) device. The drive device is a power source that generates a driving force. Examples of the drive device include an engine, an electric motor, and an in-wheel motor. The braking device generates a braking force.

[0034] The control device 100 is a computer that controls the vehicle 1. The control device 100 includes one or more processors 101 (hereinafter simply referred to as processor 101) and one or more storage devices 102 (hereinafter simply referred to as storage devices 102). The processor 101 executes various processes. For example, the processor 101 includes a CPU (Central Processing Unit). The storage device 102 stores various information. Examples of the storage device 102 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), and the like.

[0035] The vehicle control program 103 is a computer program for controlling the vehicle 1. The processor 101 executes the vehicle control program 103 to realize the functions of the control device 100. The vehicle control program 103 is stored in the storage device 102. Alternatively, the vehicle control program 103 may be recorded in a computer-readable recording medium.

[0036] The control device 100 acquires driving environment information 200 indicating the driving environment of the vehicle 1. The driving environment information 200 is stored in the storage device 102. The driving environment information 200 includes map information, surrounding situation information, vehicle state information, vehicle position information, and the like.

[0037] The map information includes a general navigation map, and may indicate lane layouts and road shapes.

[0038] The surrounding situation information is information obtained based on a recognition sensor, and indicates the situation around the vehicle 1. For example, the surrounding situation information includes images captured by a camera. As another example, the surrounding situation information may include point cloud information obtained by a LIDAR. The surrounding situation information may include object information related to objects around the vehicle 1. Examples of objects around the vehicle 1 include pedestrians, other vehicles (preceding vehicles, parked vehicles, etc.), white lines, traffic lights, signs, roadside structures, etc. The object information indicates the relative position and relative speed of the object with respect to the vehicle 1.

[0039] The vehicle state information is information detected by a vehicle state sensor, and indicates the traveling state of the vehicle 1. Examples of the traveling state of the vehicle 1 include the vehicle speed, steering angle, acceleration, yaw rate, and the like.

[0040] The vehicle position information is information detected by a position sensor, and indicates the position of the vehicle 1. Furthermore, the control device 100 may acquire highly accurate vehicle position information by a well-known self-position estimation process (Localization) that uses map information and target information.

[0041] The control device 100 also executes vehicle driving control for controlling the driving of the vehicle 1. The vehicle driving control includes steering control, acceleration control, and deceleration control. The control device 100 executes the vehicle driving control by controlling the driving devices 40 (steering device, driving device, braking device).

[0042] Furthermore, the control device 100 performs automatic driving control to control automatic driving of the vehicle 1. For example, the control device 100 generates a driving plan for the vehicle 1 based on the driving environment information 200. Examples of the driving plan include maintaining the current driving lane, changing lanes, turning right or left, and avoiding obstacles. Furthermore, the control device 100 generates a target trajectory required for the vehicle 1 to drive according to the driving plan based on the driving environment information 200. The target trajectory includes a target position and a target speed. Then, the control device 100 performs vehicle driving control so that the vehicle 1 follows the target trajectory.

[0043] The control device 100 can perform autonomous driving by switching between a plurality of autonomous driving modes. The plurality of autonomous driving modes includes at least a first autonomous driving mode and a second autonomous driving mode. The first autonomous driving mode does not require human operation of the vehicle. On the other hand, the second autonomous driving mode requires human operation of the vehicle as necessary.

[0044] A human being may use the operating member 20 to perform an intervening operation in order to intervene in the autonomous driving. During autonomous driving control, the control device 100 determines whether or not there is human intervention. More specifically, the control device 100 acquires information on the operation state (operation amount, operation speed, operation time) of the operating member 20 detected by the sensor group 30 (operation sensor). When the operation state of the operating member 20 satisfies a predetermined condition, the control device 100 determines that there has been human intervention. As described above, according to this embodiment, the predetermined condition is appropriately set for each autonomous driving mode.

[0045] 3. Example of functional configuration related to intervention decision 3-1. First Example 3 is a conceptual diagram for explaining a first example of a functional configuration related to intervention determination. The control device 100 includes an automatic driving control unit 110, a state machine 120, and a driving control unit 140 as functional blocks.

[0046] The automatic driving control unit 110 performs the automatic driving control described above. The automatic driving control unit 110 also has an abnormality detection function that detects an abnormality in the automatic driving control. For example, the automatic driving control unit 110 detects an abnormality (e.g., fixation) in the data output from the sensor group 30. As another example, the automatic driving control unit 110 may have a self-diagnosis function that detects an abnormality in itself. When an abnormality in the automatic driving control is detected, the automatic driving control unit 110 executes a fail operation. Examples of the fail operation include retreating to a predetermined safe position such as a road shoulder, stopping the vehicle 1 on the spot, and the like. Furthermore, the automatic driving control unit 110 may be instructed to execute a fail operation from the state machine 120 described later. The automatic driving control unit 110 generates and outputs control information CON for the automatic driving control including the fail operation.

[0047] The state machine 120 includes an intervention determination unit 121 and a state management unit 124 .

[0048] The intervention determination unit 121 receives manual operation information OPE indicating the operation state of the operation member 20. The intervention determination unit 121 determines whether or not the operation state of the operation member 20 satisfies a predetermined condition based on the manual operation information OPE. If the operation state of the operation member 20 satisfies the predetermined condition, the intervention determination unit 121 determines that there has been human intervention. In other cases, the intervention determination unit 121 determines that there has been no human intervention.

[0049] The predetermined conditions for intervention determination are not uniform but vary depending on the autonomous driving level. More specifically, the predetermined conditions (first conditions) for the first autonomous driving level are less likely to be met than the predetermined conditions (second conditions) for the second autonomous driving level. The intervention determination unit 121 obtains information on the autonomous driving level at which autonomous driving control is being performed, and sets the predetermined conditions depending on the autonomous driving level.

[0050] Furthermore, the intervention determination unit 121 also determines the countermeasure (state transition) to be taken when it is determined that human intervention has occurred. The content of the countermeasure also changes depending on the autonomous driving level. The content of the countermeasure may also change depending on the type of the operation member 20.

[0051] Figure 3 also shows some examples of the conditions for intervention and the content of the response. Here, the first autonomous driving level is "Level 4" and the second autonomous driving level is "Level 2."

[0052] When the operating member 20 is a steering wheel, the following applies. The predetermined condition (second condition) in the case of level 2 is, for example, that the amount of steering wheel operation exceeds a threshold value TA (second threshold value). When this second condition is met, a state transition from an automatic driving state to a manual driving state is determined. On the other hand, the predetermined condition (first condition) in the case of level 4 is, for example, that a state in which the amount of steering wheel operation exceeds a threshold value TB (first threshold value) continues for a predetermined period of time or more. The threshold value TB is greater than the threshold value TA. When this first condition is met, a state transition from a normal automatic driving state to a fail operation is determined. The fail operation in the case of intervention by steering wheel operation is, for example, to move the vehicle 1 to a predetermined safe position such as the shoulder of the road.

[0053] In the case where the operating member 20 is a brake pedal, the following applies. The predetermined condition (second condition) in the case of level 2 is, for example, that the operation amount of the brake pedal exceeds a threshold value TC (second threshold value). When this second condition is established, a state transition from the automatic driving state to the manual driving state is determined. On the other hand, the predetermined condition (first condition) in the case of level 4 is, for example, that a state in which the operation amount of the brake pedal exceeds a threshold value TD (first threshold value) continues for a predetermined time or more. The threshold value TD is greater than the threshold value TC. When this first condition is established, a state transition from the normal automatic driving state to a fail operation is determined. In the case of intervention by operation of the brake pedal, the fail operation is, for example, bringing the vehicle 1 to an emergency stop.

[0054] The state management unit 124 manages the state of the vehicle 1. When the automatic driving function is turned on in the manual driving state, the state transitions to a normal automatic driving state. When the automatic driving function is turned off in the automatic driving state, the state transitions to a manual driving state. When an abnormality is detected by the automatic driving control unit 110 in the normal automatic driving state, the state transitions to a fail operation state. When the abnormality is resolved, the state returns to the normal automatic driving state. Also, when the intervention determination unit 121 determines that there has been human intervention in the normal automatic driving state, the state transitions to a manual driving state or a fail operation state. As described above, whether to transition to a manual driving state or a fail operation state is determined by the intervention determination unit 121 in consideration of the automatic driving level. In the case of transition to a fail operation state, the state management unit 124 instructs the automatic driving control unit 110 to start fail operation.

[0055] The selector 130 receives the control information CON output from the automatic driving control unit 110 and the manual operation information OPE indicating the operation state of the operating member 20. Furthermore, the selector 130 obtains information regarding the current state from the state management unit 124. When the current state is an automatic driving state (including fail operation), the selector 130 selects the control information CON and outputs the control information CON to the driving control unit 140. On the other hand, when the current state is a manual driving state, the selector 130 selects the manual operation information OPE and outputs the manual operation information OPE to the driving control unit 140.

[0056] The driving control unit 140 controls the driving device 40 in accordance with the control information CON or the manual operation information OPE selected by the selector 130, and performs vehicle driving control.

[0057] 3-2. Second Example 4 is a conceptual diagram for explaining a second example of a functional configuration related to intervention determination. Explanations that overlap with the first example described above will be omitted as appropriate. In the second example, the operating member 20 includes a deceleration / stop button, and a human can intervene in the automatic driving by pressing the deceleration / stop button.

[0058] The state machine 120 includes an intervention determination unit 121 and a state management unit 125. An example of the process performed by the intervention determination unit 121 is as follows.

[0059] The predetermined condition (second condition) for level 2 is, for example, pressing the deceleration / stop button. When this second condition is met, a state transition from the normal autonomous driving state to fail operation is determined. Fail operation is, for example, safely decelerating and stopping the vehicle 1. Thereafter, when the start button is pressed, a return from fail operation to the normal autonomous driving state may occur.

[0060] On the other hand, the predetermined condition (first condition) for level 4 is, for example, that the deceleration / stop button remains pressed for a predetermined period of time or more. If this first condition is met, a state transition from a normal autonomous driving state to a fail operation is determined. The fail operation is, for example, to safely decelerate and stop the vehicle 1. After that, the control device 100 may request a restart instruction from the remote center.

[0061] The state management unit 125 manages the state of the vehicle 1. When an instruction to start driving is input in the standby state, the state transitions to a normal autonomous driving state. An instruction to start driving includes pressing the start button as described above or a restart instruction from a remote center. When an instruction to end driving is input in the autonomous driving state, the state transitions to the standby state. When an abnormality is detected by the autonomous driving control unit 110 in the normal autonomous driving state, the state transitions to a fail operation state. When the abnormality is resolved, the state returns to the normal autonomous driving state. Also, when the intervention determination unit 121 determines that human intervention has occurred in the normal autonomous driving state, the state transitions to a fail operation state. In the case of a transition to the fail operation state, the state management unit 125 instructs the autonomous driving control unit 110 to start fail operation.

[0062] In the second example, there is no selector 130. The driving control unit 140 controls the driving device 40 in accordance with control information CON output from the automatic driving control unit 110, and performs vehicle driving control.

[0063] 3-3.Third Example 5 is a conceptual diagram for explaining a third example of a functional configuration related to intervention determination. Explanations that overlap with the first example will be omitted as appropriate. The state machine 120 includes a selector 122, an intervention determination unit 123, and a state management unit 124.

[0064] The selector 122 receives manual operation information OPE indicating the operation state of the operating member 20. When the autonomous driving level is the second autonomous driving level, the selector 122 outputs the manual operation information OPE to the downstream intervention determination unit 123. However, when the autonomous driving level is the first autonomous driving level, the selector 122 blocks the manual operation information OPE and does not output it to the downstream.

[0065] The intervention determination unit 123 determines whether or not the operation state of the operating member 20 satisfies a predetermined condition based on the manual operation information OPE. The predetermined condition is, for example, that the operation amount or operation time of the operating member 20 exceeds a threshold. If the operation state of the operating member 20 satisfies the predetermined condition, the intervention determination unit 123 determines that human intervention has occurred. Then, the intervention determination unit 123 determines a state transition from an autonomous driving state (second autonomous driving level) to a manual driving state.

[0066] The state management unit 124 and the selector 130 are the same as in the first example described above.

[0067] According to the third example, in the case of the first autonomous driving level, the manual operation information OPE is not input to the intervention determination unit 123. That is, in the case of the first autonomous driving level, the presence or absence of intervention by operation of the operating member 20 is not even determined. This also suppresses unintended intervention due to erroneous operation of the operating member 20, etc.

[0068] 3-4. Fourth Example FIG. 6 is a conceptual diagram for explaining a fourth example of a functional configuration related to intervention determination. The fourth example is a combination of the second and third examples described above. The state machine 120 includes a selector 122, an intervention determination unit 123, and a state management unit 125. The selector 122 and the intervention determination unit 123 are the same as in the third example described above. The state management unit 125 is the same as in the second example described above. [Explanation of symbols]

[0069] 1...vehicle, 10...vehicle control system, 20...operation member, 30...sensor group, 40...traveling device, 100...control device, 110...automatic driving control unit, 120...state machine, 121...intervention determination unit, 122...selector, 123...intervention determination unit, 124...state management unit, 125...state management unit, 130...selector, 140...traveling control unit

Claims

1. A vehicle control system for controlling a vehicle, One or more processors are provided for switching between a plurality of automatic driving modes to perform automatic driving, The plurality of automatic driving modes include: A first automated driving mode that does not require human operation; A second autonomous driving mode that requires human operation or supervision as necessary; Including, In the first autonomous driving mode, the one or more processors determine that a human intervention has occurred when an operation state of an operating member that can be operated by a human satisfies a first condition, In the second autonomous driving mode, the one or more processors determine that human intervention has occurred when the operation state of the operation member satisfies a second condition, The first condition is less likely to be satisfied than the second condition, When determining that the human intervention has occurred in the first autonomous driving mode, the one or more processors initiate a fail operation; When it is determined that the human intervention has occurred in the second autonomous driving mode, the one or more processors terminate the autonomous driving. Vehicle control system.

2. 2. The vehicle control system according to claim 1, the first condition includes that an operation amount or an operation time of the operating member exceeds a first threshold value; the second condition includes that the operation amount or the operation time of the operating member exceeds a second threshold value; The first threshold is greater than the second threshold. Vehicle control system.

3. 2. The vehicle control system according to claim 1, The operating member is a steering wheel, a brake pedal, or an accelerator pedal. Vehicle control system.

4. A vehicle control system according to any one of claims 1 to 3, When the operating member is a steering wheel, the fail operation is to move the vehicle to a predetermined position, When the operating member is a brake pedal, the fail operation is to stop the vehicle. Vehicle control system.

Images