Vehicle control device

Abstract

To provide a vehicle control device capable of safely transferring operation authority according to driver's adaptability to a switchover from automatic operation to manual operation.SOLUTION: A control device is adapted to a vehicle capable of switching operation modes between automatic operation and manual operation. The control device is configured to: determine whether or not the vehicle is in an operation state where the automatic operation is difficult to be maintained; determine a degree of difficulty to transfer operation authority from the automatic operation to the manual operation based on information on a surrounding environment of the vehicle, information on operation skill of a driver and information on a level of experience of the driver in the transfer of operation authority from the automatic operation to the manual operation, when determining that the automatic operation is difficult to be maintained; set a condition for the operation state to transfer the operation authority according to the degree of difficulty; and execute processing including the transfer of the operation authority when the condition for the operation state meets.SELECTED DRAWING: Figure 10

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device that is applied to a vehicle whose driving mode can be switched between automatic driving and manual driving. [Background technology]

[0002] Conventionally, technologies for automatically driving vehicles such as automobiles have been known. Autonomous driving is achieved by acquiring information about the vehicle's surrounding environment using environmental sensors such as cameras, radar, and LiDAR (Light Detection and Ranging), as well as through communication with the outside of the vehicle, and controlling the vehicle's speed and steering angle. For such autonomously capable vehicles, technologies have been proposed for safely switching the vehicle's driving mode between autonomous driving and manual driving.

[0003] For example, Patent Document 1 proposes a vehicle control device for appropriately switching the driving mode of a vehicle from automatic driving to manual driving. Specifically, Patent Document 1 discloses a vehicle control device that switches the driving mode of the vehicle to manual driving when the vehicle in automatic driving reaches a preset initial switching position, and that makes it possible to separately execute switching from automatic steering to manual steering and switching from automatic speed adjustment to manual speed adjustment as independent controls.

[0004] Furthermore, Patent Document 2 proposes a vehicle system for preventing the driving state of the vehicle from becoming unstable when switching from automatic driving to manual driving. Specifically, Patent Document 2 discloses a technology in which, when the driver operates the steering wheel, accelerator, brake, etc. of the vehicle, a simulated driving course that simulates objects that can be seen ahead from the driver's viewpoint is displayed on a display screen, and after the driver operates the steering wheel, etc. to drive on the displayed simulated driving course, automatic driving is canceled and the system is switched to manual driving that reflects the operation of the steering wheel, etc. by the driver. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-197183 [Patent Document 2] Japanese Patent Application Publication No. 2018-083517 Summary of the Invention [Problem to be solved by the invention]

[0006] However, if the criterion for transferring operating authority from automated driving to manual driving is whether the driver can follow the target operating amount set in automated driving while driving manually, depending on the driver's adaptability, there is a risk that the driver will make driving errors after the operating authority is transferred, resulting in sudden braking or abrupt steering.

[0007] The present disclosure has been made in consideration of the above-mentioned problems, and the purpose of the present disclosure is to provide a vehicle control device that can safely transfer operating authority depending on the driver's ability to adapt to switching from automatic driving to manual driving. [Means for solving the problem]

[0008] In order to solve the above problem, according to one aspect of the present disclosure, there is provided a control device applied to a vehicle whose driving mode can be switched between automatic driving and manual driving, the control device comprising one or more processors and one or more memories communicatively connected to the one or more processors, wherein the processor determines whether the driving state is such that it is difficult to continue automatic driving, and when it is determined that the driving state is such that it is difficult to continue automatic driving, the control device determines the difficulty of transferring operating authority from automatic driving to manual driving based on information about the vehicle's surrounding environment, information about the driver's driving skill, and information about the driver's experience in transferring operating authority from automatic driving to manual driving, sets driving state conditions for transferring operating authority according to the difficulty, and performs processing including transferring operating authority when the driving state conditions are met. [Effects of the Invention]

[0009] As described above, according to the present disclosure, it is possible to safely transfer operating authority in accordance with the driver's adaptability to switching from automated driving to manual driving. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic diagram illustrating an example configuration of a vehicle to which a vehicle control device according to an embodiment of the present disclosure can be applied. [Figure 2] FIG. 2 is a block diagram showing an example of the configuration of a control device for a vehicle according to the embodiment; [Figure 3] FIG. 2 is an explanatory diagram showing an example of information about a driver's driving skill stored in a driver database. [Figure 4] FIG. 10 is an explanatory diagram showing an example of information about a driver's operation authority transfer experience level stored in a driver database. [Figure 5] 3 is a flowchart showing a main routine of a control process executed by a control device for a vehicle according to the embodiment; [Figure 6] 4 is a flowchart showing an example of an operation of a manual driving control process executed by the control device for the vehicle according to the embodiment. [Figure 7] 4 is a flowchart showing an example of the operation of an automatic driving control process executed by the control device of the vehicle according to the embodiment. [Figure 8] 10 is a flowchart showing an example of an operation of an operation authority transfer process executed by the control device of the vehicle according to the embodiment; [Figure 9] 10 is a flowchart showing an example of an operation of an operation authority transfer process executed by the control device of the vehicle according to the embodiment; [Figure 10] FIG. 10 is an explanatory diagram showing the maximum vehicle speed when operation authority is transferred, which is set according to the difficulty level. [Figure 11] FIG. 10 is an explanatory diagram showing the maximum steering angle when the operation authority is transferred, which is set according to the difficulty level. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0012] <1. Overall vehicle configuration> First, an example of the configuration of a vehicle to which a vehicle control device according to an embodiment of the present disclosure can be applied will be described.

[0013] FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle 1 equipped with a vehicle control device 50. 1 is configured as a four-wheel drive vehicle in which drive torque output from a drive power source 9 that generates drive torque for the vehicle is transmitted to a front left wheel 3LF, a front right wheel 3RF, a rear left wheel 3LR, and a rear right wheel 3RR (hereinafter collectively referred to as "wheels 3" unless a distinction is required). The drive power source 9 may be an internal combustion engine such as a gasoline engine or a diesel engine, a drive motor, or may include both an internal combustion engine and a drive motor.

[0014] The vehicle 1 may be an electric vehicle equipped with two drive motors, for example, a front-wheel drive motor and a rear-wheel drive motor, or an electric vehicle equipped with drive motors corresponding to each of the wheels 3. If the vehicle 1 is an electric vehicle or a hybrid electric vehicle, the vehicle 1 is equipped with a secondary battery that stores power to be supplied to the drive motors, and a motor or a generator such as a fuel cell that generates power to charge the battery.

[0015] The vehicle 1 is equipped with a driving force source 9, an electric steering device 15, and a brake device 20 as devices used to control the operation of the vehicle 1. The driving force source 9 outputs driving torque that is transmitted to the front drive shaft 5F and the rear drive shaft 5R via a transmission, a front wheel differential mechanism 7F, and a rear wheel differential mechanism 7R (not shown). The operation of the driving force source 9 and the transmission is controlled by a control device 50 that includes one or more electronic control units (ECUs: Electronic Control Units).

[0016] An electric steering device 15 is provided on the front-wheel drive shaft 5F. The electric steering device 15 includes an electric motor and a gear mechanism (not shown), and is controlled by a control device 50 to adjust the steering angles of the left front wheel 3LF and the right front wheel 3RF. In a manual driving mode, the control device 50 controls the electric steering device 15 based on the steering angle of the steering wheel 13 operated by the driver. In an automatic driving mode, the control device 50 controls the electric steering device 15 based on a target steering angle set by the control device 50.

[0017] The brake system of the vehicle 1 is configured as, for example, a hydraulic brake system. The brake device 20 adjusts the hydraulic pressure supplied to brake calipers 17LF, 17RF, 17LR, and 17RR (hereinafter collectively referred to as "brake calipers 17" unless a distinction is required) provided on the front, rear, left, and right drive wheels 3LF, 3RF, 3LR, and 3RR, respectively, to generate braking force. If the vehicle 1 is an electric vehicle or a hybrid electric vehicle, the brake device 20 is used in combination with regenerative braking using the drive motor.

[0018] The control device 50 includes one or more electronic control devices that control the drive of the driving force source 9 that outputs the drive torque of the vehicle 1, the electric steering device 15 that controls the steering wheel 13 or the steering angle of the steered wheels, and the brake device 20 that adjusts the hydraulic pressure supplied to the brake caliper 17. The control device 50 may also have a function of controlling the drive of a transmission that changes the speed of the output from the driving force source 9 and transmits it to the wheels 3. The specific configuration of the control device 50 will be described in detail later.

[0019] The vehicle 1 also includes front imaging cameras 31LF and 31RF, a rear imaging camera 31R, a LiDAR 31S, an interior imaging camera 33, a vehicle state sensor 35, a GPS (Global Positioning System) sensor 37, and an HMI (Human Machine Interface) 43.

[0020] The front photographing cameras 31LF, 31RF, the rear photographing camera 31R, and the LiDAR 31S constitute a surrounding environment sensor for acquiring information about the surrounding environment of the vehicle 1. The front photographing cameras 31LF, 31RF and the rear photographing camera 31R capture images of the area in front of or behind the vehicle 1 and generate image data. The front photographing cameras 31LF, 31RF and the rear photographing camera 31R are equipped with imaging elements such as CCDs (Charged-Coupled Devices) or CMOSs ​​(Complementary Metal-Oxide-Semiconductors), and transmit the generated image data to the control device 50.

[0021] In the vehicle 1 shown in Fig. 1, the front imaging cameras 31LF, 31RF are configured as a stereo camera including a pair of left and right cameras, and the rear imaging camera 31R is configured as a so-called monocular camera, but they may each be either a stereo camera or a monocular camera. However, it is not essential to have the rear imaging camera 31R. The vehicle 1 may also have cameras mounted on the side mirrors 11L, 11R to capture images of the left rear or right rear.

[0022] The LiDAR 31S transmits optical waves and receives reflected waves of the optical waves, and detects an object and the distance to the object based on the time between transmitting the optical waves and receiving the reflected waves. The LiDAR 31S transmits the detection data to the control device 50. In addition, the vehicle 1 may be equipped with one or more sensors selected from a radar sensor such as a millimeter-wave radar and an ultrasonic sensor as an ambient environment sensor for acquiring information about the ambient environment. Furthermore, the vehicle 1 may be equipped with a raindrop sensor as an ambient environment sensor for acquiring information about the ambient environment.

[0023] The interior camera 33 captures images of the interior of the vehicle and generates image data. The interior camera 33 is equipped with an imaging element such as a CCD or CMOS, and transmits the generated image data to the control device 50. In this embodiment, the interior camera 33 is positioned so that it can capture images of passengers aboard the vehicle 1. Only one interior camera 33 may be installed, or multiple interior cameras 33 may be installed.

[0024] The vehicle state sensor 35 is composed of at least one sensor that detects the operating state and behavior of the vehicle 1. The vehicle state sensor 35 includes at least one of a steering angle sensor, an accelerator position sensor, a brake stroke sensor, a brake pressure sensor, or an engine rotation speed sensor, and detects the operating state of the vehicle 1, such as the steering angle of the steering wheel 13 or the steering wheels, the accelerator operation amount, the brake operation amount, or the engine rotation speed. The vehicle state sensor 35 also includes at least one of a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, or a wheel speed sensor, and detects the behavior of the vehicle 1, such as the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, or the rotation speed of the wheels 3. The vehicle state sensor 35 transmits a sensor signal including the detected information to the control device 50.

[0025] The GPS sensor 37 receives satellite signals from GPS satellites. The GPS sensor 37 transmits position information of the vehicle 1 on map data contained in the received satellite signals to the control device 50. Note that instead of the GPS sensor 37, an antenna that receives satellite signals from other satellite systems that identify the position of the vehicle 1 may be provided.

[0026] The HMI 43 is driven by the control device 50 and presents various information to the driver by means of image display, audio output, etc. The HMI 43 includes, for example, a display device provided in the instrument panel and a speaker provided in the vehicle. The display device may be a display device of a navigation system. The HMI 43 may also include a HUD (head-up display) that displays information on the front window superimposed on the scenery around the vehicle 1.

[0027] <2. Vehicle control device> Next, the vehicle control device 50 according to this embodiment will be described in detail.

[0028] (2-1. Configuration example) FIG. 2 is a block diagram showing an example of the configuration of the control device 50 according to this embodiment. The control device 50 is connected to an ambient environment sensor 31, an in-vehicle camera 33, a vehicle state sensor 35, and a GPS sensor 37, either directly or via a communication means such as a CAN (Controller Area Network) or a LIN (Local Internet). The control device 50 is also connected to an HMI 43, either directly or via a communication means such as a CAN or a LIN.

[0029] The control device 50 includes a control unit 51, a storage unit 53, and a driver database 55. The control unit 51 includes one or more processors such as CPUs (Central Processing Units). Part or all of the control unit 51 may be configured with updatable firmware or the like, or may be a program module executed by commands from the CPU or the like. The storage unit 53 includes a memory such as RAM (Random Access Memory) or ROM (Read Only Memory). However, the number and type of storage units 53 are not particularly limited. The storage unit 53 stores information such as computer programs executed by the control unit 51, various parameters used in arithmetic processing, detection data, and arithmetic results.

[0030] The driver database 55 is configured by a memory such as RAM, or an updatable storage device such as a hard disk drive (HDD), a compact disk (CD), a digital versatile disk (DVD), a solid state drive (SSD), a USB flash drive, a storage device, etc. However, the type of storage device is not particularly limited.

[0031] The driver database 55 is a database that stores information about the driver of the vehicle 1. The information stored in the driver database 55 includes at least information about the driving skill of each driver and information about the experience level of each driver in transferring operating authority from automatic driving to manual driving.

[0032] The information about the driver's driving skill may be data on the vehicle state collected when each driver manually drove the vehicle 1 in the past. For example, the data may be data that evaluates, on a multi-level scale, the stability of the vehicle 1's speed, the degree or frequency of sudden acceleration or deceleration, the stability of the steering angle, or the degree or frequency of sudden steering for each predetermined period. The predetermined period may be, for example, the period from the start to the end of driving the vehicle 1, the period during which the vehicle 1 travels a predetermined distance, or a predetermined amount of time. The higher the stability of the vehicle 1's speed, the smaller the degree of sudden acceleration or deceleration, the less frequent the sudden acceleration or deceleration, the higher the stability of the steering angle, the smaller the degree of sudden steering, or the less frequent the sudden steering, the higher the evaluation of the driver's driving skill.

[0033] 3 shows an example of information about the driver's driving skill stored in the driver database 55. In the example shown in FIG. 3, the stability of the vehicle 1's speed for a predetermined period, the degree or frequency of sudden acceleration or deceleration, the stability of the steering angle, or the degree or frequency of sudden steering are set as evaluation items for the driver's driving skill. Each evaluation item for the driving skill is evaluated on a five-level scale. The lowest evaluation state is level 1, and the highest evaluation state is level 5, and each evaluation item is evaluated as one of levels 1 to 5, and the evaluation items are stored in the driver database 55.

[0034] In addition, the information about the driver's driving skill may include data that evaluates the driving skill into one of a plurality of stages based on data on the results of responses collected from each driver, such as driving history, driving frequency, driving operation tendencies, safe driving orientation, etc. The response data may be data on the results of responses collected in advance in the form of a questionnaire, or may be data on the results of responses input to questions displayed by the HMI 43 or the like.

[0035] Furthermore, information regarding each driver's experience level of transferring operational authority from automated driving to manual driving is an index showing how familiar each driver is with transferring operational authority from automated driving to manual driving. Information regarding the experience level of transferring operational authority includes, for example, data on the driving stability of vehicle 1 and the driving state of vehicle 1 when the driving authority was transferred from automated driving to manual driving while each driver was driving vehicle 1 in the past. The driving stability of vehicle 1 includes data evaluating the stability of the steering angle, the presence or absence of slippage of wheels 3, changes in longitudinal acceleration, changes in lateral acceleration, etc. during or after the transfer of operational authority. Furthermore, data on the driving state of vehicle 1 includes data evaluating the speed, steering angle, longitudinal acceleration, lateral acceleration, etc. of vehicle 1 at the time of the transfer of operational authority. The higher the driving stability of vehicle 1 at the time of the transfer of operational authority, the faster the speed of vehicle 1 at the time of the transfer of operational authority, or the greater the lateral acceleration occurring during cornering, the higher the evaluation of the experience level of transferring operational authority.

[0036] Furthermore, the information regarding each driver's experience level of operation authority transfer may include data on the number of times the driver has experienced operation authority transfer from automated driving to manual driving. In this case, the more times the driver has experienced operation authority transfer, the higher the evaluation of the experience level of operation authority transfer. The driver database 55 accumulates data on each driver's past operation authority transfers, and the experience level of operation authority transfer may be calculated based on, for example, the average value of each data. Alternatively, the experience level of operation authority transfer may be calculated based on the average value of a preset number of most recent data. The experience level of a driver's operation authority transfer may be data that evaluates the experience level of operation authority transfer into one of multiple levels based on each data.

[0037] 4 shows an example of information about the driver's experience level of operation authority transfer stored in the driver database 55. In the example shown in FIG. 4, the stability of the steering angle during the operation authority transfer process, the presence or absence of slippage of the wheels 3, changes in longitudinal acceleration, changes in lateral acceleration, the speed of the vehicle 1, the steering angle, longitudinal acceleration, lateral acceleration, and the number of times the driver has experienced operation authority transfer are set as evaluation items for the driver's experience level of operation authority transfer. In addition, each evaluation item for the operation authority transfer experience is evaluated on a five-level scale. With level 1 being the lowest evaluation state and level 5 being the highest evaluation state, each evaluation item is evaluated as one of levels 1 to 5 and stored in the driver database 55.

[0038] In this embodiment, an example in which the driver database 55 is provided in the on-board control device 50 will be described, but the driver database 55 may also be provided in a server outside the vehicle that can communicate via mobile communication means using technology such as cloud computing. Furthermore, the information on the driver's driving skill and the information on the degree of experience in transferring operating authority may be data accumulated for vehicles of the same type as the vehicle 1, or may be data accumulated for multiple types of vehicles 1. The process of accumulating the information on the driver's driving skill and the information on the degree of experience in transferring operating authority will be described in detail later.

[0039] (2-2. Functional configuration) The control device 50 is constructed as a device that controls the driving of a vehicle by automatic driving or manual driving. As shown in Fig. 2, the control unit 51 of the control device 50 includes a driver detection unit 61, a surrounding environment detection unit 63, a driving state detection unit 65, a learning processing unit 67, a driving state determination unit 69, a difficulty determination unit 71, an authority delegation processing unit 73, a driving condition setting unit 75, and a driving control unit 77. Each of these units has a function realized by execution of a computer program by a processor such as a CPU. However, some of the functions of the control unit 51 may be configured by hardware. Below, the function of each unit will be briefly described, and then the specific processing operations executed by each unit will be described in detail.

[0040] (Driver detection section) The driver detection unit 61 executes a process of detecting the driver of the vehicle 1 based on image data transmitted from the in-vehicle camera 33. Specifically, the driver detection unit 61 executes a process of recognizing the face of the driver sitting in the driver's seat based on the image data transmitted from the in-vehicle camera 33. For example, the driver detection unit 61 executes a process of extracting features of the face of the recognized driver, and determines whether the extracted feature data is stored in the driver database 55.

[0041] If the extracted feature data is not stored in the driver database 55, the driver detection unit 61 assigns identification information to each recognized driver and stores the identification information together with the feature data in the driver database 55. The driver detection unit 61 also stores the identification information identifying the detected driver in the storage unit 53. The identification information is not particularly limited and may be, for example, data consisting of numbers and symbols. If the extracted feature data is stored in the driver database 55, the driver detection unit 61 also stores the identification information identifying the detected driver in the storage unit 53.

[0042] (Ambient environment detection section) The surrounding environment detection unit 63 detects the surrounding environment of the vehicle 1 based on the detection data transmitted from the surrounding environment sensor 31. Specifically, the surrounding environment detection unit 63 calculates the type, size (width, height, and depth), and position of obstacles present around the vehicle 1, the distance from the vehicle 1 to the obstacles, and the relative speed between the vehicle 1 and the obstacles. Detected obstacles include other moving vehicles, parked vehicles, pedestrians, bicycles, side walls, curbs, buildings, utility poles, traffic signs, traffic signals, natural objects, and any other objects present around the vehicle. The surrounding environment detection unit 63 also has a function of detecting lane or road edges, such as detecting road boundaries, based on the detection data transmitted from the surrounding environment sensor 31. The surrounding environment detection unit 63 may also have a function of detecting road surface conditions based on image data transmitted from the front-view cameras 31LF and 31RF. The information on the road surface conditions includes information on the road surface friction condition and road surface unevenness. The method for detecting the road surface conditions is not particularly limited, and detection can be performed using known techniques.

[0043] Furthermore, the surrounding environment detection unit 63 has a function of detecting the driving environment such as the weather and the brightness of image data. The detected driving environment information is information such as the amount of rainfall or snowfall, the brightness of image data, etc., which may affect the reliability of sensors for collecting various data used in calculation processing for autonomous driving, including the surrounding environment sensor 31 and the vehicle state sensor 35. The detected driving environment information may be information detected based on detection data transmitted from the surrounding environment sensor 31, information obtained from a telematics system via mobile communication means, or information obtained from outside the vehicle 1 via vehicle-to-vehicle communication or road-to-vehicle communication.

[0044] (Driving state detection unit) The driving state detection unit 65 detects information about the operation state and behavior of the vehicle 1 based on the detection data transmitted from the vehicle state sensor 35. The driving state detection unit 65 acquires information about the operation state of the vehicle 1, such as the steering angle of the steering wheel 13 or the steering wheels, the accelerator operation amount, the brake operation amount, or the engine rotation speed, and information about the behavior of the vehicle, such as the vehicle speed, the longitudinal acceleration, the lateral acceleration, the yaw rate, or the rotation speed of the wheels 3, at predetermined calculation intervals, and stores this information in the memory unit 53.

[0045] (Learning processing unit) The learning processing unit 67 executes a process of collecting information about the driver and storing it in the driver database 55. Specifically, when the vehicle 1 is being manually driven, the learning processing unit 67 collects information about the driver's driving skill and stores it in the driver database 55. In addition, when a process is executed to transfer the operating authority of the vehicle 1 from automatic driving to manual driving, the learning processing unit 67 collects information about the driver's operating authority transfer experience and stores it in the driver database 55.

[0046] (Driving state determination unit) The driving state determination unit 69 executes a process of determining whether or not the driving state makes it difficult to continue autonomous driving during autonomous driving of the vehicle 1. Specifically, the driving state determination unit 69 determines whether or not the driving state makes it difficult to continue autonomous driving due to abnormalities in sensors such as the surrounding environment sensor 31 and the vehicle state sensor 35, or due to worsening weather.

[0047] (Difficulty level determination section) When the driving state determination unit 69 determines that the driving state makes it difficult to continue autonomous driving, the difficulty determination unit 71 executes a process of determining the difficulty of transferring operational authority from autonomous driving to manual driving based on information on the surrounding environment of the vehicle 1, information on the driver's driving skill, and information on the driver's experience level in transferring operational authority. In this embodiment, the difficulty determination unit 71 comprehensively determines the difficulty of transferring operational authority based on results of evaluating the surrounding environment of the vehicle 1, the driver's driving skill, and the driver's experience level in transferring operational authority on multiple levels (for example, five levels). In addition, in this embodiment, the difficulty determination unit 71 may also determine the difficulty of transferring operational authority using information on the driving state of the vehicle 1, such as the road gradient, the curvature of the road, and the speed of the vehicle 1.

[0048] (Authority transfer processing section) The authority transfer processing unit 73 sets driving state conditions for transferring the operating authority according to the difficulty of transferring the operating authority determined by the difficulty determination unit 71, and executes processing to transfer the operating authority when the set driving state conditions are met. For example, the authority transfer processing unit 73 sets a maximum vehicle speed and a maximum steering angle when transferring the operating authority according to the difficulty of transferring the operating authority. The authority transfer processing unit 73 executes processing to transfer the operating authority in a driving state that ensures greater safety as the difficulty of transferring the operating authority increases. Furthermore, the authority transfer processing unit 73 sets a time required to complete the transfer of the operating authority (hereinafter also referred to as "transition time") according to the difficulty of transferring the operating authority. The authority transfer processing unit 73 sets a longer transition time as the difficulty of transferring the operating authority increases, and executes processing to transfer the operating authority.

[0049] (Operating condition setting section) The driving condition setting unit 75 executes a process for setting control target values ​​(hereinafter collectively referred to as "vehicle control target values") for driving the driving force source 9, the electric steering device 15, and the brake device 20. When the vehicle 1 is in autonomous driving mode, the driving condition setting unit 75 sets the control target values ​​for the vehicle 1 based on, for example, information on risk potentials set for obstacles, lanes, etc. around the vehicle 1. The risk potential is a risk value that is set to a maximum value within the range where each obstacle exists, and decreases as the distance from the obstacle increases, and indicates the risk of the vehicle 1 coming into contact with each obstacle.

[0050] Specifically, the driving condition setting unit 75 sets a target trajectory and a target vehicle speed that minimize the risk of the vehicle 1 contacting an obstacle or the like, based on information about the driving route set by the autonomous driving control and information about the risk potential. The driving condition setting unit 75 calculates a target acceleration (acceleration / deceleration) and a target steering angular velocity based on the set target trajectory and target vehicle speed, and sets first control target values ​​for driving the driving force source 9, the electric steering device 15, and the brake device 20, respectively. During autonomous driving, the first control target values ​​are set as the control target values ​​of the vehicle 1.

[0051] Furthermore, when the vehicle 1 is being manually driven, the driving condition setting unit 75 sets a second control target value based on information on the accelerator operation amount, brake operation amount, and steering angle of the steering wheel 13 by the driver, which information is detected by the vehicle state sensor 35. For example, the driving condition setting unit 75 calculates a target acceleration (acceleration / deceleration) and a target steering angular velocity based on information on the accelerator operation amount, brake operation amount, and steering angle of the steering wheel 13, and sets second control target values ​​for driving the driving force source 9, the electric steering device 15, and the brake device 20, respectively. When the vehicle 1 is being manually driven, the second control target value is set as the control target value of the vehicle 1.

[0052] Furthermore, when the driving state determination unit 69 determines that the driving state makes it difficult to continue autonomous driving, the driving condition setting unit 75 executes a process of transferring the operating authority from autonomous driving to manual driving according to a transition time set by the authority transfer processing unit 73. Specifically, the driving condition setting unit 75 transfers the operating authority by gradually decreasing (from 100 / 100 to 0 / 100) the ratio at which the first control target value set by autonomous driving is reflected in the control target value of the vehicle 1, while gradually increasing (from 0 / 100 to 100 / 100) the ratio at which the second control target value set by manual driving is reflected in the control target value of the vehicle 1, during the period from when the driving state determination unit 69 starts the operating authority transfer process until the transition time has elapsed. However, in this embodiment, the driving condition setting unit 75 is configured to set the second control target value set by manual driving as the control target value of the vehicle 1 when the second control target value set by manual driving exceeds the first control target value set by autonomous driving, and complete the transfer of the operating authority.

[0053] (Operation control unit) The driving control unit 77 executes processing to control the driving of the driving force source 9, the electric steering device 15, and the braking device 20, based on the control target values ​​set by the driving condition setting unit 75.

[0054] <2-3. Example of operation> So far, we have explained the configuration and functions of the control device 50. Next, we will specifically explain an example of the operation of the control process by the control device 50 according to this embodiment.

[0055] FIG. 5 is a flowchart showing a main routine of the control process of the vehicle 1 executed by the control device 50. First, when the in-vehicle system including the control device 50 is started (step S11), the driver detection unit 61 of the control unit 51 executes a process of identifying the driver (step S13). For example, the driver detection unit 61 executes a facial recognition process using image data transmitted from the in-vehicle camera 33 to detect an occupant sitting in the driver's seat. The driver detection unit 61 also executes a facial feature extraction process for the occupant sitting in the driver's seat and identifies the corresponding driver in light of the feature data accumulated in the driver database 55. The driver detection unit 61 stores identification information of the identified driver in the storage unit 53. If the driver database 55 does not store data of the corresponding driver, the driver detection unit 61 assigns identification information and stores it in the driver database 55 together with the extracted feature data. The driver detection unit 61 also stores identification information for identifying the detected driver in the storage unit 53.

[0056] Next, the driving condition setting unit 75 of the control unit 51 determines whether the driving mode of the vehicle 1 is the autonomous driving mode (step S15). For example, the driving condition setting unit 75 determines whether the driving mode changeover switch is set to the autonomous driving mode. The driving mode is configured to be switched based on an operation input by an occupant of the vehicle 1, for example. If the vehicle 1 is not in the autonomous driving mode (S15 / No), the control unit 51 executes a manual driving control process (step S17).

[0057] FIG. 6 is a flowchart showing an example of the operation of the manual driving control process in step S17 of FIG. In the manual driving control process, the surrounding environment detection unit 63 of the control unit 51 executes a process of acquiring information about the surrounding environment of the vehicle 1 (step S31). Specifically, the surrounding environment detection unit 63 detects obstacles present around the vehicle 1 based on detection data transmitted from the surrounding environment sensor 31. The surrounding environment detection unit 63 also calculates the position, type, and size (width, height, and depth) of the detected obstacle, the distance from the vehicle 1 to the obstacle, and the relative speed between the vehicle 1 and the obstacle. The detected obstacles include other moving vehicles, parked vehicles, pedestrians, bicycles, side walls, curbs, buildings, utility poles, traffic signs, traffic signals, natural objects, and any other objects present around the vehicle.

[0058] For example, the surrounding environment detection unit 63 detects obstacles ahead of the vehicle 1 and the type of the obstacles by performing image processing on the image data transmitted from the front-facing cameras 31LF, 31RF, using pattern matching technology or the like. The surrounding environment detection unit 63 also calculates the position, size, and distance to the obstacle as seen from the vehicle 1, based on the position of the obstacle in the image data, the size of the obstacle in the image data, and information on the parallax between the left and right front-facing cameras 31LF, 31RF. Furthermore, the surrounding environment detection unit 63 calculates the relative speed between the vehicle 1 and the obstacle by differentiating the change in distance with respect to time.

[0059] The surrounding environment detection unit 63 may also detect an obstacle based on detection data transmitted from the LiDAR 31S. For example, the surrounding environment detection unit 63 may calculate the position, type, size, and distance from the vehicle 1 to the obstacle based on information on the time from transmitting an electromagnetic wave from the LiDAR 31S to receiving the reflected wave, the direction in which the reflected wave is received, and the range of the measurement point cloud of the reflected wave. The surrounding environment detection unit 63 may also calculate the relative speed between the vehicle 1 and the obstacle by differentiating the change in distance with respect to time. The surrounding environment detection unit 63 may also acquire information on an obstacle ahead of the vehicle 1 based on information on the position of the vehicle 1 on map data acquired via the GPS sensor 37 and obstacle position information acquired via communication means with the outside of the vehicle.

[0060] Furthermore, the surrounding environment detection unit 63 detects lanes or road edges based on the detection data transmitted from the surrounding environment sensor 31. For example, the surrounding environment detection unit 63 may detect lanes or road edges using a pattern matching technique or the like by performing image processing on image data transmitted from the front-view cameras 31LF, RF. Alternatively, the surrounding environment detection unit 63 may acquire information on the lane or road edge on which the vehicle 1 is traveling based on information on the position of the vehicle 1 on map data acquired via the GPS sensor 37.

[0061] The surrounding environment detection unit 63 also detects the driving environment, such as the weather and the brightness of image data, based on the detection data transmitted from the surrounding environment sensor 31. Specifically, the surrounding environment detection unit 63 detects information such as the amount of rainfall or snowfall, the brightness of image data, etc., which may affect the reliability of sensors for collecting various data used in calculation processing for autonomous driving, including the surrounding environment sensor 31 and the vehicle state sensor 35. The amount of rainfall or snowfall may affect the detection accuracy of the front imaging cameras 31LF, 31RF, the rear imaging camera 31R, or the LiDAR 31S. The brightness of image data may also affect the detection accuracy of the front imaging cameras 31LF, 31RF, or the rear imaging camera 31R.

[0062] The surrounding environment detection unit 63 may acquire information about the driving environment based on, for example, detection data transmitted from the surrounding environment sensor 31. For example, the surrounding environment detection unit 63 may detect the amount of rainfall or snowfall or the brightness of the image data based on image data transmitted from the front-facing cameras 31LF, RF using known technology. Alternatively, the surrounding environment detection unit 63 may detect the amount of rainfall or snowfall using a raindrop sensor. Furthermore, the surrounding environment detection unit 63 may detect the brightness of the image data using an illuminance sensor. The driving environment information may be acquired from a telematics system via mobile communication means, or may be acquired from outside the vehicle 1 via vehicle-to-vehicle communication or road-to-vehicle communication.

[0063] Next, the driving state detection unit 65 of the control unit 51 executes a process of acquiring information on the operation state and behavior of the vehicle 1 based on the detection data transmitted from the vehicle state sensor 35 (step S33). Specifically, the driving state detection unit 65 acquires information on the operation state of the vehicle 1, such as the steering angle of the steering wheel 13 or the steered wheels, the accelerator operation amount, the brake operation amount, or the engine rotation speed, and information on the behavior of the vehicle, such as the vehicle speed, the longitudinal acceleration, the lateral acceleration, the yaw rate, or the rotation speed of the wheels 3.

[0064] Next, the driving condition setting unit 75 of the control unit 51 determines whether or not there is a risk of the vehicle 1 coming into contact with an obstacle or the like based on the acquired information on the surrounding environment and information on the operation state and behavior of the vehicle 1 (step S35). For example, the driving condition setting unit 75 may predict a collision between the vehicle 1 and an obstacle based on information on the distance to an obstacle present in the traveling direction of the vehicle 1, the relative speed between the object and the vehicle 1, the speed of the vehicle 1, and the acceleration / deceleration of the vehicle 1. However, the method of determining the risk of a collision between the vehicle 1 and an obstacle is not particularly limited.

[0065] If it is determined that there is a risk that the vehicle 1 will collide with an obstacle or the like (S35 / Yes), the driving condition setting unit 75 activates emergency brake control (step S37). Specifically, the driving condition setting unit 75 generates a command to activate emergency brake control, and the driving control unit 77 operates the brake device 20 in accordance with the command to suddenly brake the vehicle 1. If the driving force source 9 includes a drive motor, the drive motor may be regenerated to generate braking force in addition to controlling the brake device 20.

[0066] On the other hand, if it is determined that there is no risk of the vehicle 1 colliding with an obstacle or the like (S35 / No), the driving condition setting unit 75 calculates a target acceleration (acceleration / deceleration) and a target steering angular velocity of the vehicle based on information on the accelerator operation amount, brake operation amount, and steering angle of the steering wheel 13 by the driver (step S39). Next, the driving condition setting unit 75 calculates second control target values ​​for driving the driving force source 9, the electric steering device 15, and the brake device 20 based on the calculated target acceleration and target steering angular velocity (step S41). The method of calculating the control target values ​​of the driving force source 9, the electric steering device 15, and the brake device 20 based on the target acceleration and target steering angular velocity is not particularly limited.

[0067] Next, the driving control unit 77 of the control unit 51 controls the driving of the driving force source 9, the electric steering device 15 and the brake device 20 based on the second control target value set by the driving condition setting unit 75, and controls the driving of the vehicle 1 (step S43).

[0068] Next, the learning processing unit 67 of the control unit 51 calculates data related to the driver's manual driving skill (step S45). For example, the learning processing unit 67 calculates the speed stability of the vehicle 1, the degree or frequency of sudden acceleration or sudden deceleration, the stability of the steering angle, or the degree or frequency of sudden steering for each predetermined period during manual driving. The speed stability can be evaluated in multiple stages depending on the number of times the speed increases or decreases repeatedly within a short period. The degree of sudden acceleration or sudden deceleration can be evaluated based on which range of acceleration or deceleration the maximum value of the acceleration or deceleration within the predetermined period falls within, from multiple preset ranges. The frequency of sudden acceleration or sudden deceleration can be evaluated in multiple stages depending on the number of times the acceleration or deceleration within the predetermined period exceeds a preset threshold.

[0069] The stability of the steering angle can be evaluated on a scale of one to five levels depending on the number of times the steering angle fluctuates in a short period of time. The degree of abrupt steering can be evaluated based on which range of angular velocities, which are preset and have a scale of one to five levels, falls within the maximum steering angular velocity within a predetermined period. The frequency of abrupt steering can be evaluated on a scale of one to five levels depending on the number of times the steering angular velocity within a predetermined period exceeds a predetermined threshold. In this embodiment, the stability of the speed of the vehicle 1, the degree or frequency of sudden acceleration or deceleration, the stability of the steering angle, or the degree or frequency of abrupt steering within a predetermined period are each evaluated on a scale of one to five levels (see FIG. 3). The predetermined period may be, for example, the period from the start of driving the vehicle 1 to the end of driving the vehicle 1, a period during which a predetermined distance is traveled, or an arbitrary predetermined time.

[0070] The types of data relating to the driver's driving skill and the calculation method of each data are not limited to the above examples. The driver's driving skill may be evaluated based on other data that reflects the driver's driving skill.

[0071] Next, the learning processing unit 67 stores the calculated data on the driver's driving skill in the driver database 55 in association with the driver's identification information (step S47). Note that the driver database 55 may store data that evaluates the driving skill into one of a plurality of stages based on data on the results of responses to questions such as driving history, driving frequency, driving operation tendencies, and safe driving orientation collected from each driver.

[0072] In this way, during the manual driving mode, the control device 50 sets the driving conditions of the vehicle 1 in accordance with the driving operation of the driver, controls the driving of the vehicle 1, and applies sudden braking if there is a risk of the vehicle 1 colliding with an obstacle. In this embodiment, the control device 50 calculates data related to the driver's driving skill based on information about the operation state or behavior of the vehicle 1 by the driver during manual driving, and stores the data in the driver database 55. This makes it possible to collect data related to the driver's driving skill based on data obtained when each driver actually drove the vehicle 1.

[0073] The process of calculating the data related to the driving skill in steps S45 to S47 and the process of saving the data in the driver database 55 do not have to be performed in real time while the vehicle 1 is being driven. For example, they may be performed when the manual driving mode ends or before the in-vehicle system is shut down.

[0074] Returning to FIG. 5, the manual driving control processing in step S17 continues to be executed unless it is determined in step S27 that the in-vehicle system is stopped and unless it is determined in step S15 that the driving mode of vehicle 1 is the automatic driving mode.

[0075] On the other hand, if it is determined in step S15 that the driving mode of the vehicle 1 is the automatic driving mode (S15 / Yes), the control unit 51 executes the automatic driving control process (step S19).

[0076] FIG. 7 is a flowchart showing an example of the operation of the automatic driving control process in step S19 of FIG. In the automatic driving control process, the surrounding environment detection unit 63 executes a process to acquire information on the surrounding environment of the vehicle 1 (step S51). Next, the driving state detection unit 65 executes a process to acquire information on the operation state and behavior of the vehicle 1 (step S53). The processes of steps S51 to S53 are executed in the same manner as the processes of steps S31 to S33 described above.

[0077] Next, the driving condition setting unit 75 calculates the target acceleration (acceleration / deceleration) and target steering angular velocity of the vehicle based on the acquired information on the surrounding environment and information on the driving state (step S55). For example, the driving condition setting unit 75 sets the control target values ​​of the vehicle 1 based on information on risk potentials that are respectively set for obstacles, lanes, etc. around the vehicle 1. Specifically, the driving condition setting unit 75 sets a target trajectory and target vehicle speed that minimize the risk of the vehicle coming into contact with an obstacle, etc., based on information on the driving route and information on the risk potential. However, the method of calculating the target acceleration and target steering angular velocity during autonomous driving control is not limited to the method using the risk potential.

[0078] Next, the driving condition setting unit 75 calculates first control target values ​​for driving each of the driving force source 9, the electric steering device 15, and the braking device 20 based on the calculated target acceleration and target steering angular velocity (step S57). There are no particular limitations on the method for calculating the control target values ​​for the driving force source 9, the electric steering device 15, and the braking device 20 based on the target acceleration and the target steering angular velocity. Next, the driving control unit 77 of the control unit 51 controls the driving of each of the driving force source 9, the electric steering device 15, and the braking device 20 based on the first control target values ​​set by the driving condition setting unit 75, thereby controlling the driving of the vehicle 1 (step S59).

[0079] Returning to FIG. 5, while the autonomous driving control process is being executed, the driving state determination unit 69 acquires information (determination information) for determining whether the driving state makes it difficult to continue autonomous driving (step S21). The determination information includes, for example, information on the presence or absence of abnormalities in sensors such as the ambient environment sensor 31 and the vehicle state sensor 35. Specifically, the determination information may include information on the presence or absence of output from each sensor, information on the presence or absence of abnormal values ​​in the sensor output, and information on the diagnostic results if the sensor has a self-diagnostic function. The determination information also includes information that may affect the reliability of the sensors. Specifically, the determination information may include information such as the amount of rainfall or snowfall, the brightness of the image data, etc., that may affect the reliability of the data acquired by the sensors. However, the determination information is not limited to the above examples and may include other information.

[0080] Next, the driving state determination unit 69 determines whether the driving state makes it difficult to continue autonomous driving based on the acquired determination information (step S23). While the specific determination method is not particularly limited, for example, the driving state determination unit 69 determines that the driving state makes it difficult to continue autonomous driving when the acquired determination information includes information indicating an abnormality in any of the sensors. Furthermore, when the driving state determination unit 69 determines that the amount of rainfall or snowfall is heavy, or when it determines that the brightness of the image data from the front imaging cameras 31LF, 31RF is too bright, it determines that the driving state makes it difficult to continue autonomous driving because the reliability of the data acquired by the front imaging cameras 31LF, 31RF and the LiDAR 31S is low.

[0081] If it is not determined that the driving state makes it difficult to continue autonomous driving (S23 / No), the in-vehicle system is not determined to be stopped in step S27, and the driving mode of the vehicle 1 is determined to be the autonomous driving mode in step S15, so long as this is the case, the control process during autonomous driving continues to be executed. On the other hand, if it is determined that the driving state makes it difficult to continue autonomous driving (S23 / Yes), the control unit 51 executes a process to transfer the operating authority from autonomous driving to manual driving (step S25).

[0082] 8 and 9 are flowcharts showing an example of the operation of the operation authority transfer process in step S25 of FIG. First, the authority transfer processing unit 73 executes a process of notifying the driver that the driving state is such that it is difficult to continue the autonomous driving and of the start of a process of transferring the operating authority from the autonomous driving to the manual driving (step S61). For example, the authority transfer processing unit 73 drives the HMI 43 to notify the start of the operating authority transfer process by means of audio output and image display.

[0083] Next, the difficulty level determination unit 71 acquires information on the driver's driving skill and information on the driver's operation authority transfer experience level stored in the driver database 55 (step S63). Specifically, the difficulty level determination unit 71 acquires information on the driving skill and operation authority transfer experience level linked to the identification information of the driver of the current vehicle 1 from the driver database 55. Next, the difficulty level determination unit 71 executes a process of acquiring information on the surrounding environment of the vehicle 1 acquired by the surrounding environment detection unit 63 and information on the operation state and behavior (driving state) of the vehicle 1 acquired by the driving state detection unit 65 (step S65).

[0084] Next, the difficulty level determination unit 71 executes a process of determining the difficulty level of transferring the operating authority from automated driving to manual driving based on the acquired information on the surrounding environment of the vehicle 1, information on the driver's driving skill, and information on the driver's experience level in transferring the operating authority (step S67). As shown in FIGS. 3 and 4, in this embodiment, data on evaluation items of the driver's driving skill, each evaluated on a five-point scale by the learning processing unit 67, and data on evaluation items of the driver's experience level in transferring the operating authority are stored in the driver database 55. The difficulty level determination unit 71 may determine the average value of the level values ​​of each evaluation item as the evaluation results of the driving skill and the experience level in transferring the operating authority, respectively. Alternatively, the difficulty level determination unit 71 may determine the maximum or minimum value of the level values ​​of each evaluation item as the evaluation results of the driving skill and the experience level in transferring the operating authority, respectively. In this case, each evaluation item may be weighted.

[0085] Furthermore, based on the acquired information about the surrounding environment of the vehicle 1, the difficulty level determination unit 71 determines at least one of the risk potential of surrounding obstacles, the type of obstacle, the road surface condition, the road gradient, and the curvature of the travel path, and evaluates the surrounding environment for executing the operation authority transfer process on a five-level scale. For example, each element of the surrounding environment may be evaluated on a five-level scale based on a preset evaluation criterion, and the average value of each evaluation may be used as the evaluation result of the surrounding environment. Alternatively, the maximum or minimum value of each evaluation may be used as the evaluation result of the surrounding environment. In this case, weighting may be applied depending on the element. Furthermore, information about the speed of the vehicle 1 may be included in the evaluation elements. In this embodiment, the surrounding environment is evaluated as one of levels 1 to 5, with level 1 being the surrounding environment evaluated as the least difficult and level 5 being the surrounding environment evaluated as the most difficult.

[0086] The difficulty level determination unit 71 multiplies the acquired level value of the driving skill, the level value of the experience level for transferring operating authority, and the level value of the surrounding environment to determine the difficulty level of transferring operating authority. For example, if the level value of the driving skill is 4, the level value of the experience level for transferring operating authority is 3, and the level value of the surrounding environment is 2, the difficulty level of transferring operating authority is determined to be 24. However, the method of determining the difficulty level of transferring operating authority is not limited to multiplying the respective level values. For example, the minimum or maximum value of the respective level values ​​may be obtained as the difficulty level of transferring operating authority.

[0087] Next, the authority transfer processing unit 73 sets driving state conditions for transferring the operation authority according to the difficulty level determined by the difficulty level determination unit 71 (step S69). Furthermore, the authority transfer processing unit 73 sets a transition time from the start to the completion of the transfer of the operation authority according to the difficulty level determined by the difficulty level determination unit 71 (step S71). As shown in FIGS. 10 and 11 , the higher the difficulty level, the slower the maximum vehicle speed (allowable vehicle speed) when transferring the operation authority is set, and the smaller the maximum steering angle (allowable steering angle) when transferring the operation authority is set. On the other hand, the lower the difficulty level, the faster the vehicle speed (allowable vehicle speed) when transferring the operation authority is set, and the larger the maximum steering angle (allowable steering angle) when transferring the operation authority is set. Therefore, in a situation where the difficulty level of the transfer of the operation authority is high, it is possible to prevent switching to manual driving at a high vehicle speed or while driving on a curve with a small curvature. For example, if the driver's driving skills are low, the operating authority will be switched from automatic driving to manual driving when traveling at low speeds and in a straight line.

[0088] Next, the driving condition setting unit 75 calculates first control target values ​​for driving the driving force source 9, the electric steering device 15, and the brake device 20 by automatic driving, according to the procedures of steps S51 to S57 described above (step S73). Next, the driving condition setting unit 75 calculates second control target values ​​for driving the driving force source 9, the electric steering device 15, and the brake device 20, according to the procedures of steps S39 to S41 described above, based on information on the accelerator operation amount, the brake operation amount, and the steering angle of the steering wheel 13 operated by the driver (step S75).

[0089] Next, the authority transfer processing unit 73 determines whether the driving state condition set in step S69 is met (step S77). If the driving state condition is not met (S77 / No), the driving condition setting unit 75 sets the first control target value as the control target value of the vehicle 1 (step S79). Next, the driving control unit 77 controls the driving of the driving force source 9, the electric steering device 15, and the brake device 20 based on the control target value set by the driving condition setting unit 75, thereby controlling the driving of the vehicle 1 (step S81), and returns to step S73. In other words, the autonomous driving control processing continues, in which the driver's driving operation is not reflected.

[0090] On the other hand, if the driving state condition is met (S77 / Yes), it is determined whether the second control target value is equal to or less than the first control target value (step S83). If the second control target value is equal to or less than the first control target value (S83 / Yes), the driving condition setting unit 75 sets a ratio α for reflecting the first control target value in the control target value of the vehicle 1 (step S85). The ratio α is set so as to gradually decrease from 100 / 100 to 0 / 100 according to the elapsed time from when the driving state condition is met in step S77 and the operation authority transfer process is started until the transition time set in step S71 has elapsed.

[0091] Next, the driving condition setting unit 75 sets a control target value for the vehicle 1 based on the first control target value, the second control target value, and the ratio α (step S87). The calculated control target value is expressed by the following formula. Control target value of vehicle 1 = first control target value × α + second control target value × (1-α) The rate at which the ratio α is gradually decreased may be constant or may be variable. For example, the rate at which the ratio α is gradually decreased may be increased as the time elapsed since the start of the operation authority transfer process increases.

[0092] Next, the driving control unit 77 controls the driving of the driving force source 9, the electric steering device 15, and the brake device 20 based on the control target values ​​set by the driving condition setting unit 75, and controls the driving of the vehicle 1 (step S89). After the operation authority transfer process is started, the driving operation of the driver is gradually reflected in the driving state of the vehicle 1.

[0093] After the driving control is executed in step S89, the authority transfer processing unit 73 determines whether the driving state condition is satisfied in step S77 and whether the elapsed time since the start of the operation authority transfer processing has exceeded the transition time set in step S71 (step S91). If the elapsed time has exceeded the transition time (S91 / Yes), the authority transfer processing unit 73 sets the driving mode of the vehicle 1 to the manual driving mode and ends the operation authority transfer processing (step S97). Next, the authority transfer processing unit 73 executes processing to notify the driver of the completion of the operation authority transfer processing (step S99). This allows the driver to recognize that the driving mode has been switched to the manual driving mode.

[0094] On the other hand, if the elapsed time has not exceeded the transition time (S91 / No), the process returns to step S73, and the processing of each of the above-mentioned steps is repeated to gradually transfer the operation authority of the vehicle 1 from autonomous driving to manual driving. If, during the transfer of the operation authority, the second control target value exceeds the first control target value in step S83 (S83 / No), the driving condition setting unit 75 sets the second control target value calculated based on the driver's driving operation as the control target value of the vehicle 1 (step S93), even if the elapsed time since the start of the operation authority transfer process has not yet reached the transition time. This allows the driving mode to be quickly switched to the manual driving mode if the driver's driving operation can follow the operation amount by the autonomous driving control.

[0095] Next, the driving control unit 77 controls the driving of the driving force source 9, the electric steering device 15, and the brake device 20 based on the control target values ​​set by the driving condition setting unit 75, thereby controlling the driving of the vehicle 1 (step S95). Next, the authority transfer processing unit 73 sets the driving mode of the vehicle 1 to manual driving mode and ends the operation authority transfer processing (step S97). Next, the authority transfer processing unit 73 executes processing to notify the driver of the completion of the operation authority transfer processing (step S99). This allows the driver to recognize that the driving state mode has been switched to manual driving mode.

[0096] Next, the learning processing unit 67 calculates data on the operation authority transfer experience level based on data acquired during the execution of the operation authority transfer process (step S101). Specifically, the learning processing unit 67 calculates the driving stability of the vehicle 1 based on data on the operation state and behavior of the vehicle 1 acquired from the start to the end of the operation authority transfer process. More specifically, the learning processing unit 67 calculates the stability of the steering angle, whether or not the wheels 3 are slipping, changes in longitudinal acceleration, changes in lateral acceleration, the speed of the vehicle 1, the steering angle, longitudinal acceleration, and lateral acceleration during the execution of the operation authority transfer process.

[0097] The evaluation of the stability of the steering angle can be performed in accordance with the evaluation of the stability of the steering angle performed in step S45. The evaluation of the presence or absence of slip of the wheels 3 can be performed by evaluating the slip ratio of the wheels 3 detected during the operation authority transfer process based on which range of slip ratios set in advance in multiple stages the slip ratio falls within. The evaluation of changes in longitudinal acceleration and lateral acceleration can be performed in accordance with the evaluation of the degree or frequency of sudden acceleration or sudden deceleration performed in step S45. The evaluation of the speed, steering angle, longitudinal acceleration, and lateral acceleration of the vehicle 1 can be performed based on which range of ranges set in advance in multiple stages the average or maximum value of each value falls within. In this embodiment, each evaluation item related to the operation authority transfer experience level is evaluated on a five-stage scale (see FIG. 4).

[0098] The learning processing unit 67 also counts up the number of times the driver has experienced operation authority transfer. Specifically, the learning processing unit 67 adds 1 to the number of times the driver has experienced operation authority transfer stored in the driver database 55. In other words, the more times the driver has experienced operation authority transfer, the higher the evaluation level. In this embodiment, the number of times the driver has experienced operation authority transfer is evaluated on a five-point scale according to a preset range of the number of times (see FIG. 4).

[0099] The data regarding the driver's experience level in transferring operation authority is not limited to the above example. The driver's experience level in transferring operation authority may be evaluated based on other data that reflects the driver's experience level in transferring operation authority.

[0100] Next, the learning processing unit 67 stores the calculated data on the driver's operation authority transfer experience level in the driver database 55 in association with the driver's identification information (step S103).

[0101] 5, after the operation authority transfer process in step S25 is completed, the driving condition setting unit 75 determines whether the in-vehicle system has stopped (step S27). If the in-vehicle system has not stopped (S27 / No), the process returns to step S15 and repeats the process of each of the above steps. On the other hand, if the in-vehicle system has stopped (S27 / Yes), the control device 50 stops the operation of the control process of the vehicle 1.

[0102] As described above, the control device 50 according to this embodiment transfers the operating authority of the vehicle 1 from automatic driving to manual driving when the vehicle 1 reaches a driving state where continuing automatic driving is difficult during automatic driving. At this time, the control device 50 determines the difficulty of transferring the operating authority based on information about the surrounding environment of the vehicle 1, information about the driver's driving skill, and information about the driver's experience level in transferring operating authority, and executes a process to transfer the operating authority when a driving state condition set according to the difficulty level is met. Therefore, the driving state condition is set according to each driver's adaptability to switching from automatic driving to manual driving, and the operating authority can be safely transferred. In particular, the information for determining the difficulty includes at least one of the driving stability of the vehicle 1 at each driver's past time of operating authority transfer or the number of times the driver has previously experienced operating authority transfer. Therefore, for drivers with low experience level in the operating authority transfer process, the conditions for executing the operating authority transfer process are set so that the operating authority can be transferred in a safer driving state.

[0103] Furthermore, the control device 50 according to this embodiment has a function of storing data evaluating the driver's driving skill and experience in transferring operational authority during manual driving in a driver database 55. Therefore, information on the driver's driving skill and experience in transferring operational authority can be collected based on the actual driving operation of each driver and used to set the conditions for executing the operation authority transfer process. Therefore, the driving state conditions can be set more appropriately according to each driver's adaptability to switching from automated driving to manual driving, and the operation authority can be transferred safely.

[0104] Furthermore, when a second control target value set based on the driver's driving operation exceeds the first control target value set by the automatic driving control during the process of transferring the operating authority, the control device 50 according to this embodiment sets the second control target value as the control target value of the vehicle 1, and completes the transfer of the operating authority. As a result, once the driver's driving operation can follow the operation amount set by the automatic driving control, the driving mode is quickly switched to manual driving, thereby reducing the sense of discomfort felt by the driver.

[0105] Although the preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, the present disclosure is not limited to such examples. It is clear that a person skilled in the art to which the present disclosure pertains can conceive of various modifications or alterations within the scope of the technical ideas set forth in the claims, and it is understood that these also naturally fall within the technical scope of the present disclosure.

[0106] For example, in the above embodiment, all of the functions of the control device 50 are installed in the vehicle 1, but the present disclosure is not limited to such an example. For example, some of the functions of the control device 50 may be provided in a server that can communicate via mobile communication means, and the control device 50 may be configured to send and receive data to and from the server.

[0107] It is also understood that the following aspects also fall within the technical scope of the present disclosure. A vehicle control device in which, after starting a process to transfer operating authority, if a second control target value set by manual driving exceeds a first control target value set by automatic driving, the processor sets the second control target value set by manual driving as the control target value and completes the transfer of operating authority.

[0108] A vehicle control device in which, if the processor determines that the transfer of operating authority is difficult, it sets the steering angle condition among the driving state conditions for transferring operating authority to a straight-line state and continues automatic driving until the vehicle reaches a straight-line state.

[0109] In a control device applied to a vehicle capable of switching a driving mode between automatic driving and manual driving, a driving state determination unit that determines whether the driving state is such that it is difficult to continue autonomous driving; a difficulty determination unit that, when it is determined that the driving state makes it difficult to continue autonomous driving, determines the difficulty of transferring operational authority from autonomous driving to manual driving based on information on the vehicle's surrounding environment, information on the driver's driving skill, and information on the driver's experience in transferring operational authority from autonomous driving to manual driving; a transfer processing unit that sets a driving state condition for transferring the operation authority according to the difficulty level, and transfers the operation authority when the driving state condition is satisfied; A vehicle control device comprising:

[0110] A computer program applied to a vehicle control device capable of switching a driving mode between automatic driving and manual driving, The processor Determining whether or not the vehicle is in a driving state in which it is difficult to continue autonomous driving; When it is determined that the driving state is such that it is difficult to continue autonomous driving, the system determines the difficulty of transferring operational authority from autonomous driving to manual driving based on information about the vehicle's surrounding environment, information about the driver's driving skill, and information about the driver's experience in transferring operational authority from autonomous driving to manual driving; Setting driving state conditions for transferring operation authority according to the level of difficulty; transferring the operation authority when an operating state condition is met; A computer program for executing operations including the above, and a recording medium on which the computer program is recorded. [Explanation of symbols]

[0111] 1...vehicle, 9...driving force source, 15...electric steering device, 20...brake device, 31...surrounding environment sensor, 31LF·31RF...front-viewing camera, 31S...LiDAR, 33...in-vehicle camera, 35...vehicle state sensor, 50...control device, 51...control unit, 53...memory unit, 55...driver database, 61...driver detection unit, 63...surrounding environment detection unit, 65...driving state detection unit, 67...learning processing unit, 69...driving state determination unit, 71...difficulty level determination unit, 73...authority transfer processing unit, 75...driving condition setting unit, 77...driving control unit

Claims

1. In a control device applied to a vehicle capable of switching a driving mode between automatic driving and manual driving, one or more processors; and one or more memories communicatively coupled to the one or more processors; The processor: Determine whether the driving state is such that it is difficult to continue the automatic driving; When it is determined that the driving state is such that it is difficult to continue the automated driving, the difficulty of transferring operational authority from the automated driving to the manual driving is determined based on information on the vehicle's surrounding environment, information on the driver's driving skill, and information on the driver's experience of transferring operational authority from the automated driving to manual driving, setting a driving state condition for transferring the operation authority according to the difficulty level; transferring the operation authority when the operating state condition is met; A vehicle control device that performs processing including the steps of:

2. 2. The vehicle control device according to claim 1, wherein the information on the degree of experience of operation authority transfer includes at least one of information on the number of times the driver has previously transferred operation authority or information on the driving stability of the vehicle at the time of transfer of operation authority.

3. The processor: The vehicle control device according to claim 1 , further comprising: determining a degree of difficulty of transferring the operating authority based on information on an operating state and a behavior of the vehicle.

4. The processor: the ratio at which the first control target value set by the automatic driving is reflected in the control target value of the vehicle is gradually decreased, while the ratio at which the second control target value set by the manual driving is reflected in the control target value of the vehicle is gradually increased, thereby transferring the operation authority; The vehicle control device according to claim 1 , further comprising: a setting unit configured to set a time period required for completing the transfer of the operating authority based on the level of difficulty.

5. The processor:

2. The vehicle control device of claim 1, wherein the conditions for determining whether the driving state is such that it is difficult to continue the automatic driving are variable depending on the driving skill of the driver, and the timing of transferring operating authority from the automatic driving to the manual driving is delayed the higher the driving skill of the driver.

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