Vehicle control device

Abstract

To provide a vehicle control device that can improve accuracy in determining whether automatic operation is switched to manual operation.SOLUTION: A vehicle control device according to the present invention comprises: a first detecting part 11 that detects a predetermined first detection quantity related to operation by a driver or to behavior of a vehicle; a mode switching part 131 that when a value based on the first detection quantity detected by the first detecting part 11 is above a predetermined switching threshold, switches an operation mode from automatic operation to manual operation during the automatic operation; a second detecting part 12 that detects a predetermined second detection quantity related to behavior of the vehicle or to behavior of an occupant; a road surface determining part 132 that determines a situation of a road surface, on the basis of the second detection quantity detected by the second detecting part 12; and a threshold changing part 133 that changes the switching threshold, in accordance with a determined result by the road surface determining part 132.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] As a vehicle control device, for example, Japanese Unexamined Patent Application Publication No. 2017-24722 discloses a system that detects the movement of an occupant with respect to a vehicle and adjusts a target vehicle speed based on the detected information in cruise control that travels at a target vehicle speed. According to this system, in a situation where cruise control is being executed, the target vehicle speed is adjusted based on, for example, the movement of the occupant according to the unevenness of the road surface, thereby improving the riding comfort of the occupant.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above system assumes that cruise control continues even if road surface unevenness is detected due to the movement of the occupant. On the other hand, in a vehicle control device mounted on a vehicle capable of autonomous driving, if the driver performs an operation related to driving during autonomous driving, it is determined as an override, and the driving control (driving mode) switches from autonomous driving to manual driving. In cruise control, it is assumed that the driver performs a steering operation, but in autonomous driving, the driving mode switches to manual driving due to the driver's steering operation. Here, in autonomous driving control, when an operation amount related to steering is detected, it is difficult to determine whether it is due to the driver's steering operation or other factors (such as vehicle sway). In a situation where the driver has no intention of operating the vehicle and no slip or the like occurs, it may be determined as an override due to other external factors (such as the unevenness of a rough road), and a phenomenon may occur where the driving mode frequently switches from autonomous driving to manual driving. According to this, the driver has to pay attention to the operation each time the driving mode switches, increasing the driver's burden. An object of the present invention is to provide a vehicle control device capable of improving the determination accuracy of switching from autonomous driving to manual driving.

Means for Solving the Problems

[0005] The vehicle control device of the present invention includes a first detection unit that detects a predetermined first detection amount related to the operation of the driver or the behavior of the vehicle, and during autonomous driving, when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold value, a mode switching unit that switches the driving mode from autonomous driving to manual driving, a second detection unit that detects a predetermined second detection amount related to the behavior of the vehicle or the occupant, a road surface determination unit that determines the road surface condition based on the second detection amount detected by the second detection unit, and a threshold value change unit that changes the switching threshold value according to the determination result of the road surface determination unit.

Effects of the Invention

[0006] According to the present invention, the switching threshold value, that is, the threshold value used in the override determination, is changed according to the road surface condition. For example, when a vehicle is traveling on a rough road in automatic driving, due to the behavior of the vehicle caused by the rough road, the driving mode may be switched from automatic driving to manual driving against the driver's intention. However, according to the present invention, since the switching threshold value is variable according to the road surface condition, it is possible to change the ease of override according to the road surface condition. According to the present invention, for example, it is also possible to increase the switching threshold value on a rough road and make it difficult to execute an override. Thereby, it is possible to suppress the frequent execution of an override on a rough road and reduce the driver's load. Also, on a non-rough road such as a paved road, it is possible to decrease the switching threshold value (for example, return it to the initial value). Thus, according to the present invention, it is possible to improve the determination accuracy of switching from automatic driving to manual driving.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0008] Hereinafter, as an embodiment for carrying out the present invention, a vehicle control device 1 which is an embodiment of the present invention will be described in detail with reference to the drawings. Note that the present invention can be implemented in various forms with various changes and improvements based on the knowledge of those skilled in the art in addition to the following examples.

[0009] In this embodiment, the vehicle includes a steering system 2, an automatic driving ECU 3, and a vehicle control device 1. The steering system 2 includes a steering device 2A and a steering ECU 2B. The steering device 2A steers the left and right front wheels 10A which are steering wheels. The steering device 2A is an electric power steering, and includes a steering knuckle 21, a steering rod 22, a steering wheel 23 which is a steering operation member, a steering shaft 24, an operation conversion mechanism 25, a steering actuator 26, an operation angle sensor 27, and an operation force sensor 28.

[0010] A pair of steering knuckles 21 rotatably hold the front wheels 10A respectively. Both ends of the steering rod 22 are connected to the steering knuckle 21 via tie rods 22a respectively. The steering shaft 24 rotates integrally with the steering wheel 23. The operation conversion mechanism 25 is a rack and pinion mechanism that converts the rotational motion of the steering shaft 24 into a linear motion of the steering rod 22 in the left - right direction. The steering actuator 26 is configured to apply a force (hereinafter also referred to as "axial force") to move the steering rod 22 in the left - right direction with respect to the steering rod 22. The steering actuator 26 includes a steering motor 261 that applies an axial force to the steering rod 22.

[0011] The operation angle sensor 27 is a sensor for detecting the steering operation angle (hereinafter simply referred to as "operation angle"), which is the operation amount of the steering wheel 23. The operation force sensor 28 is a sensor for detecting the amount of twist of a torsion bar (not shown) provided on the steering shaft 24 generated by the driver's steering operation, that is, a sensor for detecting the operation torque as the operation force applied by the driver to the steering wheel 23.

[0012] The steering ECU 2B is an electronic control unit equipped with a CPU, memory, etc., and controls the steering device 2A. Based on the operating torque and operating direction (and further, for example, vehicle speed information) detected by the operating force sensor 28, the steering ECU 2B sets the control current value (hereinafter also referred to as the "assist current value") to be supplied to the steering motor 261, and supplies a control current corresponding to the assist current value to the steering motor 261. The actual steering angle (steering amount) of the front wheel 10A, i.e., the actual steering angle, is estimated based on the detection value of the rotation angle sensor 261a provided in the steering motor 261. Also, the assist current value is detected by a current sensor 261b provided in the steering motor 261.

[0013] The automatic driving ECU 3 estimates the position of the vehicle based on the detection results of the peripheral monitoring device 53 and the map data. The peripheral monitoring device 53 is composed of a plurality of sensors, and includes, for example, a camera that images the periphery of the vehicle, a millimeter-wave radar, and a lidar (LiDAR) that measures the distance between the vehicle and an object in the vehicle periphery. The peripheral monitoring device 53 can also be said to be a device for measuring the distance between the vehicle and an object in the vehicle periphery in order to estimate the position of the vehicle.

[0014] During automatic driving, the steering ECU 2B sets the assist current value based on the target steering angle received from the automatic driving ECU 3, and supplies a control current corresponding to the assist current value to the steering motor 261. The steering device 2A operates by the steering motor 261 to which a control current is applied even when the steering wheel 23 is not being operated. During automatic driving, the front wheel 10A is steered according to the assist current value based on the target trajectory and the target steering angle without operating the steering wheel 23. At this time, the automatic driving ECU 3 also calculates the target operating angle of the steering wheel 23 corresponding to the target steering angle.

[0015] In this way, the steering ECU 2B controls the steering device 2A according to the target steering angle received from the automatic driving ECU 3 during automatic driving and according to the operation on the steering wheel 23 by the driver during manual driving. The automatic driving ECU 3 sets the target trajectory in the automatic driving with respect to the map data, and transmits the target steering angle based on the target trajectory to the steering ECU 2B during automatic driving.

[0016] (Various sensors) The vehicle is equipped with various sensors such as a longitudinal acceleration sensor 51 for detecting the longitudinal acceleration of the vehicle, a lateral acceleration sensor 52 for detecting the lateral acceleration of the vehicle, a surrounding monitoring device 53 for monitoring the surroundings of the vehicle, a yaw rate sensor 54 for detecting the yaw rate of the vehicle, a roll rate sensor 55 for detecting the roll rate of the vehicle, a pitch rate sensor 56 for detecting the pitch rate of the vehicle, a wheel speed sensor 57 for detecting the wheel speed, and a vertical acceleration sensor 58 for detecting the vertical acceleration of the vehicle. The vehicle speed can be calculated based on, for example, the detection result of the wheel speed sensor 57.

[0017] The suspension device 4 mounted on the vehicle is provided with a suspension stroke sensor 41 for detecting the stroke of a shock absorber (not shown). Further, an accelerator stroke sensor 611 for detecting the pedal stroke is provided for the accelerator pedal 61. Further, a brake stroke sensor 621 for detecting the pedal stroke is provided for the brake pedal 62. Further, a camera 63 is provided on the vehicle as an occupant behavior detection means for detecting the state of the occupants in the vehicle. Further, pressure sensors 64 for detecting the pressure (load) applied by the occupants to the seats are arranged on each seat in the vehicle. The pressure sensor 64 is used, for example, as an occupant seating detection sensor.

[0018] The vehicle also includes a brake ECU 8 and a brake device (not shown). The brake ECU 8 controls the brake device according to the detected value of the brake stroke sensor 621 or the request from the automatic driving ECU 3, and controls the braking force applied to the front wheels 10A and the rear wheels 10B. The brake device is provided for each wheel 10A, 10B, and allows brake fluid to flow into and out of a wheel cylinder (not shown) according to the control of the brake ECU 8. The brake ECU 8 is configured to be able to execute anti-skid control (hereinafter referred to as ABS control), skid prevention control (VSC: Vehicle Stability Control), or tire spin suppression control (TRC: Traction Control) according to the situation.

[0019] (Vehicle control device) The vehicle control device 1 includes a first detection unit 11, a second detection unit 12, and an ECU 13. The vehicle control device 1 includes a plurality of sensors as the first detection unit 11 that detects a predetermined first detection amount related to the driver's operation or the behavior of the vehicle. Specifically, the above-described operation angle sensor 27, operation force sensor 28, accelerator stroke sensor 611, brake stroke sensor 621, and wheel speed sensor 57 each also function as the first detection unit 11. The operation angle sensor 27, operation force sensor 28, accelerator stroke sensor 611, and brake stroke sensor 621 each correspond to the first detection unit 11 that detects a first detection amount related to the driver's operation. Further, the wheel speed sensor 57 corresponds to the first detection unit 11 that detects a first detection amount related to the behavior of the vehicle.

[0020] The vehicle control device 1 includes a plurality of sensors as a second detection unit 12 that detects a predetermined second detection amount related to the behavior of the vehicle or the occupant. Specifically, the above-described wheel speed sensor 57, current sensor 261b, suspension stroke sensor 41, roll rate sensor 55, pitch rate sensor 56, vertical acceleration sensor 58, and camera 63 each also function as the second detection unit 12. The wheel speed sensor 57, current sensor 261b, suspension stroke sensor 41, roll rate sensor 55, pitch rate sensor 56, and vertical acceleration sensor 58 each correspond to the second detection unit 12 that detects a second detection amount related to the behavior of the vehicle. The camera 63 and pressure sensor 64 each correspond to the second detection unit 12 that detects a second detection amount related to the behavior of the occupant.

[0021] The ECU 13 is an electronic control unit including a CPU, a memory, etc., and as functions, it includes a mode switching unit 131, a road surface determination unit 132, and a threshold value changing unit 133. The mode switching unit 131 switches the driving mode (which can also be said to be a control form or control method) from automatic driving to manual driving when the first detection amount detected by the first detection unit 11 during automatic driving becomes equal to or greater than a predetermined switching threshold value. The switching of the driving mode from automatic driving to manual driving is called an override. The mode switching unit 131 determines the feasibility of executing an override based on the comparison between the value based on the first detection amount and the switching threshold value. When the mode switching unit 131 executes an override, it transmits instruction information regarding the override (hereinafter referred to as an "override command") to the automatic driving ECU 3. When the automatic driving ECU 3 receives the override command from the ECU 13, it stops the control related to automatic driving. Although not shown in detail, the in-vehicle communication is performed by CAN (car area network or controllable area network).

[0022] (Override determination) Specifically, for example, the mode switching unit 131 uses the operation torque detected by the operation force sensor 28 as the first detection quantity, and when the operation torque becomes equal to or greater than the torque threshold value as the switching threshold value, it executes override assuming that the driver has performed a steering operation. Further, for example, the mode switching unit 131 uses the detection result (actual operation angle) of the operation angle sensor 27 as the first detection quantity, and when the difference between the actual operation angle and the target operation angle in the automatic driving becomes equal to or greater than the angle threshold value as the switching threshold value, it executes override assuming that the driver has performed a steering operation. The mode switching unit 131 can also be said to be an override determination unit. Note that the target operation error angle is the target value of the operation error angle of the steering wheel 23 calculated by the automatic driving ECU 3.

[0023] Further, for example, the mode switching unit 131 uses the wheel speed detected by the wheel speed sensor 57 as the first detection quantity, and when the wheel slip amount calculated from the wheel speed becomes equal to or greater than the slip threshold value as the switching threshold value, it executes override. Also, the mode switching unit 131 executes override when the continuous execution time of the vehicle stabilization control (e.g., ABS control, skid prevention control, or tire spin suppression control) by the brake ECU 8 becomes equal to or greater than the execution time threshold value as the switching threshold value. In this case, the continuous execution time (duration) of the vehicle stabilization control by the brake ECU 8 becomes the first detection quantity, and it can be said that the brake ECU 8 is the first detection unit 11.

[0024] As described above, the first detection unit 11 composed of various sensors etc. detects the state quantity related to the steering operation (operation torque, operation angle), the state quantity related to the accelerator operation (pedal stroke), the state quantity related to the brake operation (pedal stroke), the wheel slip amount, and the operation amount (continuous execution time) of the vehicle stabilization control as the first detection quantity respectively. The first detection unit 11 may detect one or a plurality of the above-listed quantities as the first detection quantity respectively.

[0025] (Road surface condition determination) The road surface determination unit 132 determines the condition of the road surface based on the second detection amount detected by the second detection unit 12. More specifically, the road surface determination unit 132 determines whether the road surface is a rough road based on the second detection amount. When the value based on the second detection amount is equal to or greater than a predetermined rough road threshold value, the road surface determination unit 132 determines that the road surface is a rough road. The road surface determination unit 132 determines the condition of the road surface on which the host vehicle is currently traveling.

[0026] Specifically, for example, the road surface determination unit 132 determines whether the road surface is a rough road using the wheel speed detected by the wheel speed sensor 57 as the second detection amount. When the vehicle is traveling on a rough road (a road surface with irregularities), the wheel speeds of the respective wheels 10A and 10B are more likely to fluctuate compared to when the vehicle is traveling on a paved road. When the number of times the differential value of the wheel speed exceeds a predetermined threshold value (corresponding to the "value based on the second detection amount") within a predetermined time is equal to or greater than the number threshold value as the rough road threshold value, the road surface determination unit 132 determines that the road surface is a rough road. Also, when the number of times the time difference value (change amount for each fixed time) of the wheel speed exceeds a predetermined threshold value within a predetermined time is equal to or greater than a predetermined number threshold value, the road surface determination unit 132 determines that the road surface is a rough road. For example, when the number threshold value is 10, and within a predetermined time, the above situation is detected 5 times for the right front wheel 10A, 1 time for the left front wheel 10A, 1 time for the right rear wheel 10B, and 3 times for the left rear wheel 10B with respect to the differential value or the time difference value, the road surface determination unit 132 determines that the road surface is a rough road.

[0027] In addition, the road surface determination unit 132 determines the road surface condition using, for example, the assist current value of the control current supplied to the steering motor 261 detected by the current sensor 261b as the second detected quantity. When the vehicle is traveling on a rough road, the input to the wheel 10A due to unevenness fluctuates, and the assist current value changes frequently compared to when traveling on a paved road. The road surface determination unit 132 determines that the road surface is a rough road when the number of times the change amount of the assist current value exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold as the rough road threshold. Note that since the magnitude of the assist current value correlates with the magnitude of the axial force of the steering device 2A, the axial force may be set as the second detected quantity. Further, in detecting the state quantity of the steering device 2A, in addition to the assist current value, for example, the detected quantity of the rotation angle sensor 261a may be used.

[0028] In addition, the road surface determination unit 132 determines the road surface condition using, for example, the suspension stroke detected by the suspension stroke sensor 41 as the second detected quantity. When the vehicle is traveling on a rough road, the suspension stroke changes frequently compared to when traveling on a paved road. The road surface determination unit 132 determines that the road surface is a rough road when the number of times the change amount of the suspension stroke exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold as the rough road threshold.

[0029] The suspension device 4 is, for example, an electronically controlled suspension and is configured to be capable of executing a holding control for holding the suspension stroke. Examples of the electronically controlled suspension include those that adjust the damping force of the shock absorber by electronic control and those that adjust the stiffness by air pressure or hydraulic pressure. On a rough road, the holding control operates relatively frequently, and its control amount (for example, the supply current value) fluctuates relatively frequently. Therefore, the road surface determination unit 132 determines that the road surface is a rough road when the number of times the change amount of the control amount in the holding control exceeds a predetermined threshold is equal to or greater than the number threshold as the rough road threshold.

[0030] Further, the road surface determination unit 132 determines the road surface condition using the vertical acceleration detected by the vertical acceleration sensor 58 (hereinafter also referred to as vertical acceleration) as the second detection quantity. When the number of times the vertical acceleration exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold as the rough road threshold, the road surface determination unit 132 determines that the road surface is a rough road. Similarly, the road surface determination unit 132 uses the roll rate detected by the roll rate sensor 55 as the second detection quantity, and when the number of times the roll rate exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold, the road surface determination unit 132 determines that the road surface is a rough road. Similarly, the road surface determination unit 132 uses the pitch rate detected by the pitch rate sensor 56 as the second detection quantity, and when the number of times the pitch rate exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold, the road surface determination unit 132 determines that the road surface is a rough road. Further, when the number of times at least one of the vertical acceleration, roll rate, and pitch rate exceeds a predetermined threshold is equal to or greater than the number threshold, the road surface determination unit 132 determines that the road surface is a rough road. During rough road driving, the variation of at least one of the vertical acceleration, roll rate, and pitch rate becomes relatively large. For example, the acceleration in the left-right direction (lateral acceleration), the acceleration in the front-rear direction, or the yaw rate may be set as the second detection quantity. However, in this case, since the longitudinal acceleration, lateral acceleration, and yaw rate directly vary due to the automatic driving control during driving, it is necessary to more precisely distinguish whether the detection quantity is due to control or due to a rough road.

[0031] In addition, the road surface determination unit 132 uses the sway of the occupant (e.g., the head of the occupant) detected by the camera 63 as the second detection amount. If, within a predetermined time, the number of times the sway amount of the occupant (e.g., the sway amount of the head of the occupant) exceeds a predetermined threshold is equal to or greater than the number threshold as the rough road threshold, it determines that the road surface is a rough road. Also, the road surface determination unit 132 uses the pressure applied to the seat (seat) detected by the pressure sensor 64 as the second detection amount. If, within a predetermined time, the number of times the change amount of the pressure exceeds a predetermined threshold is equal to or greater than the number threshold, it determines that the road surface is a rough road. The road surface determination unit 132 may determine that the road surface is a rough road when, within a predetermined time, the number of times at least one of the sway amount of the occupant and the change amount of the pressure exceeds the corresponding predetermined threshold is equal to or greater than the number threshold. When the vehicle is traveling on a rough road, relatively, the sway amount of the occupant is large and frequent, and the change amount of the pressure applied to the seat is also large and its change is frequent.

[0032] As described above, the second detection unit 12 composed of various sensors detects the wheel speed, the state quantities of the steering device 2A (assist current value, axial force), the state quantities of the suspension device 4 (suspension stroke, control amount), the vehicle state quantities (vertical acceleration, roll rate, pitch rate), and the occupant state quantities (sway of the occupant, pressure on the seat) as the second detection amounts respectively. The second detection unit 12 may detect one or a plurality of the above-listed quantities as the second detection unit 12 respectively. When the value based on the second detection amount does not become equal to or greater than the rough road threshold within a predetermined time, the road surface determination unit 132 determines that the road surface is not a rough road (non-rough road).

[0033] (Threshold change) The threshold change unit 133 changes the switching threshold used in the override determination according to the determination result of the road surface determination unit 132. More specifically, when the road surface determination unit 132 determines that the road surface is a rough road, the threshold change unit 133 increases the switching threshold. The larger the switching threshold becomes, the more difficult it is to execute the override. On a rough road with unevenness, it becomes easier to execute the override due to factors other than the intention of the occupant's operation.

[0034] For example, when autonomous driving is being performed on a rough road (e.g., an unpaved road), the vehicle and its occupants are likely to be moved in response to inputs from the uneven road surface. For example, when the downstream mechanism of the steering system (the mechanism near the wheels) is moved by a large input from the unevenness, or when the steering wheel 23, which is the upstream mechanism, is slightly rotated, the ECU 13 cannot determine whether this is due to the driver's operation. Therefore, even when the value based on the first detection amount exceeds the switching threshold due to the unevenness, override is executed.

[0035] However, when the road surface is a rough road, by increasing the switching threshold by the threshold changing unit 133, it becomes difficult to execute override. For example, execution of override due to a slight rotation of the steering wheel 23 caused by unevenness is suppressed. That is, according to this configuration, execution of override unintended by the driver is suppressed. Further, when the determination result of the road surface determination unit 132 changes from a rough road to a non-rough road, the threshold changing unit 133 decreases the switching threshold, for example, returns it to the initial value. Thereby, during normal driving, the driver's operation can be accurately detected and override can be accurately executed.

[0036] As shown in FIG. 2, the ECU 13 determines whether the road surface is a rough road during autonomous driving (S0: Yes) (S1). When the ECU 13 determines that the road surface is not a rough road (S1: No), it does not change the switching threshold from the initial value (S5). On the other hand, when the ECU 13 determines that the road surface is a rough road (S1: Yes), it changes (i.e., increases) the switching threshold so that override is less likely to be executed than when it is determined that the road surface is not a rough road (when it is a non-rough road) (S2).

[0037] The ECU 13 determines whether to execute an override based on the changed switching threshold (S3). When the ECU 13 determines to execute an override (S3: Yes), it sends an override command to the automatic driving ECU 3 and switches the driving mode from automatic driving to manual driving (S4). When the ECU 13 determines not to execute an override (S3: No), it returns to the start. In parallel with the override determination, the ECU 13 determines the road surface condition. For example, when it re-determines that the road surface is not a rough road from a situation where it has determined that the road surface is a rough road, it returns the switching threshold to the initial value (S5).

[0038] As described above, according to this embodiment, the switching threshold, that is, the threshold used in the override determination, is changed according to the road surface condition. For example, when the vehicle is automatically driving on a rough road, due to the behavior of the vehicle caused by the rough road, the driving mode may be switched from automatic driving to manual driving against the driver's intention. However, according to this embodiment, since the switching threshold is variable according to the road surface condition, it is possible to change the ease of performing an override according to the road surface condition. According to this embodiment, for example, it is also possible to increase the switching threshold on a rough road and make it difficult to execute an override. Thereby, it is possible to suppress the frequent execution of an override on a rough road and reduce the driver's burden. Also, on a non-rough road such as a paved road, it is possible to decrease the switching threshold (for example, return it to the initial value). Thus, according to this embodiment, it is possible to improve the determination accuracy of switching from automatic driving to manual driving.

[0039] For example, on unpaved roads in mines and the like, many irregularities due to large ruts and the like are likely to be formed, and automatic driving of vehicles there makes it easy to execute an override unintended by the driver. However, according to this embodiment, in mines and the like, the frequent occurrence of an override unintended by the driver is suppressed. The effect of this embodiment appears more prominently when driving on unpaved roads in mines and the like.

[0040] (Others) The present invention is not limited to the above-described embodiments. For example, the function of the ECU 13 may be incorporated into another ECU (for example, the autonomous driving ECU 3). Further, the road surface determination unit 132 may determine the road surface condition based on an external camera, shared data (server information) with other vehicles by wireless communication, or the like. Further, the threshold change unit 133 may increase or decrease the switching threshold step by step. When decreasing the switching threshold, the threshold change unit 133 may change the switching threshold to a value other than the initial value. Further, the override determination may be made based on whether the seat belt is fastened or unfastened or the presence or absence of an occupant. Further, the "quantity" in the present disclosure can be replaced with a "value" or the like.

[0041] Further, for example, when the road surface determination unit 132 does not detect a second detection amount or a value based on the second detection amount that exceeds a predetermined threshold within a predetermined time, or when the number of detections is equal to or less than the flat road threshold, the road surface determination unit 132 may determine that the road surface is a flatter flat road. That is, when a predetermined condition related to the behavior of the vehicle or the occupant is satisfied, the road surface determination unit 132 may determine that the road surface is a flat road. In this case, the road surface condition is determined to be any one of a bad road, a non-bad road (paved road), and a flat road. Accordingly, when the road surface is a flat road, the threshold change unit 133 may make the switching threshold smaller (for example, smaller than the initial value).

Explanation of Reference Numerals

[0042] 1... Vehicle control device, 11... First detection unit, 12... Second detection unit, 131... Mode switching unit, 132... Road surface determination unit, 133... Threshold change unit.

Claims

1. A first detection unit that detects, as a first detection quantity, one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation; A mode switching unit that switches the driving mode from automatic driving to manual driving when a value based on the first detection quantity detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving; A second detection unit that detects a predetermined second detection quantity related to the behavior of the vehicle; A road surface determination unit that determines the road surface condition based on the second detection quantity detected by the second detection unit; A threshold change unit that changes the switching threshold according to the determination result of the road surface determination unit; A steering motor that applies an axial force to a steering rod of a steering device; A current sensor that detects a control current supplied to the steering motor; Comprising; The second detection unit detects the control current detected by the current sensor as the second detection quantity; The road surface determination unit determines that the road surface is a bad road when a value based on the second detection quantity becomes equal to or greater than a predetermined bad road threshold; The bad road is a road surface with unevenness; The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road; A vehicle control device.

2. A first detection unit that detects, as a first detection quantity, one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation; A mode switching unit that switches the driving mode from automatic driving to manual driving when a value based on the first detection quantity detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving; A second detection unit that detects a predetermined second detection quantity related to the behavior of the vehicle; A road surface determination unit that determines the road surface condition based on the second detection quantity detected by the second detection unit; A threshold change unit that changes the switching threshold according to the determination result of the road surface determination unit; A suspension stroke sensor provided in a suspension device; Comprising; The second detection unit detects the suspension stroke detected by the suspension stroke sensor as the second detection quantity; The road surface determination unit determines that the road surface is a bad road when a value based on the second detection quantity becomes equal to or greater than a predetermined bad road threshold; The bad road is a road surface with unevenness; The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road; Vehicle control device.

3. A first detection unit that detects one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity, During automatic driving, when a value based on the first detection quantity detected by the first detection unit becomes equal to or greater than a predetermined switching threshold value, a mode switching unit that switches the driving mode from automatic driving to manual driving, A second detection unit that detects a predetermined second detection quantity related to the behavior of the vehicle, A road surface determination unit that determines the road surface condition based on the second detection quantity detected by the second detection unit, A threshold value changing unit that changes the switching threshold value according to the determination result of the road surface determination unit, A vertical acceleration sensor that detects the vertical acceleration of the vehicle, Comprising, The second detection unit detects the vertical acceleration detected by the vertical acceleration sensor as the second detection quantity, The road surface determination unit determines that the road surface is a bad road when a value based on the second detection quantity becomes equal to or greater than a predetermined bad road threshold value, The bad road is a road surface with irregularities, When the road surface determination unit determines that the road surface is the bad road, the threshold value changing unit increases the switching threshold value. Vehicle control device.

4. A first detection unit that detects one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity, During automatic driving, when a value based on the first detection quantity detected by the first detection unit becomes equal to or greater than a predetermined switching threshold value, a mode switching unit that switches the driving mode from automatic driving to manual driving, A second detection unit that detects a predetermined second detection quantity related to the behavior of the occupant, A road surface determination unit that determines the road surface condition based on the second detection quantity detected by the second detection unit, A threshold value changing unit that changes the switching threshold value according to the determination result of the road surface determination unit, A camera that detects the state of the occupant in the vehicle, A pressure sensor provided on the seat that detects the pressure applied by the occupant to the seat, Comprising, The second detection unit detects the sway of the occupant detected by the camera and / or the pressure applied to the seat detected by the pressure sensor as the second detection quantity, The road surface determination unit determines that the road surface is a bad road when a value based on the second detection quantity becomes equal to or greater than a predetermined bad road threshold value, The bad road is a road surface with irregularities, When the road surface determination unit determines that the road surface is a bad road, the threshold value changing unit increases the switching threshold value. Vehicle control device. According to claim 5, an operating force sensor that detects an operating torque as an operating force applied by a driver to a steering wheel, An operating angle sensor that detects a steering operation angle that is an operating amount of the steering wheel, Comprising: The first detected amount is the operating torque or the steering operation angle, The steering device is an electric power steering. The vehicle control device according to claim 1.

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