Vehicle

Abstract

To stop a part or all parts of currently automatically executed control in a vehicle which can automatically execute a part or all parts of various operation controls necessary for traveling without the need for driver's operation.SOLUTION: An automatic operation control device mounted on a vehicle comprises a surrounding information acquisition unit, an operation mode setting unit, and an automatic control unit. The operation mode setting unit switches an operation mode of the vehicle to a basic mode when a preset basic mode switching condition is established while the vehicle operation mode is set to a high-level automation mode.SELECTED DRAWING: Figure 6

Description

Cross - reference to related applications

[0001] This international application claims priority based on Japanese Patent Application No. 2014 - 201407 filed with the Japan Patent Office on September 30, 2014, and incorporates by reference the entire contents of Japanese Patent Application No. 2014 - 201407 into this international application.

Technical Field

[0002] The present disclosure relates to an automatic driving control device capable of automatically performing some or all of various driving operations of a driver required to drive a vehicle, such as various judgments and operations by the driver, without requiring the driver's operations, etc.

Background Art

[0003] Various technologies for realizing automatic driving of vehicles have been proposed and some have been put into practical use. Patent Document 1 below discloses an autonomous vehicle capable of autonomous driving according to a preset driving plan.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] One of the ultimate goals of autonomous driving technology is considered to be enabling passengers to reach the destination without any involvement in driving after only setting the destination. However, the current situation is that it has not yet reached a highly reliable level where this can be achieved.

[0006] Until the autonomous driving technology is established and reaches a high level of reliability, it is desirable to be able to disable some or all of the controls being automatically executed and delegate them to the driver's operation as needed while adopting the autonomous driving technology.

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

Means for Solving the Problem

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

[0009] In the automatic driving control device configured as described above, it has a highly automated mode and a basic mode as driving modes, and when the basic mode switching condition is satisfied during the highly automated mode, it switches to the basic mode. The basic mode switching condition is a specific condition where it is necessary or desirable to switch the driving mode from the highly automated mode to the basic mode. The number and content of the basic mode switching conditions may be determined as appropriate. Also, when multiple basic mode switching conditions are set, it may be configured to switch to the basic mode when at least one of the multiple basic mode switching conditions is satisfied, or when two or more specific numbers or all of the set basic mode switching conditions are satisfied.

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

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

[0012] The highly automated switching condition is a specific condition where it is necessary or desirable to switch the driving mode from the basic mode to the highly automated mode. The number and content of the highly automated switching conditions may be determined as appropriate. Also, when multiple highly automated switching conditions are set, it may be configured to switch to the highly automated mode when at least one of the multiple highly automated switching conditions is satisfied, or when two or more specific numbers or all of the set highly automated switching conditions are satisfied.

[0013] According to the automatic driving control device configured as described above, by appropriately setting the highly automated switching conditions, it becomes possible to switch between the highly automated mode and the basic mode at an appropriate timing.

[0014] When the driving mode is the basic mode, the driving mode setting unit may maintain the basic mode even if the highly automated switching conditions are satisfied and the basic mode switching conditions continue to be satisfied.

[0015] The fact that the basic mode switching conditions are satisfied is presumed to be a situation where it is preferable to reduce the types of automated driving operations and increase the proportion of driving operations by the driver's own operation. Therefore, when both the highly automated switching conditions and the basic mode switching conditions are satisfied, by not switching to the highly automated mode with priority over the basic mode, it is possible to realize appropriate vehicle control that respects the driver's driving operations.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

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Figure 6

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Figure 8

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Figure 10

Figure 11

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Figure 13

Figure 14

MODE FOR CARRYING OUT THE INVENTION

[0017] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings. (1) Configuration of Vehicle 1 FIG. 1A shows a side view of the vehicle 1 of the present embodiment, and FIG. 1B shows a top view of the vehicle 1. However, FIGS. 1A and 1B simply illustrate the arrangement states of various cameras, radars, sensors, etc. in the vehicle 1 mainly for the purpose of clarifying the arrangement states thereof.

[0018] As shown in FIGS. 1A and 1B, the vehicle 1 includes at least a first front camera 2, an in-vehicle camera 3, a first rear camera 4, a second front camera 5, a second rear camera 6, a left side camera 7, and a right side camera 8 as cameras for photographing the inside and outside of the vehicle 1. Each of the cameras 2 to 8 is a camera capable of photographing color images and videos. Each of the cameras 2 to 8 may be a monocular camera or a stereo camera capable of obtaining depth direction information by including a plurality of lenses.

[0019] The first front camera 2 is provided at the front end side of the ceiling inside the vehicle cabin so as to face forward. With this first front camera 2, the front of the vehicle 1 can be photographed in a wide range. The in-vehicle camera 3 is provided at the front end side of the ceiling inside the vehicle cabin so as to face rearward (inside the vehicle cabin). With this in-vehicle camera 3, at least the upper body of the driver in the vehicle cabin can be photographed. The first rear camera 4 is provided at the rear end side of the ceiling inside the vehicle cabin so as to face rearward. With this first rear camera 4, the rear of the vehicle 1 can be photographed in a wide range.

[0020] The second front camera 5 is provided at the front end portion of the vehicle 1 so as to face forward. With this second front camera 5, the front of the vehicle 1 can be photographed in a wide range. The second rear camera 6 is provided at the rear end portion of the vehicle 1 so as to face rearward. With this second rear camera 6, the rear of the vehicle 1 can be photographed in a wide range. The left side camera 7 is provided on the left side surface of the vehicle 1 so as to face left. With this left side camera 7, the left side of the vehicle 1 can be photographed in a wide range. The right side camera 8 is provided on the right side surface of the vehicle 1 so as to face right. With this right side camera 8, the right side of the vehicle 1 can be photographed in a wide range.

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

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

[0023] Also, as shown in FIGS. 1A and 1B, the vehicle 1 includes a biological sensor 21, a solar radiation sensor 22, and a rainfall sensor 23. A plurality (two in this embodiment) of biological sensors 21 are provided on the steering wheel 20 that the driver operates for steering. The biological sensor 21 can detect whether or not the driver is touching the steering wheel 20, and can detect various biological information such as the driver's pulse and sweating state while the driver is touching the steering wheel 20. The solar radiation sensor 22 is installed at the lower part of the front window 10 in the front of the vehicle interior. This solar radiation sensor 22 can detect the amount of solar radiation on the vehicle 1, and thus the brightness around the vehicle 1. The rainfall sensor 23 is installed at the upper part on the vehicle interior side of the front window 10. This rainfall sensor 23 can detect the presence or absence of rainfall and the amount of rainfall.

[0024] In addition, as shown in FIGS. 1A and 1B, the vehicle 1 is provided with four automatic driving operation lamps 16. As will be described later, the vehicle 1 in the present embodiment can switch the driving mode to either a highly automated mode or a basic mode, and while the driving mode is set to the highly automated mode, each automatic driving operation lamp 16 lights up in a predetermined lighting pattern. The lighting state of each automatic driving operation lamp 16 is visible from the outside of the vehicle 1. Therefore, when the driving mode is set to the highly automated mode, it is possible to appeal to vehicles and pedestrians traveling around the vehicle 1 that it is traveling in the highly automated mode. Various lighting patterns of each automatic driving operation lamp 16 can be considered. For example, it may be constantly lit during the highly automated mode, or it may be switched between lighting and extinguishing alternately at a certain cycle.

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

[0026] The types of automatic driving of a vehicle include partial automatic driving and full automatic driving. Partial automatic driving is a form of automatic driving in which some of the various driving operations of the driver required to drive the vehicle are automated. Here, the term "automation" means that it can be executed without requiring the operation of the driver, etc. Full automatic driving is a form of automatic driving in which the entire driving to the set destination is automated without requiring the operation of the driver, etc. Automatic driving A parameter indicating the type and degree of the number of driving operations automated in [the context] is hereinafter referred to as the automated driving level. Fully automated driving has a higher automated driving level than partially automated driving. Also, there are various levels of partially automated driving depending on the type and number of driving operations to be automated.

[0027] The vehicle 1 of the present embodiment is configured to be capable of not only partially automated driving but also fully automated driving by the automated driving control unit 30. In the present embodiment, it is configured such that the driver can arbitrarily set and change the automated driving level, that is, which of the various driving operations necessary for driving are to be automated and which are to be performed by the driver.

[0028] More specifically, in the present embodiment, as the main automatic control functions for realizing fully automated driving, there are seven types: automatic start / stop control, lane keeping control, inter-vehicle distance control, lane change control, right / left turn control, collision suppression control, and parking control. The automated driving control unit 30 can execute these seven types of automatic control functions, and fully automated driving can be realized by executing these seven types of automatic control functions.

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

[0030] The specific content of the seven types of automatic control functions will be described in detail later. The automation level becomes higher as more of the above seven types of automatic control functions are to be executed. Specifically, the automation level is level 0 when none of the above seven types of automatic control functions are executed. The automation level is level n when n types of the above seven types of automatic control functions are executed. Therefore, in the driving mode of level 0, it is necessary for the driver to judge and operate the control actions corresponding to the seven types of automatic control functions by himself / herself. On the other hand, the driving modes of levels 1 to 6 are driving modes in which partial automation is performed. The driving mode of level 7 is a driving mode in which full automation is performed.

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

[0032] In the present embodiment, for the sake of simplicity and clarity of explanation, the basic mode will be described assuming that the automation level is set to level 0. Level 0 is a level at which none of the above seven types of automatic control functions are executed, and the driver needs to perform most of the various driving operations required for driving.

[0033] The automatic driving control unit 30 includes an arithmetic unit 30a and a memory 30b. Specifically, the memory 30b includes at least one of a ROM, a RAM, and other various storage media (e.g., EEPROM, flash memory). The arithmetic unit 30a realizes various functions including the above-described mode switching function and automatic driving function by executing various programs stored in the memory 30b. The arithmetic unit 30a includes at least a CPU.

[0034] Among the various programs stored in the memory 30b, there is a program (so-called security software) capable of detecting external unauthorized operations, computer viruses, unauthorized software and data, etc. (hereinafter collectively abbreviated as "unauthorized factors"). During startup, the arithmetic unit 30a makes this security software resident to constantly monitor the presence or absence of unauthorized factors. And when an unauthorized factor occurs, it executes various unauthorized response processes. The unauthorized response processes include a process of forcibly setting the automatic driving level to level 0 and disabling the automatic control function completely. Other processes such as outputting an audio warning to the driver or forcibly decelerating or stopping the vehicle 1 may also be included. Further, the connection between the automatic driving control unit 30 and each communication unit 31 - 35 may be physically cut off so that access to the automatic driving control unit 30 via wireless communication from the outside becomes impossible.

[0035] The automatic driving control unit 30 is connected to each camera 2 - 8, each radar device 11 - 14, each sensor 21 - 23, and four automatic driving operation lamps 16 shown in FIGS. 1A and 1B. The arithmetic unit 30a of the automatic driving control unit 30 individually controls the operations of each camera 2 - 8, and acquires the shooting results (image data) from each camera 2 - 8 and stores them in the memory 30b. The acquisition and storage of the image data are repeated every predetermined time.

[0036] The calculation unit 30a can recognize various situations inside and outside the vehicle based on the image data of each of the cameras 2 to 8. For example, from the image data of the in-vehicle camera 3, it is possible to recognize the driver's line of sight, the state of the eyes, gestures, and the like. Further, from the image data of the first front camera 2, it is possible to detect a state in which sunlight is incident on the vehicle and the driver feels glare (so-called backlight). Further, from the image data of the first front camera 2 and the second front camera 5, it is possible to recognize the vehicle ahead, the oncoming vehicle, the vehicle in the adjacent lane traveling diagonally ahead, the lane dividing line, the crosswalk, the jumping out of pedestrians and bicycles, the entry of other vehicles into the intersection of the intersection, the content of signs, traffic lights, billboards, etc. in the traveling direction, and other objects around the vehicle.

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

[0038] Further, the calculation unit 30a of the automatic driving control unit 30 determines whether or not the driver is touching the steering wheel 20 based on the detection signal from the biological sensor 21. Further, while the driver is touching the steering wheel 20 (specifically, while in contact with the biological sensor 21), biological information such as the driver's pulse and sweating state is acquired based on the detection signal from the biological sensor 21. The calculation unit 30a can infer the driver's physical condition and mental state based on the acquired biological information.

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

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

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

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

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

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

[0045] The map data and other various data necessary for the route guidance function are stored in the memory 30b. The arithmetic unit 30a realizes the route guidance function (specifically, the above-mentioned guidance control) by executing the program for the route guidance function stored in the memory 30b while referring to those various data. The arithmetic unit 30a can also recognize the road conditions around the vehicle 1 based on the route guidance function. Specifically, for example, it can also recognize the shape of the route from the current position to the destination and the vehicle width.

[0046] The inter-vehicle communication unit 32 is a communication module for wirelessly transmitting and receiving various data with other vehicles other than the host vehicle. The arithmetic unit 30a of the automatic driving control unit 30 can acquire information on surrounding other vehicles (for example, traveling direction, traveling speed, position, etc.) via the inter-vehicle communication unit 32. Conversely, information on the host vehicle 1 can also be transmitted to other vehicles.

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

[0048] The road communication device 81 is connected to a server (not shown), receives various information from the server, and wirelessly transmits it within a predetermined surrounding area. The server aggregates various traffic road information such as various infrastructure information (for example, traffic signal information, road regulation information, etc.) and presence information of other vehicles, pedestrians, etc. Based on the aggregated traffic road information, the server transmits individual road information related to the road communication device 81 for each road communication device 81. The individual road information is various traffic road information regarding the traveling direction of vehicles traveling within the communication area of the road communication device 81. Each road communication device 81 wirelessly transmits the individual road information transmitted from the server within a predetermined communication area. The arithmetic unit 30a of the automatic driving control unit 30 can acquire various traffic road information regarding the traveling road in the traveling direction via the road-vehicle communication unit 33. The information that the arithmetic unit 30a can acquire via the road-vehicle communication unit 33 includes section information regarding various sections such as dangerous sections (for example, sections with continuous curves, sections with narrow road widths, etc.), sections where construction is being carried out, and a certain section close to the accident site. The arithmetic unit 30a can recognize the relative relationship between the section and the vehicle 1, such as whether the vehicle 1 is traveling in the section indicated by the section information, through the association between the acquired section information and the route guidance function.

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

[0050] Each roadside communication device 81 illustrated in FIG. 4 is equipped with a camera 82. Each camera 82 photographs the road side and transmits the photographed data to the server via the network. The server can obtain the road traffic information around the camera from the photographed data transmitted from each camera 82.

[0051] The pedestrian-vehicle communication unit 34 is a communication module for performing wireless communication with a communication terminal (e.g., a mobile phone or a smart phone) held by a pedestrian on the ground side. When the communication terminal held by the pedestrian is configured to be able to wirelessly transmit terminal position information indicating the position of the communication terminal (i.e., the position of the pedestrian), the pedestrian-vehicle communication unit 34 can receive the terminal position information transmitted from the communication terminal. The terminal position information received by the pedestrian-vehicle communication unit 34 is input to the automatic driving control unit 30. Note that the automatic driving control unit 30 can also notify the pedestrian of the position information of the vehicle 1 and the like by wirelessly transmitting various information such as the position information of the vehicle 1 from the pedestrian-vehicle communication unit 34 to the communication terminal of the pedestrian.

[0052] The arithmetic unit 30a of the automatic driving control unit 30 can know the position and movement of the pedestrian based on the terminal position information received via the pedestrian-vehicle communication unit 34. The presence or absence and movement of the pedestrian can be detected by the cameras and radar devices described above. In addition, the presence or absence of the pedestrian and the sudden appearance of the pedestrian can also be detected from the information obtained via the pedestrian-vehicle communication unit 34.

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

[0054] In addition, as components connected to the automatic driving control unit 30, as shown in FIG. 2, the vehicle 1 includes a display 37, a HUD (abbreviation for Head-Up Display) 38, a microphone 39, a speaker 40, a turn signal operation unit 41, an automatic driving operation lamp 16, an automatic driving start switch 42, an automatic driving stop switch 43, an emergency stop switch 44, and a level setting operation unit 45. As described above, in this embodiment, four automatic driving operation lamps 16 are provided. Hereinafter, the switch is also referred to as "SW".

[0055] The display 37 is a display device for displaying various information including map information in the route guidance function. The display 37 has a touch panel function, and various input operations can be performed by touching the display 37 (specifically, touching the touch panel) according to the display content of the display 37. ) to perform various input operations.

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

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

[0058] The automatic driving start switch 42 is a switch for setting vehicle 1 to the highly automated mode. In order to set vehicle 1 to the highly automated mode and execute automatic driving, the driver of vehicle 1 needs to press the automatic driving start switch 42. The automatic driving stop switch 43 is a switch for forcibly switching the automatic driving level of vehicle 1 to level 0 regardless of the set driving mode. The emergency stop switch 44 is a switch for forcibly stopping vehicle 1. The level setting operation unit 45 is a user interface for receiving operations for setting the automatic driving level by the driver (details will be described later).

[0059] When the driver recognizes that an illegal factor such as a computer virus or an illegal operation has occurred, the driver can forcibly cancel the automatic driving by pressing the automatic driving stop switch 43 and drive vehicle 1 by his own driving operation.

[0060] The automatic driving start switch 42, the automatic driving stop switch 43, and the emergency stop switch 44 are provided, for example, in a position near the driver's seat in the vehicle interior where the driver sitting in the driver's seat can operate them during driving. However, the installation locations of these switches 42, 43, 44 may be determined as appropriate, or the same switch may be provided at multiple locations. For example, the emergency stop switch 44 may be provided near another seat (for example, the passenger seat) other than the driver's seat. By doing so, for example, when something abnormal happens to the driver during driving and it becomes difficult for the driver to operate normally, the passenger sitting in the passenger seat can operate the emergency stop switch 44 to stop vehicle 1 urgently.

[0061] In addition, vehicle 1 is provided with an accelerator pedal 27a and a brake pedal 28a. The accelerator pedal 27a is depressed by the driver when the driver wants to drive vehicle 1. The brake pedal 28a is depressed by the driver when the driver wants to decelerate or stop vehicle 1 while it is running.

[0062] In addition, as components connected to the automatic driving control unit 30, as shown in FIG. 2, the vehicle 1 includes a vehicle speed sensor 24, a driving control unit 27, a brake control unit 28, a pedal sensor 28b, and a steering control unit 29.

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

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

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

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

[0067] (3) Explanation of the automatic driving function In the vehicle 1 of the present embodiment, the automatic driving control unit 30 can acquire and detect various information necessary for realizing the above-described automatic driving function.

[0068] As information that can be used to realize the automatic driving function, first, there is information such as the position and speed of the host vehicle (host vehicle information). Regarding the host vehicle position, it can be obtained by calculation based on GPS information. The host vehicle speed can be obtained by calculation based on the vehicle speed signal from the vehicle speed sensor 24, the steering angle signal from a steering angle sensor (not shown), the yaw rate signal from a yaw rate sensor (not shown), etc. Note that the host vehicle speed can also be calculated from the change rate of the host vehicle position.

[0069] In addition, as information that can be used to realize the automatic driving function, there is also information regarding surrounding moving objects. Specifically, it is information regarding the relative position, distance, and speed of the host vehicle with respect to a preceding vehicle, a following vehicle, a lateral vehicle, an oncoming vehicle, a vehicle crossing the intersection at the entry destination, a pedestrian, a bicycle, etc.

[0070] This information regarding surrounding moving objects can be obtained based on the photographed data of each camera 2 to 8, the detection results by each radar device 11 to 14, etc. Since various technologies for recognizing surrounding objects based on photographed data and the detection results of radar devices have been proposed and put into practical use, the description thereof is omitted here.

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

[0072] By means of any one or more of vehicle-to-vehicle communication, road-to-vehicle communication, and pedestrian-to-vehicle communication, for example, when driving normally (especially on curves) or turning right, information about oncoming vehicles can be obtained to prevent head-on collisions with oncoming vehicles; when turning left, information about motorcycles on the left side or rear can be obtained to prevent them from being involved in accidents; when changing lanes, information about vehicles on the side (rear side) can be obtained; when preventing rear-end collisions, information about the vehicle ahead can be obtained; when preventing head-on collisions at intersections, information about other vehicles driving on the intersection side can be obtained; and when preventing collisions with pedestrians or the like, information about pedestrians or the like can be obtained.

[0073] In addition, as information that can be used to realize the automatic driving function, there is also information about various road markings directly drawn on the road, such as lane dividing lines (including parking dividing lines), crosswalks, and stop lines. Examples of information about road markings include the position and content of the road markings. This information about road markings can be obtained based on the shooting data of each camera 2-8. Since various technologies for recognizing road markings from shooting data have been proposed and put into practical use, the description thereof is omitted here.

[0074] Information about road markings in the traveling direction can also be obtained by road-to-vehicle communication. Although not equipped in the vehicle 1 of this embodiment, it is also possible to obtain information about various road markings using a lidar.

[0075] In addition, as information that can be used to realize the automatic driving function, there is also information about traffic lights, level crossings, signs (including billboards), intersections, merging / splitting points, sidewalks, obstacles, dangerous sites, and other ground structures (hereinafter collectively referred to as "infrastructure-related information"). Infrastructure-related information includes, in addition to the presence and position of the various objects described above, information about the color of the traffic light in the case of a traffic light, the operating state of the level crossing in the case of a level crossing, and the display content in the case of signs or billboards. Infrastructure-related information can also be recognized and obtained based on the shooting data of each camera 2-8, and can also be obtained by road-to-vehicle communication. In addition, various infrastructure information can also be obtained from the above-mentioned route guidance function based on GPS information and map data.

[0076] In addition, there is also regulatory information among the information that can be used to realize the automatic driving function. For example, when driving restrictions due to construction, accidents, natural disasters, etc. are implemented in the traveling direction, the regulatory information can be obtained through vehicle-road communication.

[0077] The various types of information that can be used to realize the automatic driving function, such as the information about surrounding moving objects, infrastructure-related information, information about road signs, and regulatory information described above, correspond to an example of the surrounding information of the present disclosure.

[0078] The automatic driving control unit 30 acquires the various types of information described above, and realizes automatic driving by controlling the traveling drive control unit 27, the brake control unit 28, the steering control unit 29, and other necessary in-vehicle devices based on the information. Specifically, the seven types of automatic control functions described above can be executed. The seven types of automatic control functions in the present embodiment are, as described above, automatic start / stop control, lane keeping control, inter-vehicle distance control, lane change control, right / left turn control , collision suppression control, and parking control.

[0079] The automatic start / stop control is a control that automatically stops the vehicle 1 when the condition to stop is satisfied during traveling, and automatically starts the vehicle 1 when the condition to stop is released after stopping. This control is performed using, in addition to the vehicle's own information, information about surrounding moving objects obtained from each of the cameras 2 to 8 and each of the radar sensors 11 to 14, infrastructure-related information and regulatory information obtained through vehicle-road communication, etc.

[0080] With this automatic start / stop control, for example, when the traffic signal color is green at an intersection or the like, the vehicle is allowed to travel as it is, and when it is red or yellow, it is stopped; when a level crossing is recognized ahead and it is recognized that the barrier is down, it is stopped; when the barrier is not down, it is stopped once and then started again; and the like. In addition, when an obstacle or the like is recognized ahead, it is also automatically stopped.

[0081] In the automatic start / stop control, various control parameters necessary for executing the automatic start / stop control, such as the deceleration when automatically stopping and the acceleration when automatically starting, are set to default values in advance and stored in the memory 30b. However, those control parameters may be arbitrarily set and changed from the default values.

[0082] The lane keeping control is a control configured to automatically steer the steering wheel so that the host vehicle travels along the lane without deviating from the lane dividing line. This control is performed while cooperating with the route guidance function, using information on road markings (especially vehicle dividing lines) obtained from each of the cameras 2 to 8 and each of the radar sensors 11 to 14 in addition to the host vehicle information.

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

[0084] Various parameters necessary for following the vehicle in front when traveling following the vehicle in front, such as the inter-vehicle distance from the vehicle in front and the upper limit value of the host vehicle speed, used in the inter-vehicle distance control are set in advance. However, those control parameters may be arbitrarily set and changed. Also, in the inter-vehicle distance control, the vehicle speed, which is one of the control parameters used when there is no other vehicle within a certain range in front of the host vehicle, is basically set to the legal speed of the road during travel. However, the vehicle speed in this case may be arbitrarily set. In that case, it may be arbitrarily set within the range not exceeding the legal speed.

[0085] Lane change control is a control that, when a lane change (steering for a lane change) is necessary, detects other vehicles in the adjacent lane of the destination lane, and automatically changes the lane while controlling the driving force, braking force, and steering so as not to collide with other vehicles according to the presence, position, speed, etc. of other vehicles. This control is performed using, in addition to vehicle information, information on surrounding moving objects (especially other vehicles in adjacent lanes) obtained from each camera 2 - 8 and each radar sensor 11 - 14, information on vehicle lane lines, information on other vehicles (running vehicles in adjacent lanes) obtained by vehicle-to-vehicle communication, etc.

[0086] Right / left turn control is a control that, when a right turn or a left turn is necessary, automatically makes a right turn or a left turn without colliding with oncoming vehicles, vehicles traveling on the intersection road, other vehicles around the own vehicle, pedestrians, etc. This control is performed using, in addition to vehicle information, information on surrounding moving objects obtained from each camera 2 - 8 and each radar sensor 11 - 14, information on other vehicles obtained by vehicle-to-vehicle communication, information on pedestrians, etc. obtained by pedestrian-to-vehicle communication.

[0087] Collision avoidance control is a control that, when there is an obstacle on the road in the vehicle traveling direction, automatically steers, brakes, stops, etc. the vehicle so as not to collide with the obstacle. It is performed using information on surrounding moving objects obtained from each camera 2 - 8 and each radar sensor 11 - 14, infrastructure-related information and regulation information obtained by road-to-vehicle communication, etc.

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

[0089] ​Regarding which of the above seven types of control functions to execute, that is, regarding the automated driving level, it is configured so that the driver or the like can arbitrarily set it. Specifically, as shown in FIG. 3A, for both the highly automated mode and the basic mode, the automated driving level can be arbitrarily set. However, for the basic mode, level 7 cannot be set, and any one of levels 0 to 6 can be set. On the other hand, for the highly automated mode, level 0 cannot be set, and any one of levels 1 to 7 can be set. Furthermore, the level of the basic mode can be set within a range lower than the level of the highly automated mode. Conversely, the level of the highly automated mode can be set within a range higher than the level of the basic mode.

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

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

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

[0093] Also, on the premise that, as shown in FIG. 3A, the number of automatic control functions executed increases by one each time the level increases by one, as shown in FIG. 3B, the content of controls A to G may be arbitrarily set by the driver or the like.

[0094] In the vehicle 1 of this embodiment, the driving mode is normally set to the basic mode. On the other hand, when the autonomous driving start switch 42 is pressed, under certain conditions, the driving mode becomes the highly automated mode. In addition, when it is set to execute lane change control, right / left turn control, and parking control, the destination (in the case of parking control, the target parking position) may be set. Specifically, the route guidance function may be started, and the destination may be input via the touch panel. The autonomous driving when the destination is set is basically performed along the calculated route to the destination while confirming the position of the host vehicle in cooperation with the route guidance function.

[0095] When the driving mode with an autonomous driving level of level 1 or higher is set and the destination is not set, how to specifically execute the automatic control functions applied in the current driving mode may be determined as appropriate. For example, when the driving mode is set to execute the right / left turn control function and the destination is not set, the right / left turn control function may be executed to drive straight along the road as a principle. And when it is necessary to select the traveling direction, for example, when approaching a fork in the road, the right / left turn control function may be executed to proceed in a predetermined direction. Also, when the destination is not set, the right / left turn control function may be made invalid. Regarding the parking control function, it may also be made invalid when the destination (specifically, the place to park) is not set.

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

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

[0098] Also, at least the vehicle 64 can receive individual road information from at least the roadside communication device 81d in its vicinity. Specifically, it can acquire information such as the approach of another vehicle 63 from the left side.

[0099] Also, at least the vehicle 62 can receive individual road information from at least the roadside communication device 81e in its vicinity. Specifically, it can acquire information such as the information of the traffic signal 72 ahead, the presence of an oncoming vehicle 61 attempting to turn right, the presence of a crosswalk in the left turn direction, and the presence of a pedestrian 76 on that crosswalk.

[0100] Also, each of the vehicles 61 to 66 can obtain various information from each of the cameras 2 to 8 and each of the radar devices 11 to 14 it is equipped with, and can also obtain various information through vehicle-to-vehicle communication and pedestrian-to-vehicle communication. For example, the vehicle 65 can detect the vehicle 67 ahead and the vehicle 66 on the right side by means of a camera or a radar device. Thereby, it can travel while appropriately maintaining the distance from the vehicle 67 ahead, or when a lane change is necessary, it can change lanes at an appropriate timing while considering the positional relationship with the vehicle 66 on the right side. Also, the vehicle 65 can detect the sudden emergence of a pedestrian 77 by means of a camera or a radar device. When the vehicle 65 detects the sudden emergence of the pedestrian 77, it can perform appropriate deceleration control so as not to collide with the pedestrian 77 while considering the distance from the vehicle 65 behind.

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

[0102] (4) Switching of driving modes When the automatic driving start SW42 is pressed, the automatic driving control unit 30 does not necessarily always operate in the highly automated mode until the automatic driving stop SW43 is pressed (or until the destination is reached). When the operation unit 30a of the automatic driving control unit 30 detects that the automatic driving start SW42 is pressed, it executes the main process shown in FIG. 5 to switch between the highly automated mode and the basic mode. That is, by executing the main process of FIG. 5 by the operation unit 30a, the mode switching function is realized.

[0103] When a start switch (for example, an ignition switch) of the vehicle 1 (not shown) is turned on, the operation unit 30a reads and executes the program of the main process of FIG. 5 from the memory 30b. When starting the main process of FIG. 5, at S10, the operation unit 30a sets the driving mode to the basic mode and executes the automatic control function based on the automatic driving level set as the basic mode. For example, when level 1 is set as the basic mode, the automatic control function of control A (see FIG. 3A) is executed. The execution of the automatic control function is performed based on the various types of information obtained as needed, including the above-mentioned surrounding information. When level 0 is set as the basic mode, all automatic control functions are not executed. For the automatic control functions set as execution targets in the basic mode, they are executed automatically, but for other functions, basically, they are left to the driver's operation.

[0104] At S15, it is determined whether the destination has been set. If the destination has not been set yet (S15: NO), at S20, it is determined whether the destination setting input has been performed. If the destination setting input has not been performed (S20: NO), the process returns to S15. That is, the basic mode continues until the destination is set.

[0105] When the destination has been set (S15: YES), or when the destination setting input is performed in S20 (S20: YES), in S25, it is determined whether the automatic driving start switch 42 is turned on. If the automatic driving start switch 42 is not turned on (S25: NO), the process returns to S15. If the automatic driving start switch 42 is turned on (S25: YES), in S30, the automatic driving control process is executed. The automatic driving control process is a process of determining whether the driving mode can be switched from the basic mode to the highly automated mode, and if it can be switched, switching to the highly automated mode. In addition, the automatic driving control process includes a process of determining whether to switch back to the basic mode again after switching to the highly automated mode, and switching to the basic mode if it should be switched. The details of the automatic driving control process in S30 are as shown in FIG. 6.

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

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

[0108] After the start of the main process, if the initial automatic switching confirmation process has not been executed yet (S120: NO), proceed to S130 and execute the initial automatic switching confirmation process. If the initial automatic switching confirmation process has already been executed after the start of the main process (S120: YES), at S140, it is determined whether driving has been performed after startup. If driving has been performed at least a little after startup regardless of the driving mode (S140: YES), proceed to S150 and execute the normal-time automatic switching confirmation process. If no driving has been performed yet after startup (S140: NO), proceed to S160. The normal-time automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether the driving mode of Vehicle 1 can be switched from the basic mode to the highly automated mode, and is an automatic switching confirmation process executed when the initial automatic switching confirmation process has already been executed.

[0109] Note that it is not essential to separate the initial automatic switching confirmation process and the normal-time automatic switching confirmation process as the automatic switching confirmation process. Either one of them may be omitted and only the other may be executed when a negative determination is made at S110. Alternatively, both of them may be combined into one automatic switching confirmation process, and when an affirmative determination is made at S110, that one automatic switching confirmation process may be executed.

[0110] The details of the initial automatic switching confirmation process of S130 are as shown in FIG. 7. When proceeding to the initial automatic switching confirmation process of FIG. 7, at S310, the operation state of the driver is confirmed. In this embodiment, when switching to the highly automated mode immediately after startup, it is required that the driver can operate Vehicle 1 normally. This is to enable a smooth return to the basic mode if it becomes necessary to return to the basic mode after starting to drive in the highly automated mode. Also, it has the meaning of suppressing the situation where a person inexperienced in driving operations (for example, a child) or a person who should not operate Vehicle 1 drives Vehicle 1 automatically.

[0111] Regarding what specific operating states should be checked in S310, it may be determined as appropriate. For example, a first determination method of determining whether the steering wheel 20 is being held and whether the brake pedal 28a is being depressed may be used. Alternatively, a second determination method of having the driver drive the vehicle 1 for a certain period of time (e.g., several tens of seconds) and determining whether the driving operation during that driving is normal may be used. Specifically, for example, based on whether the accelerator operation is smooth, whether the operation of the steering wheel 20 is smooth (whether the operation along the shape of the driving route is performed), whether the vehicle can travel steadily with respect to the lanes detected by various in-vehicle cameras and radar devices, whether the driving can be performed according to the signals and signs detected by various in-vehicle cameras and radar devices, etc., it may be determined whether the driving operation is normal.

[0112] Also, a method of determining whether the driver is seated in the driver's seat may be used alone or in combination with other determination methods. In S320, based on the confirmation result of S310, it is determined whether it is possible to switch to the highly automated mode. For example, when the first determination method is used in S310 and it is determined that the steering wheel 20 is being held and the brake pedal 28a is being depressed, it may be determined that it is possible to switch to the highly automated mode. At that time, a determination of whether the driver is seated in the driver's seat based on the detection signal from the seating sensor 25 may also be made, and when the driver is seated in the driver's seat, it may be determined that it is possible to switch to the highly automated mode. Also, for example, when the second determination method is used in S310 and it is determined that the driving operation during driving is normal, it may be determined that it is possible to switch to the highly automated mode. At that time as well, a determination of whether the driver is seated in the driver's seat based on the detection signal from the seating sensor 25 may also be made, and when the driver is seated in the driver's seat, it may be determined that it is possible to switch to the highly automated mode. Note that the operating state confirmed in S310 being a state where it is determined in S320 that it is possible to switch to the highly automated mode is an example of the basic mode switching conditions.

[0113] In S330, it is determined whether it is possible to switch to the highly automated mode based on the determination result of S320. If it is determined in S320 that it is possible to switch to the highly automated mode (S330: YES), the process proceeds to S335. In S335, it is determined whether the occupant is wearing a seat belt. This determination is made based on the respective detection signals from the seating sensor 25 and the belt sensor 26. The determination in S335 may specifically be, for example, a determination as to whether all the occupants are wearing seat belts, or, for example, a determination as to whether the occupants of at least a specific seat (e.g., the driver's seat and the front passenger seat) are wearing seat belts. If it is determined in S335 that all the occupants to be determined are wearing seat belts (S335: YES), the process proceeds to S340.

[0114] In S340, it is determined whether the basic mode maintenance flag is cleared. Note that the basic mode maintenance flag and various flags described later are all cleared as initial values at the start of the main process.

[0115] If the basic mode maintenance flag is cleared (S340: YES), in S350, the highly automated switching flag is set. After the process of S350, the process proceeds to S160 (FIG. 6). If it is determined in S330 that the switch to the highly automated mode is not possible, the process proceeds to S360. Also, if there is an occupant not wearing a seat belt among the occupants to be determined in S335 (S335: NO), the process proceeds to S360. Further, if it is determined in S340 that the basic mode maintenance flag is not cleared (i.e., set) (S340: NO), the process proceeds to S360. In S360, the highly automated switching flag is cleared. After the process of S360, the process proceeds to S160 (FIG. 6).

[0116]

[0117] ​Next, the details of the normal automatic switching confirmation process of S150 (Fig. 6) are as shown in Fig. 8. When proceeding to the normal automatic switching confirmation process of Fig. 8, at S410, it is determined whether the normal transition conditions to the highly automated mode are satisfied. Various normal transition conditions to the highly automated mode can be considered. For example, it may be that the driver is holding the steering wheel 20. Also, for example, it may be that the vehicle 1 is traveling within the legal speed and is in a state where it can travel straight or in a similar (less curved) manner for a certain period of time in the future. That is, the normal transition conditions may be set so that the switching to the highly automated mode can be performed in a stable state. Further, as a normal transition condition, for example, the fact that the driver is seated in the driver's seat may be used alone or in combination with other conditions (e.g., as the logical sum or logical product with other conditions). Note that this normal transition condition is an example of the highly automated switching condition.

[0118] If the normal transition conditions to the highly automated mode are satisfied (S410: YES), at S480, it is determined whether the basic mode maintenance flag is cleared. If the basic mode maintenance flag is not cleared (S480: NO), at S470, the highly automated switching flag is cleared and the process proceeds to S160 (Fig. 6). If the basic mode maintenance flag is cleared (S480: YES), at S490, the highly automated switching flag is set and the process proceeds to S160 (Fig. 6).

[0119] If it is determined at S410 that the normal transition conditions to the highly automated mode are not satisfied (S410: NO), basically, the basic mode is prioritized and maintained. However, if the driver is seated in the driver's seat, through the processes after S420, the state of the driver is confirmed, and if any abnormality (an abnormality where the driver himself / herself may not be able to drive normally) occurs in the state of the driver, the highly automated switching flag is set to switch to the highly automated mode.

[0120] That is, basically, the switching from the basic mode to the highly automated mode is related to the driver and It is to be performed after confirming that the vehicle 1 is in a stable state. On the other hand, in the case where the driver cannot (or is not) driving the vehicle 1 normally, depending on the situation, it may be necessary to forcibly switch to the highly automated mode and appropriately run the vehicle 1. Therefore, in S420 and below, when the driver is in a situation where the vehicle 1 cannot be driven normally, the highly automated switching flag is set.

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

[0122] In S420, it is determined whether the driver's line of sight is directed forward. This determination may be made based on the image data captured by the in-vehicle camera 3. As cases where the driver's line of sight is not directed forward, for example, it is assumed that the driver is watching TV, operating a mobile phone or a smartphone, or driving while looking sideways.

[0123] If the driver's line of sight is directed forward (S420: YES), the process proceeds to S450. If the driver's line of sight is not directed forward (S420: NO), in S430, it is determined whether the vehicle is stopped. If the vehicle 1 is stopped (S430: YES), the process proceeds to S450. If the vehicle 1 is running (S430: NO), in S440, it is determined whether the state where the driver's line of sight is not directed forward has continued for a specified time. If the state where the driver's line of sight is not directed forward has not continued for the specified time (S440: NO), the process proceeds to S450. If the state where the driver's line of sight is not directed forward has continued for the specified time (S440: YES), the process proceeds to S490 to set the highly automated switching flag.

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

[0125] If the driver's eye state is normal (S450: YES), the process proceeds to S460. If the driver's eye state is abnormal (S450: NO), the process proceeds to S490 to set the highly automated switching flag.

[0126] In S460, it is determined whether the driver's physical condition is normal. Specifically, it is determined based on the biometric information obtained from the biometric sensor 21. For example, if the pulse is within the normal range and there is no abnormal sweating state, it is determined that the physical condition is normal. Conversely, if the pulse exceeds the normal range or there is an abnormal sweating state, it is determined that the physical condition is abnormal.

[0127] If the driver's physical condition is normal (S460: YES), the process proceeds to S470 to clear the highly automated switching flag. If the driver's physical condition is abnormal (S460: NO), the process proceeds to S490 to set the highly automated switching flag. After the processing of S470 and after the processing of S490, the process proceeds to S160 (Figure 6). Note that the state where the driver's state is positively determined in S440, the state where it is negatively determined in S450, and the state where it is negatively determined in S460 are all examples of highly automated switching conditions.

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

[0129] In S180, a notification is made that the automatic driving in the highly automated mode has started. Specifically, the driver is notified by voice or the like that the mode has switched to the highly automated mode. This notification may be made only when switching to the highly automated mode, or may be made as appropriate after switching (for example, repeatedly at regular time intervals). Also, the notification method is not limited to voice. For example, the steering wheel may be vibrated in a specific pattern, or a specific display may be made on the instrument panel inside the vehicle, and the notification may be made in various ways.

[0130] In S185, an intrusion driving prohibition notification is performed to make the surroundings of vehicle 1 recognize that it is not desired for a vehicle to cut in from the front of vehicle 1. The specific method of the intrusion driving prohibition notification may be determined as appropriate. For example, a lamp for the intrusion driving prohibition notification may be provided and lit. Also, for example, an image indicating that cutting in is not desired may be displayed on the side surface or window of vehicle 1 so as to be visible from outside the vehicle. Also, for example, a specific sound may be generated from the horn. The specific sound is, for example, a sound different from the normal sound generated when the driver himself presses the horn sounding button. Also, for example, that cutting in is not desired may be notified outside the vehicle using wireless communication such as road-vehicle communication, vehicle-vehicle communication, and pedestrian-vehicle communication together with the information of the own vehicle (for example, position information, number information, etc.).

[0131] In S190, the four automatic driving operation lamps 16 are lit. Thereby, when vehicle 1 is viewed from the outside, it can be recognized that vehicle 1 is traveling in the highly automated mode. Note that, as a method of notifying the outside that the vehicle is traveling in the highly automated mode, a method other than lighting the four automatic driving operation lamps 16 may be adopted. For example, an image indicating that the vehicle is traveling in the highly automated mode may be displayed on the side surface or window of vehicle 1 so as to be visible from outside the vehicle. Also, for example, that the highly automated mode is set may be notified outside the vehicle using wireless communication such as road-vehicle communication, vehicle-vehicle communication, and pedestrian-vehicle communication together with the information of the own vehicle (for example, position information, number information, etc.).

[0132] In S200, a basic mode switching confirmation process is executed. The details of the basic mode switching confirmation process in S200 are as shown in FIG. 10. The basic mode switching confirmation process in FIG. 10 is a process of determining whether the condition for switching from the highly automated mode to the basic mode is satisfied, and switching to the basic mode (specifically, clearing the highly automated switching flag for that purpose) when it is satisfied.

[0133] Prior to the description of the basic mode switching confirmation process in FIG. 10, an example of the conditions for switching to the basic mode in this embodiment will be described with reference to FIG. 9. FIG. 9 shows a road 90 having a curve. In road 90, road construction is being carried out in a partial section, and a signboard 91 indicating the start of the construction section is installed near point A. Also, near point D, a signboard 92 indicating the end of the construction section is installed. At point A, vehicle 1 is about to enter.

[0134] From the shooting results of each front camera 2, 5, vehicle 1 can recognize the contents of each signboard 91, 92 and detect that it has entered the construction section or exited the construction section. Also, by acquiring the position information of the construction section from the on-road communication device 81, it is possible to detect that vehicle 1 is approaching the start point of the construction section, that vehicle 1 has entered the construction section, that vehicle 1 has exited the construction section, and so on. Note that this construction section (which may also include the section a predetermined distance before the start point of the construction section) corresponds to a specific driving area described later.

[0135] Also, the section from point B to point C is a driving caution section with a narrow road width and many curves, and is a section where the vehicle speed should be reduced and more careful driving should be taken. Vehicle 1 can detect that it is approaching the start point of the driving caution section, that it has entered the driving caution section, or that it has exited the driving caution section, etc., by acquiring the position information of this driving caution section from the on-road communication device 81. This driving caution section from point B to point C (which may also include the section a predetermined distance before the start of the driving caution section) also corresponds to a specific driving area described later.

[0136] Also, the approximate midpoint between point E and point F is accident site 95 where a traffic accident has occurred. The accident section from point E to point F centered on this accident site 95 is also a section where the vehicle speed should be reduced and driving should be done with caution. Vehicle 1 can detect that it is approaching the start point of the accident section, that it has entered the accident section, or that it has exited the accident section, etc., by acquiring the position information of this accident section from the on-road communication device 81. This accident section from point E to point F (which may also include a section a predetermined distance before the start of the accident section) also corresponds to a specific driving area described later.

[0137] And in this embodiment, when vehicle 1 travels in the above specific driving area, it is switched from the highly automated mode to the basic mode. The basic mode switching confirmation process of S200 (Fig. 6) for realizing this will be described with reference to Fig. 10.

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

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

[0140] In S520, when not driving within a specific driving area (S520: NO), in S530, it is determined whether a pedestrian has jumped out. This determination may be made based on the shooting results of each front camera 2 and 5, the detection signal of the front radar device 11, the received information of vehicle-road communication, and the received information of vehicle-pedestrian communication. When a pedestrian has jumped out (S530: YES), in order to switch to the basic mode, the basic mode maintenance flag is set in S550, the advanced automation switching flag is cleared in S560, and the process proceeds to S210 (Fig. 6). Note that the detection of a pedestrian jumping out is an example of a basic mode switching condition.

[0141] Note that when a pedestrian has jumped out, for the purpose of alerting the driver, an audio warning may be issued, or an image (dummy pedestrian image) that emphasizes that a pedestrian has jumped out from the roadside may be displayed using the HUD 38.

[0142] In S530, when a pedestrian has not jumped out (S530: NO), in S540, it is determined whether the outside of the vehicle is in a specific environment. The specific environment for switching to the basic mode may be set as appropriate. In this embodiment, at least rainy and bad weather with a lot of rainfall, nighttime with poor visibility, and a state where the driver feels dazzled due to backlight are regarded as specific environments.

[0143] Whether it is rainy and bad weather with a lot of rainfall can be determined based on the detection signal from the rain sensor 23. Whether it is nighttime can be determined based on the detection signal from the solar radiation sensor 22. Whether backlight is incident and the driver feels dazzled can be determined, for example, from the shooting result of the first front camera 2.

[0144] In S540, when the outside of the vehicle is in a specific environment (S540: YES), in order to switch to the basic mode, set the basic mode maintenance flag in S550, clear the highly automated switching flag in S560, and proceed to S210 (Fig. 6). When the outside of the vehicle is not in a specific environment (S540: NO), it is determined that there is no need to switch to the basic mode. Clear the basic mode maintenance flag in S570 and proceed to S210 (Fig. 6). Note that the outside of the vehicle being in a specific environment is an example of the basic mode switching condition.

[0145] In S210, it is determined whether the highly automated switching flag is cleared. When the highly automated switching flag is cleared (S210: YES), in S220, switch the driving mode to the basic mode and proceed to S35 (Fig. 5). The specific processing content of S220 is basically the same as that of S10. Set the driving mode to the basic mode and execute the automatic control function based on the automatic driving level set as the basic mode. Also, in S220, turn off the four automatic driving operation lamps 16. Thereby, when the vehicle 1 is viewed from the outside, it can be recognized that the vehicle 1 is running in the basic mode.

[0146] Note that when switching to the basic mode in S220, the running speed of the vehicle 1 may be appropriately decelerated. Also, when switching to the basic mode in S220, the driver may be notified in various ways such as voice, vibration of the steering wheel, display on the instrument panel inside the vehicle, etc. that the switch to the basic mode has been made.

[0147] In S210, when the highly automated switching flag is not cleared (S210: NO), proceed to S35 (Fig. 5) while maintaining the highly automated mode. In S35, it is determined whether the automatic driving stop SW43 is turned on. If the automatic driving stop SW43 is turned on (S35: YES), in S40, all the above flags (including the forced stop flag described later) are cleared, in S45, the driving mode is set to the basic mode, and the process returns to S15. In S45, similar to S10, the driving mode is set to the basic mode, and the automatic control function based on the automatic driving level set as the basic mode is executed.

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

[0149] If the emergency stop SW44 is not turned on and the forced stop flag is not set (S60: NO), the process returns to S30. If the emergency stop SW44 is turned on or the forced stop flag is set (S60: YES), in S65, all the above-mentioned flags are cleared in the same way as in S40. Then, in S70, the forced stop process is executed to forcibly stop the vehicle 1, and the main process ends. After that, in order to execute the main process again next time, at least the start switch needs to be reactivated (for example, turn off the ignition switch once and then turn it on again). The forced stop process in S70 is a process of automatically and forcibly stopping the vehicle 1. Specifically, how to stop it may be determined appropriately. For example, it may be decelerated and stopped immediately on the running road. Also, for example, instead of stopping on the road, it may be automatically driven to a place where the vehicle 1 can be stopped outside the road (for example, a parking lot near the vehicle) and then stopped.

[0150] (5) Effects of the Embodiment According to the vehicle 1 of the present embodiment described above, it has a highly automated mode and a basic mode as driving modes, and when the condition for shifting to the basic mode (or it may shift) is satisfied during the highly automated mode, it switches to the basic mode. Therefore, it is possible to switch from the highly automated mode to the basic mode at an appropriate timing. Conversely, when the condition for shifting to the highly automated mode (or it may shift) is satisfied during the basic mode, it switches to the highly automated mode. Therefore, it is possible to switch from the basic mode to the highly automated mode at an appropriate timing.

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

[0152] Note that the arithmetic unit 30a, S10 and S45 in FIG. 5, and S170 and S220 in FIG. 6 correspond to an example of the surrounding information acquisition unit, an example of the driving mode setting unit, and an example of the automatic control unit. In FIG. 8, the process that proceeds to S480 when the determination in S410 is affirmative and proceeds to S470 when the determination in S480 is negative corresponds to an example of the driving mode setting unit.

[0153] [Other Embodiments] (1) As the basic mode switching confirmation process of S200 in FIG. 6, various other contents can be adopted separately from the process shown in FIG. 10 or in addition to the process shown in FIG. 10.

[0154] For example, the basic mode switching confirmation process shown in FIG. 11 may be adopted. In the basic mode switching confirmation process shown in FIG. 11, first, at S610, a determination is made as to whether basic mode switching is necessary. This determination is a determination as to whether it is necessary to switch to the basic mode, and it may be determined based on various criteria. For example, when the vehicle 1 is traveling within a specific driving area or the outside of the vehicle is in a specific environment, it may be determined that it is necessary to switch to the basic mode. Also, for example, when a passenger who was wearing a seat belt removes the seat belt, it may be determined that it is necessary to switch to the basic mode. Also, for example, when other vehicles around the host vehicle exhibit specific behavior with respect to the host vehicle, it may be determined that it is necessary to switch to the basic mode.

[0155] This determination can be made based on, for example, the captured images by each of the cameras 2 to 8, the detection results by each of the radar devices 11 to 14, and the like. The specific behavior may be determined as appropriate. For example, the fact that another vehicle has drifted towards the host vehicle may be regarded as a specific behavior. In this case, the method for determining whether drifting has occurred may also be determined as appropriate. For example, it may be determined that drifting has occurred when the distance in the left-right direction (the direction perpendicular to the front-rear direction) from the host vehicle is within a specified distance. Also, for example, it may be determined that drifting has occurred when the rate of change of the distance in the left-right direction from the host vehicle is equal to or less than a negative specified rate of change. Also, for example, the fact that a vehicle traveling behind has rapidly approached the host vehicle may be regarded as a specific behavior. In this case, the method for determining whether rapid approach has occurred may also be determined as appropriate. For example, similar to the above-described method for determining drifting, it may be determined based on the distance from the rear vehicle and the rate of change of that distance.

[0156]

[0157] ​In S620, based on the determination result of S610, it is determined whether it is necessary to switch to the basic mode. If it is not necessary to switch to the basic mode (S620: NO), in S710, the basic mode maintenance flag is cleared, and the process proceeds to S210 (FIG. 6). If it is necessary to switch to the basic mode (S620: YES), in S630, it is determined whether the basic mode has already been set. If the basic mode has already been set (S630: YES), the process proceeds to S210 (FIG. 6). If it is not yet in the basic mode (that is, during the highly automated mode) (S630: NO), in S640, the driver is notified of the upcoming switch to the basic mode by various methods such as making a sound, vibrating the steering wheel in a specific pattern, or displaying a specific indication on the instrument panel inside the vehicle.

[0158] In S650, it is determined whether the driver has performed a specified operation in response to the notification in S640. As the specified operation, various operations may be adopted as long as it can be confirmed that the driver is in a state capable of driving in the basic mode. For example, it may be determined that the specified operation is for the driver to hold the steering wheel 20 and look ahead. Also, for example, it may be determined that the specified operation is for the driver to generate a specific sound, make a specific gesture, or operate a specific operation member (such as a specific switch) inside the vehicle.

[0159] If the driver has performed the specified operation (S650: YES), in S660, the basic mode maintenance flag is set, in S670, the highly automated switching flag is cleared, and the process proceeds to S210 (FIG. 6). If the driver has not performed the specified operation (S650: NO), in S680, it is determined whether a timeout has occurred since the start of the notification in S640 without the driver performing the specified operation, that is, whether the state of the driver not performing the specified operation has continued for a certain period of time.

[0160] If not timed out yet, return to S650. If timed out, clear the highly automated switching flag at S690, set the forced stop flag at S700, and proceed to S210 (Fig. 6). That is, even though it should be in a state to switch to the basic mode, if the state without the driver's specified operation continues for a certain period after the report at S640, it is assumed that some abnormality may have occurred to the driver, and the forced stop flag is set to forcibly stop the vehicle 1.

[0161] Also, as the basic mode switching confirmation process of S200 in Fig. 6, for example, the basic mode switching confirmation process shown in Fig. 12 may be adopted. In the basic mode switching confirmation process shown in Fig. 12, first at S1010, it is determined whether the inter-vehicle distance control among a plurality of types of automatic control functions is being executed. In the above embodiment, as illustrated in Fig. 3A, when the automatic driving level is level 2 or higher, the inter-vehicle distance control is executed.

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

[0163] At S1020, it is determined whether there is an intrusion of another vehicle in front of the host vehicle. This determination can be made based on, for example, the captured images by each camera 2 - 8, the detection results by each radar device 11 - 14, etc. This can be done based on, for example, the captured images by each camera 2 - 8, the detection results by each radar device 11 - 14, etc. The specific method of this determination may be determined as appropriate. For example, when another vehicle enters in front of the host vehicle within the lane in which the host vehicle is traveling, it may be determined that there is an intrusion. In that case, not only when it simply enters, but also when the entered state continues for a specified time or more, it may be determined that there is an intrusion.

[0164] If it is determined that there is no intrusion of other vehicles in front of the own vehicle (S1020: NO), the process proceeds to S1040. If it is determined that there is an intrusion of other vehicles in front of the own vehicle (S1020: YES), warning processing is performed in S1030, and the process proceeds to S1040. The warning processing in S1030 is a process for prompting attention to the other vehicle that has intruded in front of the own vehicle (for example, the fact that the own vehicle exists behind the other vehicle, and the desire not to make an intrusion, etc.). The specific content of this warning processing may be determined as appropriate. For example, the same processing as the intrusion driving prohibition notification of S185 in FIG. 6 may be performed.

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

[0166] The attention - calling processing in S1050 is a process for prompting the driver to place their foot on the brake pedal 28a. The specific content of this attention - calling processing may be determined as appropriate. For example, it may be prompted by voice, or by vibrating a specific location inside the vehicle (such as the seat, the steering wheel 20, etc.), or by displaying attention information on the display 37 or the HUD 38. If the foot is not placed on the brake pedal 28a even after the attention - calling processing, specific processing may be executed. The specific processing in this case may be, for example, a process of forcibly stopping the vehicle 1, or a process of switching the driving mode to the basic mode.

[0167] In S1060, it is determined whether the brake pedal 28a has been depressed. If the brake pedal 28a has not been depressed (S1060: NO), the process proceeds to S1080. If the brake pedal 28a has been depressed (S1060: YES), brake - corresponding processing is performed in S1070, and the process proceeds to S1080.

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

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

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

[0171] In S1100, it is determined whether the emergency brake has been automatically activated by the automatic control function including the inter-vehicle distance control. What is determined as the emergency brake may be determined as appropriate. For example, when the deceleration of Vehicle 1 becomes equal to or greater than a predetermined threshold value, it may be determined that the emergency brake has been activated.

[0172] In S1100, if the emergency brake is not activated (S1100: NO), proceed to S1140. In S1140, clear the basic mode maintenance flag. In S1100, if it is determined that the emergency brake has been activated (S1100: YES), proceed to S1110.

[0173] In S1110, it is determined whether it is necessary to switch the driving mode from the highly automated mode to the basic mode. This determination method may be determined as appropriate. For example, the fact that the emergency brake has been activated itself may be judged as a state where it is necessary to switch to the basic mode, and it may be determined that it is necessary to switch to the basic mode. Also, for example, each time it is determined in S1100 that the emergency brake has been activated, the number of times of that determination is accumulated and stored, and when the cumulative value reaches a predetermined upper limit number of times, it may be determined that it is necessary to switch to the basic mode.

[0174] In S1110, if it is determined that there is no need to switch to the basic mode (S1110: NO), proceed to S1140. In S1110, if it is determined that it is necessary to switch to the basic mode (S1110: YES), in order to switch to the basic mode, set the basic mode maintenance flag in S1120 and clear the highly automated switching flag in S1130.

[0175] Note that the fact that the emergency brake has been activated means that, for example, there may be a situation where it is preferable for the driver to perform driving operations while paying attention to the surroundings because some abnormality (such as an accident or an obstacle) has occurred in front of the own vehicle. Also, for example, it is also conceivable that there may be an abnormality in the automatic control function. Therefore, when the emergency brake is automatically activated (S1100: YES), the processes of S1120 and S1130 are executed on the condition that a positive determination is made in S1110, so that the driving mode is switched to the basic mode.

[0176] (2) During driving in the highly automated mode, there may be situations where it is necessary to return to the basic mode. Therefore, even when driving in the highly automated mode, it is preferable for the driver to be able to perform driving operations by himself / herself at any time when necessary. Thus, during driving in the highly automated mode, for example, by executing the basic mode preparation confirmation process shown in FIG. 13, by periodically making the driver perform simple operations, it may be possible to confirm whether the vehicle is in a state where it can immediately return to the basic mode.

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

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

[0179] In the S850, similar to the S830, it is determined whether the confirmation operation by the driver has been performed. If the confirmation operation by the driver has been performed (S850: YES), it is determined that the driver can immediately return to the basic mode, and this basic mode preparation confirmation process is terminated. If the confirmation operation by the driver has not been performed (S850: NO), in order to forcibly stop Vehicle 1, the highly automated switching flag is cleared in S860, the forced stop flag is set in S870, and this basic mode preparation confirmation process is terminated. Note that when the forced stop flag is set in S870, the process may immediately move to the process of S70 (Figure 5) to execute the forced stop process.

[0180] (3) The switching conditions from the highly automated mode to the basic mode may be determined as appropriate. When the conditions for shifting to the basic mode (or it may be possible to shift) are satisfied, whether to immediately force the shift or to shift after confirming whether the driver can drive normally may also be determined as appropriate.

[0181] Conversely, the switching conditions from the basic mode to the highly automated mode may also be determined as appropriate. For example, when there is an incoming call or email for the mobile phone or smartphone held by the driver, the incoming call tone may be detected, and the highly automated switching flag may be automatically set to shift to the highly automated mode.

[0182] Note that Vehicle 1 in the above embodiment is equipped with an LTE communication function, and the automatic driving control unit 30 can also undertake the functions of mobile phone calls and email sending and receiving by itself. In that case, when there is an incoming call or email via the LTE communication network, the highly automated switching flag may be automatically set to shift to the highly automated mode.

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

[0184] There is no fixed rule for when to switch from the highly automated mode to the basic mode and when to switch from the basic mode to the highly automated mode. For example, when driving on a narrow and winding road, depending on the accuracy and performance of the autonomous driving, in some cases, it may be smoother and safer for the driver to drive manually. Conversely, for a driver who is not used to driving, in some cases, it may be smoother to let the vehicle drive autonomously rather than driving manually. Therefore, the above switching conditions may be set in consideration of the driver's skill, the driver's preference for the driving mode (for example, which of the highly automated mode and the basic mode to prioritize), and various other circumstances.

[0185] (5) In the above embodiment, after switching to the basic mode, even if it becomes a state where it should (or may) shift to the highly automated mode, the basic mode continues while the state where it should operate in the basic mode (the state where the basic mode maintenance flag is set) continues. On the contrary, when it becomes a state where it should (or may) shift to the highly automated mode, prioritizing driving in the highly automated mode, even if the state where it should operate in the basic mode (the state where the basic mode maintenance flag is set) continues, it may be forcibly switched to the highly automated mode.

[0186] Also, when prioritizing the highly automated mode and after switching to the highly automated mode, while the state where it should operate in the highly automated mode continues, even if it becomes a state where it should (or may) shift to the basic mode, the highly automated mode may continue.

[0187] (6) In the above embodiment, to set the vehicle 1 to the highly automated mode and execute autonomous driving, it was necessary to press the autonomous driving start SW42, but it is not essential to press the autonomous driving start SW42. The autonomous driving start SW42 may be omitted, and it may be automatically switched to the highly automated mode when the condition for switching to the highly automated mode should (or may) be satisfied.

[0188] (7) When it is necessary to switch from the highly automated mode to the basic mode and switch to the basic mode, regardless of the driving level set as the basic mode, the driving level may be forcibly set to level 0. In that case, level 0 is maintained until a predetermined operation is performed by the driver, and when a predetermined operation is performed by the driver, it may be switched to the driving level set as the basic mode.

[0189] Also, when it is necessary to switch from the basic mode to the highly automated mode and switch to the highly automated mode, if the transition factor is a specific transition factor set in advance, regardless of the driving level set as the highly automated mode, the driving level may be forcibly set to level 7 to execute fully automated driving.

[0190] (8) The number of passengers in the vehicle can be detected at any time based on the detection signal from the seat sensor 25. Therefore, during driving in the highly automated mode, the number of passengers may be monitored, and if there is a change in the passengers, a predetermined process may be performed. As the predetermined process, for example, it may be notified to other passengers that the number of passengers has changed by voice output, image display, etc. Also, for example, as the predetermined process, the driving mode may be switched to the basic mode. Also, for example, as the predetermined process, the vehicle 1 may be forcibly stopped. Also, for example, it may be asked of the passengers in the vehicle whether to continue driving in the highly automated mode, and if there is a response indicating that it may continue, the highly automated mode may be continued, and if there is a response indicating that it should not continue, it may be switched to the basic mode or forcibly stopped.

[0191] Specific methods for asking the vehicle occupants whether they wish to continue driving in the highly automated mode may be determined as appropriate. For example, it may be asked verbally. Also, for example, it may be asked by displaying a message on the display 37, the HUD 38, or the like. Also, the method for the occupants to respond to the question may be determined as appropriate. For example, the voice of the occupants input via the microphone 39 may be recognized, and the response content of the occupants may be determined based on the recognition result. Also, for example, buttons may be displayed on the touch panel, and whether to continue may be determined by pressing the buttons.

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

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

[0194] The learning process in S1320 is a process of detecting the driver's habits and preferences from the content of the driver's own driving operation, and storing information indicating the detected habits and preferences (hereinafter referred to as "driving preference information") in the memory 30b.

[0195] For example, when detecting the driver's accelerator operation when starting a parked vehicle 1, it may be determined whether the driver tends to slowly depress the accelerator pedal 27a or tends to depress it relatively quickly, and the determination result may be stored as one piece of driving preference information. Whether the accelerator is depressed slowly may be determined based on, for example, whether the change rate of the depression operation amount of the accelerator pedal 27a is equal to or greater than a predetermined threshold value.

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

[0197] The type of driving preference information detected and stored in the learning process may be one or a plurality. Also, the specific content may be determined as appropriate. The above two examples of driving preference information are merely examples.

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

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

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

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

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

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

[0204] Note that the driver may be able to select whether to execute the control parameter setting process of FIG. 14. And when it is selected not to execute the control parameter setting process, for example, a preset default value may be used as the control parameter. Also, the driver may be able to arbitrarily delete the already stored driving preference information. Further, when switching from the highly automated mode to the basic mode, each control parameter may be reset to the default value.

[0205] ​(10) While the driving mode is set to the highly automated mode, it is also possible to detect the driver's facial expressions, gestures, speech content, etc., and based on the detected results, determine the driver's satisfaction with the automatic control function currently being executed automatically. For example, perform image recognition processing on the face image of the driver captured by a camera. If the driver has a dissatisfied expression, it may be determined that the driver is dissatisfied with the content of the current automatic control function. Conversely, if the driver has a blank or seemingly happy expression, it may be determined that the driver is not dissatisfied with the content of the current automatic control function.

[0206] Also, recognize the driver's speech content through speech recognition processing. If the driver makes a speech indicating dissatisfaction with the content of the current automatic control function, it may be determined that the driver is dissatisfied with the content of the current automatic control function. Conversely, if the driver does not make a speech indicating dissatisfaction with the content of the current automatic control function, it may be determined that the driver is not dissatisfied with the content of the current automatic control function.

[0207] And if it is determined that the driver is dissatisfied with the content of the current automatic control function, the driving mode may be switched to the basic mode. (11) In addition, the functions of one component in the above embodiment may be dispersed as a plurality of components, or the functions of a plurality of components may be integrated into one component. Also, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Also, a part of the configuration of the above embodiment may be omitted as long as the problem can be solved. Also, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of other above embodiments. Note that all aspects included in the technical idea specified from the language described in the claims are embodiments of the present disclosure.

[0208] [Technical Idea Grasped from the Embodiment] From the various embodiments described in detail above, at least the following technical ideas are grasped. Specifically, the automatic driving control device of the present disclosure configured as follows in (A) may be further configured as follows in (B) to (E). (A) An automatic driving control device mounted on a vehicle, a surrounding information acquisition unit configured to acquire surrounding information which is information around the vehicle, a driving mode setting unit configured to set the driving mode of the vehicle to either an advanced automation mode in which some or all of a plurality of types of driving operations necessary for the vehicle to travel are automatically executed based on the surrounding information, or a basic mode in which the number of types of the driving operations to be automatically executed is less than or zero compared to the advanced automation mode, an automatic control unit configured to execute the driving operations set to be automatically executed in the driving mode based on the driving mode set by the driving mode setting unit, and the driving mode setting unit is configured to switch the driving mode to the basic mode when a preset basic mode switching condition is satisfied when the driving mode is set to the advanced automation mode, Automatic driving control device. (B) In the above (A), when the driving mode is set to the advanced automation mode and a preset basic mode switching condition is satisfied, an automatic driving control device comprising a switching notification unit configured to perform a specific notification to notify the driver of the vehicle that the driving mode is switched to the basic mode. According to the automatic driving control device configured as described above, the driver of the vehicle can recognize that the driving mode is switched from the advanced automation mode to the basic mode. Therefore, the driver can appropriately operate and drive the vehicle even after switching to the basic mode.

[0209] (C) In the above (A) or (B), ​When the driving mode is set to the highly automated mode and a preset basic mode switching condition is satisfied, it is configured with a specified operation determination unit that determines whether or not the driver of the vehicle is performing a specified operation. When the driving mode is set to the highly automated mode and a preset basic mode switching condition is satisfied, and when it is determined by the specified operation determination unit that the driver is performing the specified operation, the driving mode setting unit is configured to switch the driving mode to the basic mode. Automatic driving control device.

[0210] According to the automatic driving control device configured in this way, since it is possible to switch to the basic mode after confirming whether the driver can actually handle driving in the basic mode, the vehicle can be appropriately driven by the driver even after switching to the basic mode. (D) In any one of (A) to (C) above, a confirmation operation request unit configured to repeatedly request a specific confirmation operation for the driver of the vehicle at a specific timing while the driving mode is set to the highly automated mode; a confirmation operation determination unit configured to determine whether or not the confirmation operation has been performed by the driver each time the confirmation operation is requested by the confirmation operation request unit; a stop unit configured to stop the vehicle when it is determined by the confirmation operation determination unit that the confirmation operation has not been performed; An automatic driving control device comprising the above. (E) In any one of (A) to (D) above, An automatic driving control device comprising an external notification unit configured to notify the outside of the vehicle to that effect when the driving mode is set to the highly automated mode.

Explanation of symbols

[0211] 1, 61~66… Vehicle, 2… First front camera, 3… Interior camera, 4… First rear camera, 5… Second front camera, 6… Second rear camera, 7… Left side camera, 8… Right side camera, 11… Front radar device, 12… Rear radar device, 13… Left side radar device, 14… Right side radar device, 16… Autopilot activation lamp, 20… Steering wheel, 21… Biometric sensor, 22… Solar radiation sensor, 23… Rain sensor, 24… Vehicle speed sensor, 25··· Occupancy sensor, 26··· Belt sensor, 27… Driving control unit, 28… Brake control unit, 29… Steering control unit, 30… Autopilot control unit, 30a… Arithmetic unit, 30b… Memory, 31… GPS communication unit, 32… Inter-vehicle communication unit, 33… Road-vehicle communication unit, 34… Pedestrian-vehicle communication unit, 35… LTE communication unit, 36… TV / Radio receiver, 37… Display, 38… HUD, 39… Microphone, 40… Speaker, 41… Turn signal operation unit, 42… Autopilot start switch, 43… Autopilot stop switch, 44… Emergency stop switch, 45… Level setting operation unit, 71, 72… Traffic lights, 73… Stop sign, 76, 77… Pedestrians, 81… Roadside communicator, 82… Camera, 90… Road, 91, 92… Signboards, 95… Accident scene.

Claims

1. A vehicle, acquiring surrounding information which is information around the vehicle, having, as driving modes of the vehicle, a highly automated mode in which a plurality of types of automatic control functions for executing driving operations based on the surrounding information are provided, and a basic mode in which the number of types of the automatic control functions is smaller than that in the highly automated mode, when the driving mode of the vehicle is the highly automated mode, traveling according to the highly automated mode, and when the driving mode of the vehicle is the basic mode, traveling according to the basic mode, wherein the automatic control function includes collision suppression control for automatically steering so as not to collide when an obstacle exists on a road in a traveling direction of the vehicle, wherein the automatic control function includes automatic start / stop control for automatically stopping the vehicle when a condition to stop during traveling is satisfied, and automatically starting the vehicle when the condition to stop is released, equipped with an emergency brake that automatically operates by inter-vehicle distance control, a vehicle.

2. The vehicle according to claim 1, configured to switch from the highly automated mode to the basic mode when the emergency brake is operated, a vehicle.

3. The vehicle according to claim 1 or 2, configured such that the emergency brake automatically operates when an accident occurs in front of the vehicle or when an obstacle exists in front of the vehicle, a vehicle.

4. The vehicle according to claim 3, configured such that the emergency brake automatically operates when another vehicle cuts in front of the vehicle, a vehicle.

5. The vehicle according to claim 4, configured to perform deceleration control when a pedestrian jumps out, a vehicle.

6. The vehicle according to claim 5, configured to stop when a state where a driver holds a steering wheel and does not look ahead continues for a certain period of time when switching to the basic mode is necessary, a vehicle.

7. The vehicle according to claim 6, wherein the automatic control function includes lane keeping control, a vehicle.

8. The vehicle according to claim 7, wherein the automatic control function includes lane change control, a vehicle.

9. The vehicle according to claim 8, wherein the automatic control function includes parking control, a vehicle.

10. The vehicle according to claim 9, wherein the automatic control function includes right / left turn control, a vehicle.

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