Automatic driving control device and automatic driving control program

Abstract

To provide an automatic drive control device, etc. capable of securing convenience of automatic drive related to overriding by a driver.SOLUTION: The automatic drive ECU 50b functions as an automatic drive control device and enables an own vehicle Am to travel by the automatic drive function. When autonomous travel control that does not oblige a driver to monitor surroundings is performed by the automatic drive function, the automatic drive ECU 50b grasps an override operation of the driver that is prioritized over the autonomous travel control. The automatic operation ECU 50b determines whether the override operation is a risk avoidance operation for avoiding a risk target or not. When the override operation is a non-corresponding operation that does not correspond to the risk avoidance operation, the automatic drive ECU restarts the autonomous travel control, based on the end of the non-corresponding operation.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The disclosure in this specification relates to control technology for autonomous driving. [Background technology]

[0002] Patent Document 1 discloses an automated driving system that allows the driver to perform secondary tasks such as operating a smartphone or watching television. This automated driving system determines the state of the driver and vehicle based on detection information from various sensors mounted on the vehicle, such as a steering angle sensor and a steering torque sensor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-107502 Summary of the Invention [Problem to be solved by the invention]

[0004] When a specific driving operation is performed by the driver during an automated driving period when the driver is not required to monitor the surroundings, as in Patent Document 1, the automated driving system generally prioritizes and accepts the driver's driving operation as an override operation. However, there is a risk that the convenience of automated driving may be impaired in relation to the acceptance of such an override operation.

[0005] The present disclosure aims to provide an automatic driving control device and an automatic driving control program that can ensure the convenience of automatic driving related to driver override. [Means for solving the problem]

[0006] In order to achieve the above object, one disclosed aspect is an automatic driving control device that enables a host vehicle (Am) to travel using an automatic driving function, and includes: a road shape grasping unit (74) that grasps the curve shape of a road on which the host vehicle is scheduled to travel; an operation grasping unit (65) that grasps an override operation by the driver that takes priority over the autonomous driving control when the autonomous driving function is performing autonomous driving control that does not require the driver to monitor the surroundings; an operation determination unit (77) that determines whether the override operation is a risk avoidance operation for avoiding a risk object; and a control switching unit (78) that resumes autonomous driving control based on the end of the non-applicable operation when the override operation is a non-applicable operation that does not fall under the risk avoidance operation, The operation determination unit determines at least one of an override operation performed during a period in which a risk object is detected and an override operation corresponding to sudden steering or sudden braking as a risk avoidance operation, The control switching unit is an automatic driving control device that, when a steering operation is performed by the driver as an override operation, resumes autonomous driving control upon the end of the steering operation, provided that the steering operation is a non-applicable operation and conforms to the curve shape of the road. Another disclosed aspect is an automatic driving control device that enables a host vehicle (Am) to travel using an automatic driving function, and includes an operation grasping unit (65) that grasps an override operation of the driver that takes priority over the autonomous driving control when the autonomous driving function is performing autonomous driving control that does not require the driver to monitor the surroundings, an operation determination unit (77) that determines whether the override operation is a risk avoidance operation for avoiding a risk object, a control switching unit (78) that resumes the autonomous driving control based on the end of the non-applicable operation when the override operation is a non-applicable operation that does not fall under the risk avoidance operation, and a notification control unit (72) that controls notification to the driver, The operation determination unit determines at least one of an override operation performed during a period in which a risk object is detected and an override operation corresponding to sudden steering or sudden braking as a risk avoidance operation, The notification control unit is an automatic driving control device that notifies the driver that an override operation is not required when the frequency of occurrence of the non-applicable operation exceeds a threshold value.

[0007] Another disclosed aspect is an automatic driving control program that enables a host vehicle (Am) to travel using an automatic driving function, and when an automatic driving control is being performed by the automatic driving function without the driver having to monitor the surroundings, the program grasps an override operation by the driver that takes priority over the automatic driving control (S12), and determines whether the override operation is a risk avoidance operation for avoiding a risk object. At least one of an override operation during a period in which a risk object is detected and an override operation corresponding to sudden steering or sudden braking is determined to be a risk avoidance operation. (S16) The autonomous driving control program causes at least one processing unit (51) to execute processing including: grasping the curve shape of the road on which the vehicle is scheduled to travel, and if the driver performs a steering operation as an override operation, resuming autonomous driving control upon completion of the steering operation as an override operation, provided that the steering operation is a non-applicable operation that does not fall under a risk avoidance operation and that the steering operation is compatible with the curve shape of the road (S27, S29). Another disclosed aspect is an automatic driving control program that enables a host vehicle (Am) to travel using an automatic driving function, and when an automatic driving control is being performed by the automatic driving function without the driver having to monitor the surroundings, the program grasps an override operation by the driver that takes priority over the automatic driving control (S12), and determines whether the override operation is a risk avoidance operation for avoiding a risk object. At least one of an override operation during a period in which a risk object is detected and an override operation corresponding to sudden steering or sudden braking is determined to be a risk avoidance operation. (S16) If the override operation is a non-applicable operation that does not fall under the risk avoidance operation, autonomous driving control is resumed based on the completion of the non-applicable operation (S27, S29), and if the frequency of occurrence of the non-applicable operation exceeds a threshold, notification to the driver is controlled to notify the driver that an override operation is not necessary (S32, S33).

[0008] In these aspects, if the driver's override operation, which takes priority over the autonomous driving control, does not correspond to a risk avoidance operation for avoiding a risk object, the autonomous driving control is resumed after the override operation ends. In this way, if a return to autonomous driving control is automatically performed when a low-urgency override operation is performed, the convenience of automated driving can be ensured.

[0012] It should be noted that the reference numbers in parentheses above and in the claims merely indicate an example of the correspondence with the specific configurations in the embodiments described below, and do not limit the technical scope in any way. Furthermore, claims not explicitly stated in the claims may be combined together if no particular problems arise in the combination. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a diagram illustrating an overall view of an in-vehicle network including an autonomous driving ECU according to a first embodiment of the present disclosure. [Figure 2] FIG. 2 is a block diagram showing details of an autonomous driving ECU. [Figure 3] 5 is a flowchart showing details of a restart control process performed by the autonomous driving ECU, together with FIG. 4. [Figure 4] 4 is a flowchart showing details of the restart control process together with FIG. 3. [Figure 5] 10 is a flowchart showing details of a notification request process performed by an autonomous driving ECU. [Figure 6] 10 is a flowchart showing details of a reference adjustment process performed by an autonomous driving ECU according to a second embodiment. [Figure 7] 10 is a flowchart showing details of an override determination process. [Figure 8] FIG. 10 is a block diagram showing details of the automatic driving ECU of the sixth and seventh modifications. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. When only a portion of a configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination. Furthermore, combinations of configurations described in multiple embodiments and modified examples that are not explicitly stated are also considered to be disclosed by the following description.

[0015] (First embodiment) The functions of the automatic driving control device according to the first embodiment of the present disclosure are realized by an automatic driving ECU (Electronic Control Unit) 50b shown in Figures 1 and 2. The automatic driving ECU 50b is mounted on a vehicle (hereinafter referred to as the host vehicle Am) together with a driving assistance ECU 50a. The automatic driving ECU 50b, together with the driving assistance ECU 50a and the like, constitutes an automatic driving system 50 for the host vehicle Am. By mounting the automatic driving system 50, the host vehicle Am becomes an automatic driving vehicle equipped with an automatic driving function and is able to travel using the automatic driving function.

[0016] The driving assistance ECU 50a is an in-vehicle ECU that implements driving assistance functions that assist the driver in driving operations in the automated driving system 50. The driving assistance ECU 50a enables advanced driving assistance or partial automated driving at approximately level 2 in the automated driving levels defined by the Society of Automotive Engineers. The automated driving performed by the driving assistance ECU 50a is automated driving with a periphery monitoring obligation, which requires the driver to visually monitor the surroundings of the vehicle. For example, driving assistance functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) are implemented by the driving assistance ECU 50a.

[0017] The autonomous driving ECU 50b is an in-vehicle ECU that realizes an autonomous driving function that can take over driving operations from the driver. The autonomous driving ECU 50b is capable of autonomous driving at level 3 or higher, where the system is the main controller. The autonomous driving performed by the autonomous driving ECU 50b does not require monitoring of the surroundings of the vehicle, that is, it is eyes-off autonomous driving with no obligation to monitor the surroundings.

[0018] In the autonomous driving system 50, the control state of the autonomous driving function is switched among a plurality of control states including at least driving assistance control by the driving assistance ECU 50a, which requires surrounding monitoring, and autonomous driving control by the autonomous driving ECU 50b, which does not require surrounding monitoring. In the following description, autonomous driving control of level 2 or lower by the driving assistance ECU 50a will be referred to as "driving assistance control," and autonomous driving control of level 3 or higher by the autonomous driving ECU 50b will be referred to as "autonomous driving control." Note that the autonomous driving ECU 50b may be capable of autonomous driving of level 4 or higher.

[0019] During the autonomous driving period in which the host vehicle Am is driven by the autonomous driving control of the autonomous driving ECU 50b, the driver may be permitted to perform a specific action (hereinafter referred to as a second task) other than driving as specified in advance. The second task is legally permitted to the driver until a request for execution of a driving operation performed by the autonomous driving ECU 50b in cooperation with the HCU (Human Machine Interface Control Unit) 100 (described later) occurs, i.e., a request for a driver handover occurs. For example, actions such as watching entertainment content such as video content, operating a device such as a smartphone, and eating are considered as second tasks.

[0020] The driving assistance ECU 50a and the autonomous driving ECU 50b are communicatively connected to a communication bus 99 of an in-vehicle network 1 mounted on the host vehicle Am. The communication bus 99 is connected to a driver monitor 29, a surroundings monitoring sensor 30, a locator 35, a cruise control ECU 40, an HCU 100, and the like. These nodes connected to the communication bus 99 can communicate with each other. Certain nodes among these ECUs, etc. may be electrically connected directly to each other and can communicate without going through the communication bus 99.

[0021] The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit that controls them. The driver monitor 29 is installed, for example, on the top surface of the steering column or the top surface of the instrument panel, with the near-infrared camera facing the headrest of the driver's seat. The driver monitor 29 uses the near-infrared camera to capture an image of the driver's head illuminated with near-infrared light from the near-infrared light source. The image captured by the near-infrared camera is analyzed by the control unit. The control unit extracts information such as the driver's eye point position and line of sight from the captured image. The driver monitor 29 provides the eye point position information, line of sight direction information, etc. extracted by the control unit to the HCU 100, the autonomous driving ECU 50b, etc. as driver status information.

[0022] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the host vehicle Am. The perimeter monitoring sensor 30 includes, for example, one or more of a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. The perimeter monitoring sensor 30 can detect moving objects and stationary objects within a detection range around the host vehicle. The perimeter monitoring sensor 30 can detect other vehicles traveling around the host vehicle Am, specifically, at least a vehicle ahead, a vehicle behind, a vehicle on one side, etc. The perimeter monitoring sensor 30 provides detection information of objects around the host vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc.

[0023] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of host vehicle Am by combining the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and vehicle speed information output to communication bus 99. Locator 35 sequentially outputs position information and direction information of host vehicle Am based on the positioning results to communication bus 99 as locator information.

[0024] The locator 35 further includes a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 36 is primarily composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is so-called HD (High Definition) map data, and includes information necessary for advanced driving assistance and automated driving, such as 3D road shape information and detailed information about each lane. The locator 35 reads map data about the area around the current location from the map DB 36 and provides it to the driving assistance ECU 50a, the automated driving ECU 50b, etc., along with locator information.

[0025] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 is electrically connected to an on-board sensor group 41 mounted on the host vehicle Am. The on-board sensor group 41 includes wheel speed sensors provided at the hubs of each wheel, as well as driving operation sensors that detect the driving operation of the driver. The driving operation sensors include a steering angle sensor that detects the steering direction and steering angle, a steering torque sensor that detects the steering torque, and pedal sensors that detect the operation amount (or depression force) of the accelerator pedal and the brake pedal. The output from the driving operation sensors becomes an operation command that indicates the content of the driving operation input by the driver.

[0026] The cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Am based on detection signals from the wheel speed sensors, and sequentially outputs the generated vehicle speed information to the communication bus 99. Furthermore, the cruise control ECU 40 continuously controls the braking force of each wheel, the output control of the on-board power source, and the steering angle based on any one of an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, and a control command from the autonomous driving ECU 50b.

[0027] The HCU 100, together with a plurality of display devices, an audio device 24, an ambient light 25, an operation device 26, etc., constitutes an HMI (Human Machine Interface) system 10. The HMI system 10 has an input interface function that accepts operations by an occupant such as a driver of the host vehicle Am, and an output interface function that presents information to the driver.

[0028] The display devices present information to the driver's vision by displaying images, etc. The display devices include a meter display 21, a center information display (hereinafter referred to as CID) 22, and a head-up display (hereinafter referred to as HUD) 23. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver, etc.

[0029] The audio device 24 has multiple speakers installed in the vehicle cabin surrounding the driver's seat, and reproduces alarm sounds, voice messages, etc. through the speakers within the vehicle cabin. The ambient light 25 is provided on the instrument panel, steering wheel, etc. The ambient light 25 presents information using the driver's peripheral vision through an ambient display that changes the light emission color.

[0030] The operation device 26 is an input unit that accepts user operations by the driver, etc. For example, user operations related to activation and deactivation of the autonomous driving function, user operations related to setting a destination for route guidance, etc. are input to the operation device 26. The operation device 26 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what the driver is saying.

[0031] The HCU 100 is a computer that mainly includes a control circuit equipped with a processing unit, RAM, a storage unit, an input / output interface, and a bus connecting these. The HCU 100 functions as a presentation control device and comprehensively controls the presentation of information using multiple display devices, an audio device 24, and ambient light 25. The HCU 100 presents information related to autonomous driving in cooperation with the autonomous driving system 50.

[0032] Next, the automatic driving ECU 50b will be further described in detail.

[0033] The autonomous driving ECU 50b has a higher computing power than the driving assistance ECU 50a and can perform at least driving control equivalent to ACC, LTC, and LCA. The autonomous driving ECU 50b may be capable of performing driving assistance control in which the driver is responsible for monitoring the surroundings, in place of the driving assistance ECU 50a, in situations where the autonomous driving control is temporarily suspended. The autonomous driving ECU 50b is a computer mainly including a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a control circuit including a bus connecting these. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method of the present disclosure. The storage unit 53 stores various programs (e.g., autonomous driving control programs) executed by the processing unit 51. By executing the programs by the processing unit 51, the autonomous driving ECU 50b is configured with multiple functional units for implementing the autonomous driving function, such as an information linking unit 61, an environment recognition unit 62, an action determination unit 63, and a control execution unit 64 (see FIG. 2).

[0034] The information linking unit 61 provides information to the HCU 100 and acquires information from the HCU 100 and the driver monitor 29. The information linking unit 61 generates control status information indicating the operating status of the autonomous driving function, and provides the generated control status information to the HCU 100. The control status information includes information indicating whether or not the driver has an obligation to monitor the surroundings, and the control status of the autonomous driving control (described later). The information linking unit 61 has a status grasping unit 71 and a notification request unit 72 as sub-functional units for linking information with the HCU 100 and the driver monitor 29.

[0035] The state grasping unit 71 grasps the content of user operations input by the driver or the like to the operation device 26 and the CID 22, etc., based on operation information acquired from the HCU 100. As an example, the state grasping unit 71 grasps a level 2 transition operation that instructs a transition from manual driving to driving assistance control, and a level 3 transition operation that instructs a transition from driving assistance control to autonomous driving control, etc. In addition, the state grasping unit 71 grasps the driver's behavior based on driver status information acquired from the driver monitor 29. During the period when driving assistance control or autonomous driving control is being implemented, the state grasping unit 71 continuously grasps, for example, the driver's driving posture, line of sight, whether surroundings monitoring is being performed, and level of alertness of the driver.

[0036] The notification request unit 72 enables the HCU 100 to issue a notification synchronized with the operating state of the autonomous driving function by outputting a notification implementation request to the HCU 100. For example, when the end of eyes-off autonomous driving control is scheduled, the notification request unit 72 outputs a notification implementation request to the HCU 100 requesting a driver changeover. The notification request unit 72 also outputs a request to implement an approach warning to the HCU 100 based on the identification of a risk target, which will be described later. Furthermore, when an override operation, which will be described later, is performed, the notification request unit 72 outputs implementation requests to the HCU 100 for a transition plan notification and a post-transition control notification (see FIG. 3), a resumption plan notification and a level 3 resumption notification (see FIG. 4), and a no-operation notification (see FIG. 5), etc.

[0037] The environment recognition unit 62 recognizes the driving environment of the host vehicle Am by combining the locator information and map data acquired from the locator 35 with the detection information acquired from the perimeter monitoring sensor 30. In addition, the environment recognition unit 62 acquires vehicle speed information indicating the current driving speed from the communication bus 99 as information indicating the state of the host vehicle Am. The environment recognition unit 62 has an other vehicle recognition unit 73 and a road information recognition unit 74 as sub-functional units for recognizing the driving environment.

[0038] The other vehicle recognition unit 73 recognizes the relative positions and relative speeds of dynamic targets around the host vehicle Am, such as other vehicles traveling around the host vehicle Am. The other vehicle recognition unit 73 recognizes forward vehicles or targets that are risk targets based on at least one parameter such as a relative distance to the host vehicle Am, a THW (Time Headway), and a TTC (Time to Collision). For example, a static or dynamic target for which at least one of the relative distance, THW, and TTC is less than a predetermined value is identified as a risk target. Based on the recognition of the risk target by the other vehicle recognition unit 73, an approach warning is issued by cooperation between the notification request unit 72 and the HCU 100.

[0039] In addition, the other vehicle grasping unit 73 grasps the congestion around the host vehicle Am by combining the information of the recognized other vehicle with the vehicle speed information of the host vehicle Am, etc. The other vehicle grasping unit 73 determines that the area around the host vehicle Am is in a congestion state when the current traveling speed of the host vehicle Am is equal to or lower than the congestion speed (for example, about 30 km / h) and there are both a vehicle ahead and a vehicle behind the host vehicle Am traveling in the same lane.

[0040] The road information grasping unit 74 acquires information related to the road on which the host vehicle Am is traveling or is scheduled to travel. Specifically, the road information grasping unit 74 grasps the shape of the road ahead on which the host vehicle Am is scheduled to travel, based on map data or lane marking detection information, and determines whether the road ahead is straight or curved. Furthermore, if the road ahead is a curved section, the road information grasping unit 74 further grasps the direction and curvature of the curve of the road ahead.

[0041] In addition, the road information grasping unit 74 grasps whether the road on which the host vehicle Am is traveling or is scheduled to travel is within a preset permission area or limited permission area. Information indicating whether the road is a permission area or a limited permission area may be recorded in the map data stored in the map DB 36, or may be included in the received information received by the in-vehicle communication device. The permission area and limited permission area may correspond to an operational design domain where automated driving without the driver's obligation to monitor the surroundings is legally permitted. The permission area and limited permission area are set on, for example, a highway or a motorway. Furthermore, a specific public road that has been developed to enable automated driving without the obligation to monitor the surroundings may be set as a permission area or a limited permission area.

[0042] The behavior determination unit 63 cooperates with the driving assistance ECU 50a and the HCU 100 to control the autonomous driving system 50 and the driving switch between the driver. When the autonomous driving ECU 50b has control of the driving operation, the behavior determination unit 63 generates a planned driving line for the host vehicle Am to travel based on the recognition result of the driving environment by the environment recognition unit 62, and outputs the generated planned driving line to the control execution unit 64. The behavior determination unit 63 has a control switching unit 78 as a sub-function unit for controlling the operating state of the autonomous driving function.

[0043] The control switching unit 78 cooperates with the driving assistance ECU 50a to switch between driving assistance control, which requires the driver to monitor the surroundings, and autonomous driving control, which does not require the driver to monitor the surroundings. Additionally, when the host vehicle Am is driven by the autonomous driving control, the control switching unit 78 switches between a plurality of control states of the autonomous driving control. Specifically, the control switching unit 78 can switch between area-limited control (hereinafter, area level 3), which is implemented only when driving within a specific area, and congestion-limited control (hereinafter, congestion level 3), which is implemented only when driving in congestion. When the host vehicle Am is driving on a road within a permitted area and there is no congestion around the host vehicle, the control switching unit 78 sets the control state of the autonomous driving control to area level 3. On the other hand, when the host vehicle Am is driving on a road within a permitted area or a limited permitted area and the other vehicle recognition unit 73 has recognized congestion around the host vehicle, the control switching unit 78 sets the control state of the autonomous driving control to congestion level 3. In other words, control switching unit 78 permits the implementation of both area level 3 and congestion level 3 on roads within the permission area, and permits the implementation of only congestion level 3 on roads within the limited permission area.

[0044] When the autonomous driving ECU 50b has control of driving operations, the control execution unit 64 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am in accordance with the planned driving line generated by the behavior determination unit 63. Specifically, the control execution unit 64 generates control commands based on the planned driving line and outputs the generated control commands to the cruise control ECU 40 one after another.

[0045] Here, if the driver performs a driving operation during the period in which autonomous driving control is being implemented, an override is performed to prioritize the driver's driving operation over the autonomous driving control. The override is an instantaneous change of driving based on the driver's judgment, as opposed to a planned change of driving based on the judgment of the system (autonomous driving ECU 50b). In other words, the override is a state in which the driver's driving operation is forcibly intervened in the autonomous driving control by the autonomous driving ECU 50b. During the override acceptance period, the cruise control ECU 40 drives the host vehicle Am based on operation commands based on the driver's driving operation. For example, steering operations input to the steering wheel (such as the steering wheel) and pedal operations input to the accelerator pedal and brake pedal are prioritized over the autonomous driving control as override operations. The override may be realized by the cruise control ECU 40 alone, or may be realized by cooperation between the cruise control ECU 40 and the autonomous driving ECU 50b.

[0046] If the autonomous driving ECU 50b suspends the autonomous driving control due to the occurrence of an override, it can automatically resume the autonomous driving control after the override ends. The autonomous driving ECU 50b further includes a driving operation grasping unit 65 as a functional unit for implementing the override. In addition, the behavior determination unit 63 is provided with an operation determination unit 77 as a sub-functional unit together with a control switching unit 78.

[0047] The driving operation grasping unit 65 acquires information on driving operations input by the driver (hereinafter referred to as driving operation information) from the driving control ECU 40 during the period when autonomous driving control is being performed. The driving operation grasping unit 65 may also acquire control status information indicating the activation of an override from the driving control ECU 40. Based on the driving operation information or the driving status information, the driving operation grasping unit 65 grasps whether the driver is performing an override operation and determines the start and end of the override operation.

[0048] In addition, the driving operation grasping unit 65 grasps the details of the driving operation performed as an override operation based on the driving operation information while the override is in effect. When a steering operation is performed as an override operation, the driving operation grasping unit 65 grasps the steering direction, steering speed (angular velocity), steering amount, steering torque, etc. When an accelerator pedal or brake pedal is operated as an override operation, the driving operation grasping unit 65 grasps the pedal operation speed, operation amount, etc.

[0049] The operation determination unit 77 acquires the details of the override operation grasped by the driving operation grasping unit 65, and determines whether the override operation is a risk avoidance operation for avoiding a risk object. The operation determination unit 77 determines that an override operation performed after the start of an approach warning based on the detection of a risk object and before the risk object disappears is a risk avoidance operation.

[0050] In addition, even when a risk object is not detected, in other words, when an approach warning is not implemented, the operation determination unit 77 determines that an override operation equivalent to sudden steering or sudden braking is a risk avoidance operation. For example, when at least one of the steering speed and steering amount of the steering operation exceeds a corresponding threshold, the operation determination unit 77 determines that a risk avoidance operation equivalent to sudden steering has been input. Furthermore, for example, when at least one of the operation amount and operation speed of the brake pedal exceeds a corresponding threshold, the operation determination unit 77 determines that a risk avoidance operation equivalent to sudden braking has been input.

[0051] The operation determination unit 77 determines that an override operation that does not fall under a risk avoidance operation is a non-applicable operation. For example, an unintentional operation with the hands placed on the steering wheel while driving under autonomous driving control is determined to be a non-applicable operation. In addition, if a driver feels unsure whether they can make the turn and performs a steering operation to follow the curve, it is also determined to be a non-applicable operation.

[0052] When the driver performs a steering operation as an override operation, the operation determination unit 77 compares the steering direction of the steering operation with the shape of the road ahead ascertained by the road information determination unit 74, and determines whether the steering operation is compatible with the shape of the road ahead. Specifically, when the road ahead is a curve section that curves to the right or left, the operation determination unit 77 determines whether the steering direction is the same as the curve direction. If the steering direction is opposite to the curve direction, the operation determination unit 77 determines that the steering operation does not match the shape of the road ahead. On the other hand, if the steering direction is the same as the curve direction, the operation determination unit 77 determines that the steering operation is compatible with the shape of the road ahead. Note that in addition to the steering direction being the same as the curve direction, if the steering amount is appropriate for the curvature of the curve section, the operation determination unit 77 may also determine that the steering operation is compatible with the shape of the road ahead.

[0053] When the operation determination unit 77 determines that the steering operation is compatible with the shape of the road ahead, it compares the driver's line of sight grasped by the state grasping unit 71 with the shape of the road ahead, and further determines whether the driver's line of sight is directed toward the road in the traveling direction. For example, when the road ahead is a curved section, if the driver's left and right line of sight are in the same direction as the curve direction, the operation determination unit 77 determines that the line of sight is directed toward the traveling direction. On the other hand, if the line of sight is not directed ahead of the host vehicle Am, or if the line of sight is in the opposite direction to the curve direction, the operation determination unit 77 determines that the line of sight is not directed toward the road in the traveling direction.

[0054] When autonomous driving control is interrupted by an override, the control switching unit 78 determines whether to automatically return to autonomous driving control after the override operation ends. If the override operation corresponds to a risk avoidance operation, the control switching unit 78 restricts automatic return and does not resume autonomous driving control. In this case, after the risk avoidance operation ends, the control switching unit 78 transitions the control state of the host vehicle Am to one of hands-off driving assistance control, hands-on driving assistance control, and manual driving. On the other hand, if the override operation is not a corresponding operation, the control switching unit 78 does not transition to driving assistance control with a periphery monitoring obligation, and allows the automatic resumption of autonomous driving control.

[0055] Even if the override operation is an inapplicable operation, the control switching unit 78 switches whether or not to resume autonomous driving control depending on the control state of the autonomous driving control, the driving speed of the host vehicle Am, the content of the override operation (inapplicable operation), etc. Specifically, if an inapplicable operation is performed during a period in which area level 3 is implemented, the control switching unit 78 restricts the resumption of area level 3 based on the end of the inapplicable operation. On the other hand, if an inapplicable operation is performed during a period in which congestion level 3 is implemented, the control switching unit 78 resumes congestion level 3 based on the end of the inapplicable operation.

[0056] Furthermore, if the traveling speed of the host vehicle Am exceeds a predetermined speed (e.g., 60 km / h), the control switching unit 78 restricts the resumption of autonomous driving control based on the end of the non-pertinent operation. On the other hand, if the traveling speed of the host vehicle Am is equal to or less than the predetermined speed, the control switching unit 78 resumes autonomous driving control based on the end of the non-pertinent operation. The predetermined speed may be a speed preset in the system, or may be a speed set by the driver or the like. Furthermore, based on the speed limit set for the road on which the vehicle is traveling, the predetermined speed may be set to a speed equal to or slightly lower than the speed limit.

[0057] Furthermore, if the driver's steering operation does not match the shape of the road or if the driver's line of sight is not directed toward the road in the traveling direction, the control switching unit 78 restricts the resumption of autonomous driving control based on the end of the inappropriate operation. On the other hand, if the driver's steering operation matches the shape of the road and the driver's line of sight is directed toward the road in the traveling direction, the control switching unit 78 resumes autonomous driving control based on the end of the inappropriate operation.

[0058] Next, the restart control process that enables automatic return to the autonomous driving control described above will be described in detail below based on Figures 3 and 4, and with reference to Figures 1 and 2. The restart control process is started by the autonomous driving ECU 50b when autonomous driving control is started.

[0059] The driving operation grasping unit 65 determines whether an override has occurred (S11) based on the driving operation information or control status information obtained from the cruise control ECU 40. If the driving operation grasping unit 65 has grasped that an override has occurred (S11: YES), it further grasps the details of the override operation (S12).

[0060] When a steering operation is being performed as an override operation, the operation determination unit 77 determines whether the steering direction of the steering operation matches the curve direction of the road ahead as determined by the road information determination unit 74 (S13). If the steering direction is the same as the curve direction of the road ahead (S13: YES), the control switching unit 78 determines to continue steering control (S14). As a result, even during the period in which an override operation is accepted, steering control of the host vehicle Am is continued through cooperation between the control execution unit 64 and the cruise control ECU 40. As a result, the steering actuator of the host vehicle Am continues to generate a steering torque in a direction that assists the driver's steering operation and that is sufficient to allow the host vehicle Am to travel along the curve (planned driving line) of the road ahead.

[0061] On the other hand, if the steering direction is opposite to the curve direction of the road ahead (S13: NO), the control switching unit 78 determines to suspend steering control (S15). As a result, during the period in which the override operation is accepted, steering control of the host vehicle Am by cooperation between the control execution unit 64 and the cruise control ECU 40 is suspended. In this case, the steering actuator of the host vehicle Am generates a steering torque according to the driver's steering operation, as in manual driving.

[0062] The operation determination unit 77 determines whether the override operation grasped by the driving operation grasping unit 65 corresponds to a risk avoidance operation (S16). If it is determined that the override operation corresponds to a risk avoidance operation (S16: YES), the control switching unit 78 transitions the control state of the autonomous driving function to a state at level 2 or lower based on the end of the override operation (risk avoidance operation). The control switching unit 78 may determine in advance the control state to transition to after the end of the override operation before the end of the override operation, or may determine the control state after the end of the override operation.

[0063] If automatic return to autonomous driving control is not implemented, the notification request unit 72 outputs a request to the HCU 100 to issue a transition plan notification (S17). Furthermore, when the driving operation grasping unit 65 grasps that the override operation has ended (S18: YES), the notification request unit 72 outputs a request to the HCU 100 to issue a post-transition control notification (S19). The HCU 100 issues the transition plan notification and the post-transition control notification based on the implementation request acquired from the notification request unit 72. The transition plan notification and the post-transition control notification will be described in detail later. The control switching unit 78 transitions the control state of the autonomous driving function to a control state of level 2 or lower in accordance with the start of the post-transition control notification by the HCU 100 (S20).

[0064] On the other hand, when the operation determination unit 77 determines that the override operation is an inapplicable operation (S16: NO), it determines the content of the inapplicable operation. If a steering operation is performed as the override operation, the operation determination unit 77 further determines whether the steering direction of the steering operation matches the shape of the road ahead as determined by the road information determination unit 74 (S21). If the steering direction of the steering operation matches the shape of the road ahead (S21: YES), the operation determination unit 77 further determines whether the driver's line of sight as determined by the state determination unit 71 is directed toward the road in the traveling direction (S22). If the operation determination unit 77 determines that the driver's line of sight is directed toward the road ahead (S22: YES), the control switching unit 78 permits the resumption of autonomous driving control based on the end of the override operation (inapplicable operation). Note that if a pedal operation is performed as the override operation, the control switching unit 78 permits the resumption of autonomous driving control on the condition that the driver's line of sight is directed toward the road ahead (S22: YES).

[0065] On the other hand, if it is determined that the steering direction does not match the shape of the road ahead (S21: NO) or if it is determined that the line of sight is not directed toward the road ahead (S22: NO), the control switching unit 78 determines whether the road on which the host vehicle Am is traveling is an ordinary road (S23). If it is determined that the host vehicle Am is traveling on a highway or the like (S23: NO), the control switching unit 78 determines the control state of the autonomous driving control that was being implemented before the override operation was initiated (S24). If area level 3 autonomous driving control was being implemented (S24: YES), the control switching unit 78 restricts the resumption of autonomous driving control based on the end of the override operation, even if the override operation was a non-pertinent operation (S17 to S20). On the other hand, if congestion level 3 autonomous driving control was being implemented (S24: NO), the control switching unit 78 permits the resumption of autonomous driving control based on the end of the override operation (non-pertinent operation).

[0066] Furthermore, when the control switching unit 78 determines that the host vehicle Am is traveling on a general road that is a permission area or a limited permission area (S23: YES), it determines whether the traveling speed of the host vehicle Am is equal to or less than a predetermined speed (S25). When the control switching unit 78 determines that the traveling speed of the host vehicle Am exceeds the predetermined speed (S24: NO), the control switching unit 78 restricts the resumption of autonomous driving control based on the end of the override operation, even if the override operation is a non-pertinent operation (S17 to S20). On the other hand, when the traveling speed of the host vehicle Am is equal to or less than the predetermined speed, the control switching unit 78 permits the resumption of autonomous driving control based on the end of the override operation (non-pertinent operation).

[0067] If the resumption of autonomous driving control is permitted, the notification request unit 72 outputs a request to the HCU 100 to issue a restart schedule notification (S26). Furthermore, when the end of the override operation is recognized by the driving operation recognition unit 65 (S27: YES), the notification request unit 72 outputs a request to the HCU 100 to issue a level 3 restart notification (S28). The HCU 100 issues the restart schedule notification and level 3 restart notification based on the implementation request obtained from the notification request unit 72. Details of the restart schedule notification and level 3 restart notification will be described later. Based on the end of the override operation, the control switching unit 78 cooperates with the control execution unit 64 and the driving control ECU 40 to resume autonomous driving control in accordance with the start of the level 3 restart notification by the HCU 100 (S29).

[0068] Next, the details of the transition plan notification and post-transition control notification, the restart plan notification and level 3 restart notification, and the no-operation notification that are implemented in relation to the overrides described above will be further described.

[0069] The transition plan notification is performed during an acceptance period when the resumption of autonomous driving control is not scheduled, and notifies the driver that automatic resumption of autonomous driving control is not scheduled. The transition plan notification is performed continuously until the end of the override operation. If the control state to be transitioned is determined before the end of the override operation, the transition plan notification may notify the driver of the control state to be transitioned.

[0070] The post-transition control notification is initiated after the end of the override operation and notifies the autonomous driving control state to which the transition is to be made. The post-transition control notification notifies the driver which control state the transition will be to: hands-off driving assistance control, hands-on driving assistance control, or manual driving. The post-transition control notification may be terminated based on the passage of a predetermined time, or may be terminated based on the driver achieving an appropriate driving state. The post-transition control notification may further notify the user of a user operation required to resume autonomous driving control.

[0071] The resumption plan notification is provided during the acceptance period when the resumption of autonomous driving control is scheduled, and notifies the driver that the automatic resumption of autonomous driving control is scheduled. The resumption plan notification is provided continuously until the end of the override operation.

[0072] The Level 3 resumption notification is initiated when autonomous driving control is resumed after the override operation is terminated, and notifies the driver of the resumption of autonomous driving control. The Level 3 resumption notification is terminated when a predetermined time has elapsed.

[0073] The HCU 100 performs the transition schedule notification, post-transition control notification, restart schedule notification, and level 3 restart notification by displaying icons or the like on at least one of the meter display 21 and the HUD 23. The HCU 100 may use the audio device 24 and the ambient light 25 as appropriate for the transition schedule notification, post-transition control notification, restart schedule notification, and level 3 restart notification.

[0074] The "no operation required" notification is issued when there are frequent occurrences of override operations that do not constitute risk avoidance operations. The "no operation required" notification suggests to the driver that unnecessary override operations may be occurring, making the driver aware that no operational intervention is required. The "no operation required" notification also informs the driver that autonomous driving control can be used safely.

[0075] When an override is performed, the notification request unit 72 performs a notification request process (see FIG. 5 ) to determine whether a no-operation notification is necessary. In this notification request process, the notification request unit 72 first determines whether the end of the override operation has been recognized by the driving operation recognition unit 65 (S31). Based on the recognition of the end of the override operation (S31: YES), the notification request unit 72 determines whether the occurrence frequency of the non-performing operation exceeds a predetermined threshold (hereinafter, the frequent occurrence threshold) (S32). If the non-performing operation has not been performed a predetermined number of times or more within a predetermined time period, the notification request unit 72 determines that the occurrence frequency does not exceed the frequent occurrence threshold (S32: NO) and that a no-operation notification is unnecessary. On the other hand, if the non-performing operation has been performed a predetermined number of times or more within a predetermined time period, the notification request unit 72 determines that the occurrence frequency exceeds the frequent occurrence threshold (S32: YES). In this case, the notification request unit 72 decides to perform the no-operation notification, and outputs an implementation request for the no-operation notification to the HCU 100 (S33). The HCU 100 performs the no-operation notification based on the implementation request acquired from the notification request unit 72.

[0076] In the first embodiment described above, if the driver's override operation, which takes priority over the autonomous driving control, does not correspond to a risk avoidance operation for avoiding a risk object, the autonomous driving control is resumed after the override operation ends. In this way, if a return to autonomous driving control is automatically performed when a low-urgency override operation is performed, the convenience of automated driving can be ensured.

[0077] Additionally, in the first embodiment, if a non-applicable operation is performed during the implementation period of area level 3, resumption of area level 3 upon completion of the non-applicable operation is restricted. On the other hand, if a non-applicable operation is performed during the implementation period of congestion level 3, the control switching unit 78 resumes congestion level 3 upon completion of the non-applicable operation. As described above, when driving in a traffic jam using autonomous driving control at congestion level 3, the driver is likely to perform non-mandatory surrounding monitoring and perform override operation in response to the behavior of other vehicles around the vehicle. Therefore, automatic return to congestion level 3 after completion of the override operation may allow the driver to take action to gain a sense of security. As a result, the convenience of autonomous driving can be ensured.

[0078] Furthermore, in the first embodiment, when the traveling speed of the host vehicle Am exceeds a predetermined speed, the resumption of autonomous driving control based on the end of the non-relevant operation is restricted. On the other hand, when the traveling speed of the host vehicle Am is below the predetermined speed, the control switching unit 78 resumes autonomous driving control based on the end of the non-relevant operation. As described above, when the traveling speed of the host vehicle Am is low, the transfer of control from the driver to the autonomous driving ECU 50b is facilitated smoothly. Therefore, by switching whether or not to automatically return to autonomous driving control based on the traveling speed of the host vehicle Am, it is possible to ensure the convenience of autonomous driving while avoiding behavior changes that may cause anxiety to the occupants.

[0079] Furthermore, in the first embodiment, if the driver performs a steering operation as an override operation, autonomous driving control is resumed on the condition that the steering operation does not constitute a risk avoidance operation and is compatible with the road shape. Therefore, even if the driver feels uneasy when entering a curved section and performs a reflexive steering operation, the control switching unit 78 can automatically resume autonomous driving control after the steering operation is completed. As a result, driver behavior to gain a sense of security can be tolerated, further ensuring the convenience of automated driving.

[0080] Additionally, in the first embodiment, the driver's line of sight is grasped. Then, when the steering operation conforms to the shape of the road and the line of sight is directed toward the road in the traveling direction, the control switching unit 78 resumes autonomous driving control based on the end of the steering operation. As described above, the control switching unit 78 can accurately identify situations in which the driver feels uneasy when entering a curved section. Therefore, even if the vehicle Am automatically transitions from the override state to autonomous driving control, the vehicle Am continues to travel along the curved section, and the behavior of the vehicle Am is unlikely to change. Therefore, it is possible to avoid situations that induce uneasiness in the occupants while ensuring the convenience of autonomous driving.

[0081] In the first embodiment, if the steering direction in the steering operation is opposite to the curve direction of the road, steering control during the period when the override operation is accepted is stopped. On the other hand, if the steering direction is the same as the curve direction, steering control during the period when the override operation is accepted is continued. Therefore, even if the driver feels uneasy when entering a curve section and performs a steering operation, the steering control is not interrupted, and the steering force required to travel along the curve section is stable. As a result, situations in which the behavior of the host vehicle Am becomes unstable due to an override operation and anxiety is induced in the occupants are less likely to occur.

[0082] Furthermore, in the first embodiment, if the autonomous driving control is scheduled to resume after the override operation ends, the resumption schedule notification notifies the driver of the scheduled resumption of the autonomous driving control during the override operation acceptance period. Therefore, the driver can understand in advance the control transition after the override operation ends, and can end the override operation with peace of mind. As a result, the convenience of autonomous driving can be further improved.

[0083] On the other hand, if the autonomous driving control is not scheduled to resume after the end of the override operation, the transition plan notification notifies the driver of the planned transition to driving assist control or manual driving during the period when the override operation is accepted. Therefore, the driver can smoothly transition to a state where surroundings are monitored or a manual driving state. This notification ensures convenience even when the autonomous driving control is not resumed.

[0084] Additionally, in the first embodiment, a Level 3 resumption notification is implemented based on the resumption of autonomous driving control after the end of the override operation. If the driver is notified of the resumption of autonomous driving control in this manner, the driver can transition to an eyes-off state with peace of mind. Therefore, highly convenient automated driving can be provided. Even if autonomous driving control is not resumed, the start of driving assistance control or transition to manual driving is notified by a post-transition control notification after the end of the override operation. As a result, the driver can begin surrounding monitoring or driving operations without feeling anxious.

[0085] In the first embodiment, when the frequency of occurrence of non-applicable operations exceeds a threshold, a no-operation notification is sent to the driver to notify them that an override operation is not required. This allows the driver to stop performing a preliminary override operation and fully enjoy the benefits of the load reduction achieved by the autonomous driving control. As a result, many drivers can enjoy the convenience of automated driving.

[0086] In the first embodiment, the driving operation grasping unit 65 corresponds to the "operation receiving unit," the state grasping unit 71 corresponds to the "gaze direction grasping unit," the notification request unit 72 corresponds to the "notification control unit," and the road information grasping unit 74 corresponds to the "road shape grasping unit." Furthermore, the autonomous driving ECU 50b corresponds to the "autonomous driving control device."

[0087] Second Embodiment The second embodiment of the present disclosure is a modified example of the first embodiment. In the first embodiment, even a driving operation unintentional by the driver is temporarily accepted as an override operation, and autonomous driving control is automatically resumed after the driving operation is completed. On the other hand, in the second embodiment, a process is performed to prevent a driving operation unintentional by the driver from being accepted as an override operation.

[0088] In the second embodiment, the autonomous driving ECU 50b shown in FIGS. 1 and 2 determines whether or not the driver can perform an override. The autonomous driving ECU 50b changes the override threshold during each implementation period of driving assistance control and autonomous driving control, depending on the risk level around the host vehicle Am. The autonomous driving ECU 50b lowers (widens) the threshold for accepting an override when the host vehicle Am is traveling on a public road or in bad weather. This adjustment makes it easier for the driver to perform an override on a public road or in bad weather. In other words, on a highway or in good weather, an override due to a slight unintended driving operation is less likely to occur.

[0089] The functional units, such as the driving operation grasping unit 65, the environment recognition unit 62, and the behavior determination unit 63, which are constructed in the autonomous driving ECU 50b as described above, will be described in detail below.

[0090] The driving operation grasping unit 65 acquires driving operation information input by the driver from the driving control ECU 40 during each implementation period of driving assistance control and autonomous driving control. The driving operation information includes information indicating the type of driving operation input by the driver (driver driving operation) and the amount of operation of each driving operation. The driving operation grasping unit 65 grasps at least one driving operation performed by the driver from among accelerator operation, brake operation, and steering operation as the type of driving operation. Furthermore, when the driver inputs an accelerator operation or brake operation, the driving operation grasping unit 65 grasps the operation speed and amount of operation input to each pedal, etc. (pedal operation). Furthermore, when the driver inputs a steering operation to the steering wheel, etc., the driving operation grasping unit 65 grasps the steering direction, steering speed (angular velocity), steering amount, steering torque, etc. of the steering operation.

[0091] The driving operations that realize the override may include, in addition to the operations grasped by the driving operation grasping unit 65, a level 2 release operation and a level 3 release operation (hereinafter referred to as a control release operation) grasped by the state grasping unit 71. The control release operation is a user operation input by the driver to the operation device 26 or CID 22, etc. The level 2 release operation is an operation that terminates the driving assistance control currently being performed and instructs a transition to manual driving. The level 3 release operation is an operation that terminates the autonomous driving control currently being performed and instructs a transition to manual driving.

[0092] The environment recognition unit 62 recognizes the driving environment around the host vehicle Am when the automatic driving system 50 is performing driving assistance control or autonomous driving control, in other words, when the automatic driving function is controlling the driving of the host vehicle Am. The environment recognition unit 62 grasps weather information around the host vehicle Am and determines whether the driving environment around the host vehicle is good or bad based on the weather information. Specifically, the environment recognition unit 62 determines that the driving environment has deteriorated when bad weather such as rain, snow, strong winds, and thick fog is occurring around the host vehicle Am. The environment recognition unit 62 grasps the occurrence of bad weather around the host vehicle based on weather information received by the in-vehicle communication device and detection information from the camera unit 31, etc. The environment recognition unit 62 may also determine that the driving environment has deteriorated when the host vehicle Am is traveling in a dark environment, such as at night or in a tunnel.

[0093] The environment recognition unit 62 uses the road information grasping unit 74 to grasp the type information of the road on which the host vehicle Am is traveling as information indicating the traveling environment of the host vehicle Am. The road information grasping unit 74 can use the map data acquired from the locator 35 to grasp the road type information. The road information grasping unit 74 determines whether the host vehicle Am is traveling on an expressway based on the road type information. An expressway includes the above-mentioned expressways. When the host vehicle Am is traveling on an ordinary road other than an expressway, the road information grasping unit 74 further grasps whether the traveling scene of the host vehicle Am is a right / left turn scene at an intersection.

[0094] When the driving operation grasping unit 65 grasps a driving operation of the driver during a control period in which the automatic driving system 50 controls the driving of the host vehicle Am, the behavior determining unit 63 determines whether or not to treat this driving operation of the driver as an override operation using the operation determining unit 77. As in the first embodiment, the override operation is prioritized over the driving assistance control and autonomous driving control by the automatic driving system 50.

[0095] When the driver's driving operation satisfies the judgment criteria, the operation judgment unit 77 judges the driver's driving operation as an override operation. The operation judgment unit 77 has individual judgment criteria set for each of the accelerator operation, the brake operation, and the steering operation. The content of the judgment criteria (threshold value) differs depending on the type of driving operation. Furthermore, the judgment criteria associated with the driving assistance control may be the same as or different from the judgment criteria associated with the autonomous driving control.

[0096] As an example, if an accelerator operation exceeding a predetermined operation amount continues for a predetermined time, the operation determination unit 77 accepts this accelerator operation as an override operation. Also, if a brake operation is detected, the operation determination unit 77 accepts this brake operation as an override operation regardless of the operation amount or duration. Furthermore, if a steering operation exceeding a predetermined steering amount or steering torque is input, the operation determination unit 77 accepts this steering operation as an override operation.

[0097] The operation determination unit 77 changes the criteria for determining whether or not each driving operation is an override operation depending on the driving environment around the vehicle as understood by the environment recognition unit 62. The operation determination unit 77 makes the criteria stricter the better the driving environment around the vehicle, and makes the criteria lenient the worse the driving environment. By adjusting the criteria in this way, the better the driving environment, the less likely an override will occur, and the worse the driving environment, the more likely an override will occur.

[0098] When the host vehicle Am is traveling on a highway, the operation determination unit 77 sets stricter criteria for determining an override operation than when the host vehicle Am is traveling on an ordinary road other than a highway. In this case, the thresholds related to accelerator operation and steering operation are changed to higher values ​​(larger values). When the weather around the host vehicle Am is bad, the operation determination unit 77 sets stricter criteria for determining an override operation than when the weather around the host vehicle Am is not bad. In this case, the thresholds related to accelerator operation and steering operation are changed to lower values ​​(smaller values). When the weather around the host vehicle Am is dark, the operation determination unit 77 may set stricter criteria for determining an override operation than when the weather around the host vehicle Am is bright. In addition, the thresholds related to braking operation may also be subject to adjustment.

[0099] When the environment recognition unit 62 recognizes that the vehicle is in a right- or left-turn situation, the operation determination unit 77 sets stricter criteria for determining whether a particular steering operation is an override operation than for cases other than a right- or left-turn situation. Specifically, the operation determination unit 77 sets stricter criteria for determining whether a steering operation is in the opposite direction to the steering wheel rotation direction for turning right or left at an intersection. That is, when turning right, the operation determination unit 77 is less likely to determine a counterclockwise input applied to a steering wheel rotating clockwise as an override operation. Similarly, when turning left, the operation determination unit 77 is less likely to determine a clockwise input applied to a steering wheel rotating counterclockwise as an override operation. As an example, the operation determination unit 77 does not determine a steering operation in the opposite direction to the right- or left-turn direction as an override operation. This prevents the driver from unintentionally applying force in the opposite direction to the steering wheel rotation while his or her hands are on the steering wheel, resulting in an override operation.

[0100] The operation determination unit 77 refers to the driver's line of sight grasped by the state grasping unit 71. The operation determination unit 77 compares the line of sight with the direction of the steering operation, and tightens the criteria for determining that a steering operation in a direction that does not match the line of sight is an override operation. Furthermore, the operation determination unit 77 tightens the criteria for determining that an override operation is performed when the driver's line of sight is directed toward the screen of the CID 22 or the like in the vehicle interior, and not toward the surroundings of the vehicle Am. As an example, when the line of sight and the steering direction do not match, and when the line of sight is directed toward the vehicle interior, the operation determination unit 77 does not determine that the determined driver's driving operation is an override operation.

[0101] Next, the details of the criteria adjustment process for adjusting the override criteria and the override determination process for determining whether or not to accept an override will be described based on FIGS. 6 and 7 with reference to FIGS. 1 and 2.

[0102] The standard adjustment process (see FIG. 6) is performed based on the start of driving assistance control or autonomous driving control, mainly by the behavior determination unit 63 and the operation determination unit 77. The standard adjustment process is performed repeatedly at a predetermined cycle until driving assistance control or autonomous driving control is terminated, and enables updating of each threshold value set as a determination standard.

[0103] In the criterion adjustment process, the environment recognition unit 62 recognizes the driving environment around the host vehicle Am (S12). The operation determination unit 77 changes the determination criteria for determining whether or not to treat a driver's driving operation as an override operation, depending on the driving environment recognized by the environment recognition unit 62 (S202 to S207). Specifically, the environment recognition unit 62 determines whether or not the weather around the host vehicle Am is bad (S202). If the weather around the host vehicle Am is not bad (S202: NO), the operation determination unit 77 adopts the determination criteria for normal weather (S203). On the other hand, if the weather around the host vehicle Am is bad (S202: YES), the operation determination unit 77 adopts the determination criteria for bad weather (S204). The determination criteria for bad weather are more relaxed than the determination criteria for normal weather, and applying a lower threshold makes it easier to trigger an override. As an example, if the determination criteria for normal weather are adopted, the thresholds are not changed. On the other hand, when bad weather criteria are adopted, each threshold value is adjusted to a value lower than the reference value.

[0104] Furthermore, the environment recognition unit 62 determines whether the host vehicle Am is traveling on an expressway (S205). If the host vehicle Am is traveling on an expressway (S205: YES), the operation determination unit 77 adopts the determination criteria for expressways (S206). On the other hand, if the host vehicle Am is traveling on an ordinary road (S205: NO), the operation determination unit 77 adopts the determination criteria for ordinary roads (S207). The determination criteria for expressways are stricter than the determination criteria for ordinary roads, and applying high thresholds makes it less likely that an override will occur. As an example, when the determination criteria for ordinary roads are adopted, the thresholds are not changed. On the other hand, when the determination criteria for expressways are adopted, the thresholds are adjusted to values ​​higher than the reference values.

[0105] The operation determination unit 77 updates the determination criteria set as reference targets so that the thresholds adjusted in the processes of S202 to S207 are referenced in the override determination process (see FIG. 7) (S208).

[0106] Note that steps S205 to S207 of the reference adjustment process may be performed before steps S202 to S204. Furthermore, the process of adjusting each threshold value may be performed in steps S203 and S207. When adjusting each threshold value in steps S203 and S207, the adjustment of each threshold value in steps S204 and S206 may be omitted. Furthermore, the adjustment amount of each threshold value performed in steps S204 and S206 may be a fixed value, or may be changed as appropriate depending on the quality of the driving environment, detailed road type information, etc.

[0107] The override determination process (see FIG. 7) is performed based on the start of driving assistance control or autonomous driving control, and is mainly performed by the behavior determination unit 63, the driving operation grasping unit 65, and the operation determination unit 77. In the override determination process, the driving operation grasping unit 65 determines whether or not the driver has input a driving operation (S211). If the driver has input a driving operation (S211: YES), the driving operation grasping unit 65 grasps the type and content of the driving operation (S212).

[0108] The operation determination unit 77 determines the type of driving operation recognized by the driving operation recognition unit 65. First, the operation determination unit 77 determines whether the driving operation is a braking operation (S213). If the type of driving operation is not a braking operation (S213: NO), the operation determination unit 77 determines whether the type of driving operation is a steering operation (S214). Furthermore, if the type of driving operation is not a steering operation (S214: NO), the operation determination unit 77 determines whether the type of driving operation is an accelerator operation (S218).

[0109] If the detected driving operation is a braking operation (S213: YES) or a control release operation (S218: NO), the operation determination unit 77 determines that this driving operation is an override operation (S222). In this case, the control switching unit 78 transfers the driving control right from the automated driving system 50 to the driver, and the braking operation or the control release operation is accepted (S223).

[0110] If the recognized driving operation is a steering operation (S214: YES), the operation determination unit 77 compares the direction of the right or left turn of the vehicle Am with the steering direction of the recognized steering operation in the right or left turn scene (S215). If a steering operation in the opposite direction to the right or left turn direction is input (S215: YES), the operation determination unit 77 does not determine the recognized steering operation as an override operation (non-override operation determination, S221).

[0111] On the other hand, if the driving scene of the host vehicle Am is not a right-left turn scene, or if the steering direction is the same as the right-left turn direction in a right-left turn scene (S215: NO), the operation determination unit 77 determines whether the line of sight direction grasped by the state grasping unit 71 matches the direction of the steering operation (S216). If the line of sight direction and the steering direction are different (mismatch) (S216: NO), the operation determination unit 77 does not determine the grasped steering operation as an override operation (S221). For example, if the line of sight is not directed to the right front despite a right steering operation, or if the line of sight is not directed to the left front despite a left steering operation, the operation determination unit 77 does not determine the steering operation as an override operation. Furthermore, if the driver's line of sight is not directed toward the surroundings of the host vehicle Am, i.e., if the driver is not monitoring the surroundings, the operation determination unit 77 also does not determine the steering operation as an override operation.

[0112] On the other hand, if the direction of the steering operation and the line of sight direction match (YES at S216), the operation determination unit 77 determines whether or not to determine the steering operation as an override operation based on the determination criterion (S220 to S222). Specifically, the operation determination unit 77 refers to the determination criterion corresponding to the steering operation, which is the most recent determination criterion set by the criterion adjustment process, and determines whether or not the operation amount or steering torque of the steering operation exceeds a threshold value serving as the determination criterion (S220). If the operation amount or steering torque of the steering operation is equal to or less than the threshold value serving as the determination criterion (NO at S220), the operation determination unit 77 does not determine the recognized steering operation as an override operation (S221). On the other hand, if the operation amount or steering torque of the steering operation exceeds the threshold value serving as the determination criterion (YES at S220), the operation determination unit 77 determines the recognized steering operation as an override operation (S222). In this case, the control authority of the driving control is transferred from the automatic driving system 50 to the driver, and the steering of the steered wheels is performed in response to the steering operation (S223).

[0113] If the recognized driving operation is an accelerator operation (S218: YES), the operation determination unit 77 determines whether the line of sight recognized by the state recognition unit 71 is directed toward the surroundings of the vehicle Am, that is, whether the driver is monitoring the surroundings (S219). If the line of sight of the driver is not directed toward the surroundings of the vehicle Am and it is estimated that the driver is not monitoring the surroundings (S219: NO), the operation determination unit 77 does not determine the recognized accelerator operation as an override operation (S221).

[0114] On the other hand, if it is estimated that the driver is monitoring the surroundings (S219: YES), the operation determination unit 77 refers to the latest determination criteria corresponding to the accelerator operation and determines whether the accelerator operation exceeding a predetermined operation amount has continued for a predetermined period of time (S220). If the accelerator operation amount is equal to or less than a threshold, or if the duration of the accelerator operation is equal to or less than a threshold (S220: NO), the operation determination unit 77 does not determine the recognized accelerator operation as an override operation (S221). On the other hand, if both the steering amount and the operation duration exceed the thresholds (S220: YES), the operation determination unit 77 determines the recognized accelerator operation as an override operation (S222). In this case, the driving control authority is transferred from the autonomous driving system 50 to the driver, and acceleration is performed in response to the acceptance of the accelerator operation (S223).

[0115] In the second embodiment described above, the criteria for determining whether a driver's driving operation input by the driver is an override operation are changed depending on the driving environment around the host vehicle Am. Therefore, in a driving environment where overrides occur less frequently, the criteria can be made stricter to avoid a situation in which an unintended input by the driver is determined to be an override operation. As a result, the convenience of automated driving can be ensured.

[0116] In addition, in driving environments where overrides occur frequently, the criteria can be relaxed to allow the driver's intentional input of driving operations to be reflected in the vehicle behavior as override operations, thereby fostering trust in automated driving.

[0117] In the second embodiment, the environment recognition unit 62 recognizes the type of road on which the host vehicle Am is traveling as the driving environment. The operation determination unit 77 then sets stricter criteria for determining whether an override operation is performed when the host vehicle Am is traveling on a highway than when the host vehicle Am is traveling on a general road other than a highway. As a result, when traveling on a highway using driving assistance control or autonomous driving control, a driver's driving operation is less likely to be determined to be an override operation. As a result, it is possible to prevent a situation in which a relaxed driver in a stable driving environment unintentionally touches an operating system, resulting in an override.

[0118] Furthermore, in the second embodiment, the environment recognition unit 62 grasps weather information around the host vehicle Am as the driving environment. Then, when the weather around the host vehicle Am is bad, the operation determination unit 77 relaxes the criteria for determining whether to perform an override operation compared to when the weather around the host vehicle Am is not bad. As a result, when the weather is bad, a quick override is possible. As a result, the driver can use the driving assistance control and the autonomous driving control with peace of mind.

[0119] Additionally, in the second embodiment, the driver's driving operation is recognized as a steering operation input to the steering wheel of the host vehicle Am. Furthermore, a right-left turn scene at an intersection is recognized as a driving environment. In such a right-left turn scene at an intersection, the steering wheel rotates more than during normal driving. Therefore, if the driver places his / her hands on the steering wheel, a force in the opposite direction to the steering wheel rotation may be unintentionally applied, which may cause an override.

[0120] Therefore, in a right-left turn scene, the operation determination unit 77 sets stricter criteria for determining that a steering operation that is opposite to the steering rotation direction for turning right or left is an override operation than in a non-right-left turn scene. As a result, it is possible to avoid a situation in which an unintended override occurs due to touching the steering wheel when turning right or left at an intersection. As a result, the convenience of automated driving is less likely to be impaired.

[0121] In the second embodiment, the state grasping unit 71 grasps the driver's line of sight. Then, the operation determining unit 77 sets stricter criteria for determining that a steering operation in a direction that does not match the line of sight is an override operation, and does not determine the operation as an override operation. Therefore, a driving operation that is presumed not to be intended by the driver is less likely to be determined as an override. As a result, a decrease in the convenience of automated driving due to unnecessary overrides can be avoided.

[0122] Furthermore, in the second embodiment, if the driver's line of sight is not directed toward the surroundings of the host vehicle Am, the operation determination unit 77 tightens the criteria for determining whether an override operation has occurred and does not determine that an override operation has occurred. Therefore, an override is less likely to occur while the driver is performing a second task, such as viewing content displayed on the CID 22. As a result, it is less likely that control will be suddenly handed over to a driver who is not ready to take over control. As a result, the driver can use the autonomous driving control functions with peace of mind.

[0123] (Other embodiments) Although several embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0124] In the first embodiment described above, the conditions for permitting automatic return to autonomous driving control were different depending on whether the vehicle was traveling on an ordinary road or an expressway. However, in Modification 1 of the first embodiment described above, whether or not to permit automatic return to autonomous driving control is determined according to the traveling speed of the host vehicle Am, regardless of whether the vehicle is traveling on an ordinary road or not. Specifically, when the traveling speed is less than (or equal to or less than) a predetermined speed, the control switching unit 78 permits automatic return to autonomous driving control. Conversely, when the traveling speed is equal to (or greater than) the predetermined speed or more, the control switching unit 78 does not perform automatic return to autonomous driving control.

[0125] Additionally, in Modification 2 of the first embodiment, automatic return to autonomous driving control is permitted if the vehicle is traveling in a traffic jam. In contrast, automatic return to autonomous driving control is not performed if the vehicle is not traveling in a traffic jam. Furthermore, in Modification 3, automatic return to autonomous driving control is not permitted when the vehicle is traveling on a public road. In contrast, automatic return to autonomous driving control is permitted only when the vehicle is traveling on a highway. Furthermore, in Modification 4, automatic return to autonomous driving control is not permitted if a pedal operation that constitutes an inapplicable operation is performed, or if a steering operation that is compatible with the road shape is performed, if the control state of the autonomous driving control or the traveling speed of the host vehicle Am does not satisfy the conditions.

[0126] The criteria for risk avoidance operations in the first embodiment may be modified as appropriate. For example, in Modification 5 of the first embodiment, any override operation that is different from a steering operation is considered to be a risk avoidance operation. In other words, if a pedal operation is performed as an override operation, automatic return to autonomous driving control is not performed.

[0127] The autonomous driving ECU 50b according to the sixth modification of the above embodiment enables an external remote operator to remotely control the host vehicle Am. The remote operator is located in a management center or the like that manages multiple remotely controlled vehicles, and inputs driving operations into the operation system of the remote control system. The remote control system transmits the driving operation information input into the operation system (hereinafter referred to as a remote control command) to a specific remotely controlled vehicle under its control.

[0128] The autonomous driving ECU 50b of the sixth modification is provided with a remote operation grasping unit 66 (see FIG. 8 ). The remote operation grasping unit 66 acquires a remote operation command received by the in-vehicle communication device 39. The control switching unit 78 switches to remote control in which the host vehicle Am is driven by remote control by a remote operator, based on the remote operation command acquired by the remote operation grasping unit 66. In this way, when the host vehicle Am is driven by remote control, the notification request unit 72 cooperates with the HCU 100 to notify the occupants of the host vehicle Am that remote control is being performed. As in the sixth modification described above, an override may be performed not only by a driver inside the vehicle, but also by a remote operator outside the vehicle. If the occupants are notified of an override by the remote operator, the anxiety of the occupants can be reduced while the vehicle is being driven by remote control.

[0129] The autonomous driving ECU 50b according to the seventh modification of the above embodiment is provided with a trajectory grasping unit 75 (see FIG. 8) as a sub-functional unit of the environment recognition unit 62. The trajectory grasping unit 75 grasps at least one of the manual driving trajectory and the preceding vehicle trajectory, preferably the manual driving trajectory and the preceding vehicle trajectory. The manual driving trajectory is the driving trajectory when the host vehicle Am is driven manually by the driver. The trajectory grasping unit 75 accumulates the manual driving trajectory from the transition of the host vehicle position based on locator information, etc. The preceding vehicle trajectory is the driving trajectory of a preceding vehicle that is driving ahead of the host vehicle Am. The trajectory grasping unit 75 accumulates the preceding vehicle trajectory by combining locator information and detection information from the camera unit 31.

[0130] When the input of the driver's driving operation is grasped during each control period of the driving assistance control and the autonomous driving control, the operation determination unit 77 uses at least one of the manual driving trajectory and the preceding vehicle trajectory to determine whether or not the driver's driving operation is an override operation. For example, when a steering operation different from the accumulated manual driving trajectory is performed to avoid a vehicle involved in an accident or a broken-down vehicle ahead, the operation determination unit 77 makes it easier to determine that the operation is an override operation. Furthermore, when a steering operation is performed to follow the vehicle involved in a preceding vehicle that is avoiding a vehicle involved in an accident or a broken-down vehicle ahead, the operation determination unit 77 makes it easier to determine that the operation is an override operation. In this way, by referring to the manual driving trajectory and the vehicle involved in a preceding vehicle trajectory, it is possible to more appropriately determine whether or not the driver's driving operation is an override operation.

[0131] In the second embodiment, the override determination criteria are tightened by uniformly determining that steering and accelerator operations under specific conditions are non-override operations. However, even these driving operations may be accepted as override operations if their operation content exceeds a threshold.

[0132] Specifically, in Modification 8 of the second embodiment, when a steering operation in the opposite direction is input, the operation determination unit 77 adjusts the threshold value corresponding to the steering operation to a value higher than the reference value, thereby tightening the criteria for determining whether the steering operation is an override operation. As a result, even if the steering operation is in the opposite direction to the direction of the right or left turn in a right or left turn scene, if the steering amount or steering torque exceeds the adjusted threshold value, the operation determination unit 77 determines that the steering operation is an override operation.

[0133] Furthermore, in the ninth modification of the second embodiment, when a steering operation in a direction inconsistent with the line of sight is input, the operation determination unit 77 adjusts the threshold value corresponding to the steering operation to a value higher than the reference value, thereby tightening the criteria for determining whether the steering operation is an override operation. As a result, even if the steering operation is in a direction inconsistent with the line of sight, if the steering amount or steering torque exceeds the adjusted threshold value, the operation determination unit 77 determines that the steering operation is an override operation.

[0134] Furthermore, in the tenth modification of the second embodiment, when the line of sight is not directed toward the surroundings of the host vehicle Am, the operation determination unit 77 adjusts the threshold values ​​corresponding to the steering operation and the accelerator operation to values ​​higher than the reference values, thereby tightening the criteria for determining whether the operation is an override operation. As a result, even if the surroundings are not being monitored, if there is a steering operation or accelerator operation that exceeds the adjusted threshold value, the operation determination unit 77 determines that this driving operation is an override operation.

[0135] In Modification 11 of the above-described second embodiment, the determination criteria associated with autonomous driving control are adjusted, but the determination criteria associated with driving assistance control are not adjusted. Furthermore, in Modification 12 of the above-described embodiment, the determination criteria associated with autonomous driving control are set stricter than the determination criteria associated with driving assistance control. That is, in Modification 12, override is less likely to occur when driving under autonomous driving control than when driving under driving assistance control. In contrast, in Modification 13 of the above-described embodiment, the determination criteria associated with autonomous driving control are more strict than the determination criteria associated with driving assistance control. Therefore, in Modification 13, override is more likely to occur when driving under autonomous driving control than when driving under driving assistance control.

[0136] In the second embodiment, all brake operations are accepted as override operations. However, in the 14th modification of the embodiment, the operation determination unit 77 determines a brake operation as an override operation only if the operation amount and operation duration exceed thresholds that are used as determination criteria. In the 14th modification, the thresholds corresponding to brake operations are also subject to adjustment.

[0137] Each notification performed in relation to the override may be changed as appropriate. For example, at least one of the planned restart notification and the level 3 restart notification may be omitted. Furthermore, the no-operation notification may not be performed. In addition, the determination of whether or not a no-operation notification is required may be performed by the HCU 100, rather than the notification request unit 72. In other words, the process equivalent to the notification request process may be performed by the HCU 100.

[0138] In the fifteenth modification of the above embodiment, the functions of the driving assistance ECU 50a and the automatic driving ECU 50b are provided by a single automatic driving ECU. That is, the automatic driving ECU 50b of the sixth modification is equipped with the functions of the driving assistance ECU 50a.

[0139] In addition, in Modification 16 of the above embodiment, the functions of the driving assistance ECU 50a, the autonomous driving ECU 50b, and the HCU 100 are provided by a single integrated ECU. In this Modification 6, the integrated ECU corresponds to the "autonomous driving control device." Furthermore, the autonomous driving ECU 50b and the HCU 100 may cooperate to realize each function of the autonomous driving control device according to the present disclosure. In this embodiment, a system including the autonomous driving ECU 50b and the HCU 100 corresponds to the "autonomous driving control device."

[0140] In the above embodiments, the functions provided by the autonomous driving ECU and HCU can be provided by software and hardware that executes the software, software only, hardware only, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, the functions can also be provided by digital circuits including multiple logic circuits or analog circuits.

[0141] Each processing unit in the above-described embodiments includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. In addition, the processing unit may be individually mounted on a printed circuit board, or may be mounted on an application-specific integrated circuit (ASIC), an FPGA, or the like.

[0142] The form of the storage medium (non-transitory tangible storage medium) that stores various programs and the like may also be changed as appropriate. Furthermore, the storage medium is not limited to being mounted on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to a control circuit such as an autonomous driving ECU or HCU. The storage medium may also be an optical disk or hard disk drive, which is used to copy programs to the autonomous driving ECU or HCU.

[0143] Vehicles equipped with the above-described autonomous driving system and HMI system are not limited to ordinary private passenger cars, but may also be rental cars, manned taxis, ride-sharing vehicles, freight vehicles, buses, etc. Furthermore, vehicles equipped with the autonomous driving system and HMI system may be right-hand drive vehicles or left-hand drive vehicles. Furthermore, the traffic environment in which the vehicle travels may be one based on left-hand traffic or one based on right-hand traffic. The autonomous driving control and information presentation control according to the present disclosure may be optimized as appropriate according to the road traffic laws of each country and region, as well as the position of the vehicle's steering wheel.

[0144] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium.

[0145] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be written in a multiple dependent form, with the subsequent clause referring to the preceding clause as an alternative. Furthermore, some clauses may be written in a multiple dependent form, referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas. (Technical thought 2-1) An automatic driving control device that enables a vehicle (Am) to travel using an automatic driving function, an operation grasping unit (65) for grasping a driver's driving operation input by the driver; a line-of-sight direction determining unit (71) for determining the line-of-sight direction of the driver; an operation determination unit (77) that, when an input of the driver's driving operation is grasped during an automatic driving period in which the automatic driving function drives the host vehicle by autonomous driving control without the driver having to monitor the surroundings, determines whether or not the driver's driving operation is an override operation that takes priority over driving control by the automatic driving function; The operation determination unit is an automatic driving control device that sets stricter criteria for determining whether the driver's driving operation is an override operation when the line of sight direction is not directed toward the surroundings of the vehicle than when the line of sight direction is directed toward the surroundings of the vehicle. (Technical thought 2-2) An environment recognition unit (62) that recognizes a driving environment around the vehicle when the automatic driving function is controlling the driving of the vehicle, The environment recognition unit grasps, as the driving environment, information on the type of road on which the vehicle is traveling, The automatic driving control device described in Technical Idea 2-1, wherein the operation judgment unit sets stricter judgment criteria for the override operation when the vehicle is traveling on a highway than when the vehicle is traveling on a general road other than the highway. (Technical Thought 2-3) An environment recognition unit (62) that recognizes a driving environment around the vehicle when the automatic driving function is controlling the driving of the vehicle, The environment recognition unit grasps weather information around the vehicle as the driving environment, The automatic driving control device described in technical idea 2-1, wherein the operation judgment unit relaxes the judgment criteria for the override operation when the weather around the vehicle is bad compared to when the weather around the vehicle is not bad. (Technical Thought 2-4) An environment recognition unit (62) that recognizes a driving environment around the vehicle when the automatic driving function is controlling the driving of the vehicle, the operation grasping unit grasps a steering operation input to a steering wheel of the host vehicle as the driver's driving operation, The environment recognition unit recognizes, as the traveling environment, a right-left turn scene in which the host vehicle turns right or left at an intersection, The automatic driving control device described in Technical Idea 2-1, in which the operation judgment unit, when the scene is a right / left turn, sets stricter judgment criteria for determining that the steering operation, which is in the opposite direction to the rotation direction of the steering wheel for making the right / left turn, is an override operation than when the scene is not a right / left turn. (Technical Thought 2-5) the operation grasping unit grasps a steering operation input to a steering wheel of the host vehicle as the driver's driving operation, The automatic driving control device according to Technical Idea 2-1, wherein the operation determination unit tightens the determination criteria for determining that the steering operation in a direction that does not match the line of sight is the override operation. (Technical Thought 2-6) a control switching unit (78) that switches to remote control for driving the host vehicle by remote operation by a remote operator outside the host vehicle; An automatic driving control device according to Technical Idea 2-1, further comprising: a notification control unit (72) that, when the vehicle is traveling by remote control, notifies the occupants of the vehicle that the remote control is being performed. (Technical Thought 2-7) a trajectory grasping unit (75) that grasps at least one of a manual driving trajectory when the vehicle is driven manually by the driver and a leading vehicle trajectory that is a driving trajectory of a leading vehicle, The automatic driving control device described in Technical Idea 2-1, wherein when the input of the driver's driving operation is grasped during the automatic driving period, the operation determination unit uses at least one of the manual driving trajectory and the preceding vehicle trajectory to determine whether the driver's driving operation is the override operation. (Technical Thought 2-8) An automatic driving control program that enables a vehicle (Am) to travel using an automatic driving function, During an automatic driving period in which the automatic driving function drives the vehicle by autonomous driving control without the driver having to monitor the surroundings, the line of sight of the driver is grasped, and when the line of sight is not directed toward the surroundings of the vehicle, the determination criteria for determining whether the driver's driving operation input by the driver is an override operation that takes priority over the driving control by the automatic driving function are made stricter than when the line of sight is directed toward the surroundings of the vehicle (S219); When the input of the driver's driving operation is grasped during the automatic driving period, it is determined whether or not the driver's driving operation is to be the override operation based on the determination criterion (S220 to S222). An automatic driving control program that causes at least one processing unit (51) to execute processing including the above.

[0146] (Technical thought 1) An automatic driving control device that enables a vehicle (Am) to travel using an automatic driving function, an operation grasping unit (65) that grasps an override operation of the driver that takes priority over the autonomous driving control when the autonomous driving control, in which the driver does not have an obligation to monitor the surroundings, is performed by the automatic driving function; an operation determination unit (77) that determines whether the override operation is a risk avoidance operation for avoiding a risk object; a control switching unit (78) that, when the override operation is a non-applicable operation that does not fall under the risk avoidance operation, resumes the autonomous driving control based on the end of the non-applicable operation; An automatic driving control device equipped with: (Technical thought 2) The control switching unit Switching the control state of the autonomous driving control among a plurality of control states including an area-limited control that is implemented only when driving within a specific area and a congestion-limited control that is implemented only when driving in a congestion; If the non-applicable operation is performed during an implementation period of the area limitation control, the resumption of the area limitation control based on the end of the non-applicable operation is restricted; An automatic driving control device according to Technical Idea 1, in which if the non-applicable operation is performed during the period in which the congestion limiting control is being implemented, the congestion limiting control is resumed upon the end of the non-applicable operation. (Technical Thought 3) The control switching unit When the traveling speed of the host vehicle exceeds a predetermined speed, restricting the resumption of the autonomous traveling control based on the end of the non-pertinent operation; An automatic driving control device according to Technical Idea 1 or 2, wherein if the vehicle's traveling speed is less than the predetermined speed, the autonomous driving control is resumed based on the end of the non-pertinent operation. (Technical Thought 4) a road shape recognition unit (74) for recognizing the shape of a road on which the vehicle is scheduled to travel; An automatic driving control device described in any one of technical ideas 1 to 3, wherein when a steering operation as the override operation is performed by the driver, the control switching unit resumes the autonomous driving control based on the end of the steering operation, provided that the steering operation is the non-applicable operation and the steering operation is compatible with the shape of the road. (Technical Thought 5) The vehicle further includes a line-of-sight direction determining unit (71) for determining the line-of-sight direction of the driver, The automatic driving control device described in Technical Idea 4, wherein the control switching unit resumes the autonomous driving control upon the end of the steering operation when the steering operation conforms to the shape of the road and the line of sight is directed toward the road in the direction of travel. (Technical Thought 6) The control switching unit If the steering direction of the steering operation is the same as the curve direction of the road, the steering control of the host vehicle is continued during the period in which the override operation is accepted, An automatic driving control device according to Technical Idea 4 or 5, which stops the steering control during the acceptance period if the steering direction is opposite to the curve direction. (Technical Thought 7) The automatic driving control device according to any one of Technical Ideas 1 to 6, further comprising a notification control unit (72) that controls notification to the driver. (Technical Thought 8) The automatic driving control device described in Technical Idea 7, wherein the notification control unit notifies the user of the planned resumption of the autonomous driving control during the period in which the override operation is accepted if the autonomous driving control is scheduled to resume after the override operation is terminated. (Technical Thought 9) The automatic driving control device described in Technical Idea 8, wherein the notification control unit notifies the driver of the resumption of the autonomous driving control based on the resumption of the autonomous driving control after the end of the override operation. (Technical Thought 10) The automatic driving control device according to any one of Technical Ideas 7 to 9, wherein the notification control unit notifies the driver that the override operation is unnecessary when the frequency of occurrence of the non-pertinent operation exceeds a threshold value. (Technical Thought 11) An automatic driving control method that enables a vehicle (Am) to travel using an automatic driving function, When autonomous driving control in which the driver is not required to monitor the surroundings is being performed by the automatic driving function, an override operation by the driver that takes priority over the autonomous driving control is grasped (S12), It is determined whether the override operation is a risk avoidance operation for avoiding a risk object (S16). If the override operation is a non-applicable operation that does not fall under the risk avoidance operation, the autonomous driving control is resumed upon completion of the non-applicable operation (S27, S29). The automatic driving control method includes the steps of: (Technical Thought 12) An automatic driving control device that enables a vehicle (Am) to travel using an automatic driving function, an environment recognition unit (62) that recognizes a driving environment around the host vehicle when the automatic driving function is controlling the driving of the host vehicle; an operation grasping unit (65) for grasping a driver's driving operation input by the driver; an operation determination unit (77) that, when an input of the driver's driving operation is grasped during a control period in which the automatic driving function is controlling the driving of the vehicle, determines whether the driver's driving operation is an override operation that takes priority over the driving control by the automatic driving function; The operation determination unit is an automatic driving control device that changes a determination criterion for determining whether or not the driver's driving operation is the override operation depending on the driving environment. (Technical Thought 13) The environment recognition unit grasps, as the driving environment, information on the type of road on which the vehicle is traveling, The automatic driving control device described in Technical Idea 12, wherein the operation judgment unit sets stricter judgment criteria for the override operation when the vehicle is traveling on a highway than when the vehicle is traveling on a general road other than the highway. (Technical Thought 14) The environment recognition unit grasps weather information around the vehicle as the driving environment, The automatic driving control device described in technical idea 12 or 13, wherein the operation judgment unit relaxes the judgment criteria for the override operation when the weather around the vehicle is bad compared to when the weather around the vehicle is not bad. (Technical Thought 15) the operation grasping unit grasps a steering operation input to a steering wheel of the host vehicle as the driver's driving operation, The environment recognition unit recognizes, as the traveling environment, a right-left turn scene in which the host vehicle turns right or left at an intersection, An automatic driving control device described in any one of technical ideas 12 to 14, wherein the operation judgment unit, when the scene is a right / left turn, sets stricter criteria for determining that the steering operation, which is in the opposite direction to the rotation direction of the steering wheel for making the right / left turn, is an override operation than when the scene is not a right / left turn. (Technical Thought 16) The vehicle further includes a line-of-sight direction determining unit (71) for determining the line-of-sight direction of the driver, the operation grasping unit grasps a steering operation input to a steering wheel of the host vehicle as the driver's driving operation, The automatic driving control device according to any one of Technical Ideas 12 to 15, wherein the operation determination unit tightens the determination criteria for determining that the steering operation in a direction that does not match the line of sight is the override operation. (Technical Thought 17) The vehicle further includes a line-of-sight direction determining unit (71) for determining the line-of-sight direction of the driver, An automatic driving control device described in any one of technical ideas 12 to 16, wherein the operation determination unit tightens the determination criteria for determining that the operation is an override operation when the line of sight direction is not directed toward the surroundings of the vehicle. (Technical Thought 18) a control switching unit (78) that switches to remote control for driving the host vehicle by remote operation by a remote operator outside the host vehicle; An automatic driving control device as described in any one of Technical Ideas 12 to 17, further comprising an alarm control unit (72) that, when the vehicle is traveling by the remote control, notifies an occupant of the vehicle that the remote control is being performed. (Technical Thought 19) a trajectory grasping unit (75) that grasps at least one of a manual driving trajectory when the vehicle is driven manually by the driver and a leading vehicle trajectory that is a driving trajectory of a leading vehicle, An automatic driving control device described in any one of technical ideas 12 to 18, wherein the operation determination unit uses at least one of the manual driving trajectory and the preceding vehicle trajectory to determine whether the driver's driving operation is to be the override operation when the driver's driving operation input is grasped during the control period. (Technical Thought 20) An automatic driving control method that enables a vehicle (Am) to travel using an automatic driving function, When the automatic driving function is controlling the driving of the vehicle, the driving environment around the vehicle is recognized (S201); The criteria for determining whether or not the driver's driving operation input by the driver is an override operation that takes priority over the driving control by the automatic driving function are changed according to the driving environment (S202 to S207), When the input of the driver's driving operation is grasped during a control period in which the automatic driving function controls the traveling of the vehicle, it is determined whether or not the driver's driving operation is to be the override operation based on the determination criteria (S220 to S222). The automatic driving control method includes the steps of: [Explanation of symbols]

[0147] Am: vehicle, 50b: automatic driving ECU (automatic driving control device), 51: processing unit, 62: environment recognition unit, 65: driving operation recognition unit (operation reception unit), 71: state recognition unit (gaze direction recognition unit), 72: notification request unit (notification control unit), 74: road information recognition unit (road shape recognition unit), 75: trajectory recognition unit, 77: operation determination unit, 78: control switching unit

Claims

1. An automatic driving control device that enables a vehicle (Am) to travel using an automatic driving function, a road shape recognition unit (74) for recognizing the curve shape of the road on which the vehicle is scheduled to travel; An operation grasping unit (65) that grasps an override operation of the driver that takes priority over the autonomous driving control when the autonomous driving control in which the driver does not have an obligation to monitor the surroundings is being performed by the automatic driving function; an operation determination unit (77) that determines whether the override operation is a risk avoidance operation for avoiding a risk object; a control switching unit (78) that, when the override operation is a non-applicable operation that does not fall under the risk avoidance operation, resumes the autonomous driving control based on the end of the non-applicable operation; The operation determination unit determines, as the risk avoidance operation, at least one of the override operation during the period in which the risk object is detected and the override operation corresponding to sudden steering or sudden braking; The control switching unit is an automatic driving control device that, when a steering operation as the override operation is performed by the driver, resumes the autonomous driving control based on the end of the steering operation, provided that the steering operation is the non-applicable operation and the steering operation conforms to the curve shape of the road.

2. A line of sight direction determining unit (71) for determining the line of sight direction of the driver is further provided, The automatic driving control device according to claim 1, wherein the control switching unit resumes the autonomous driving control upon the end of the steering operation when the steering operation conforms to the shape of the road and the line of sight is directed toward the road in the direction of travel.

3. The control switching unit If the steering direction of the steering operation is the same as the curve direction of the road, the steering control of the host vehicle is continued during the period in which the override operation is accepted, The automatic driving control device according to claim 1 , wherein the steering control during the acceptance period is stopped when the steering direction is opposite to the curve direction.

4. 2. The automatic driving control device according to claim 1, further comprising: a notification control unit (72) that notifies the driver that the override operation is unnecessary when the frequency of occurrence of the non-applicable operation exceeds a threshold value.

5. An automatic driving control device that enables a vehicle (Am) to travel using an automatic driving function, An operation grasping unit (65) that grasps an override operation of the driver that takes priority over the autonomous driving control when the autonomous driving control in which the driver does not have an obligation to monitor the surroundings is being performed by the automatic driving function; an operation determination unit (77) that determines whether the override operation is a risk avoidance operation for avoiding a risk object; a control switching unit (78) that, when the override operation is a non-applicable operation that does not fall under the risk avoidance operation, resumes the autonomous driving control based on the end of the non-applicable operation; a notification control unit (72) that controls notification to the driver, The operation determination unit determines, as the risk avoidance operation, at least one of the override operation during the period in which the risk object is detected and the override operation corresponding to sudden steering or sudden braking; The notification control unit is an automatic driving control device that notifies the driver that the override operation is unnecessary when the frequency of occurrence of the non-pertinent operation exceeds a threshold value.

6. The automatic driving control device according to claim 4 or 5, wherein the notification control unit notifies the user of the planned resumption of the autonomous driving control during the period in which the override operation is accepted if the autonomous driving control is scheduled to be resumed after the override operation is terminated.

7. The automatic driving control device according to claim 6 , wherein the notification control unit notifies the driver of the resumption of the autonomous driving control based on the resumption of the autonomous driving control after the end of the override operation.

8. The control switching unit Switching the control state of the autonomous driving control among a plurality of control states including an area-limited control that is implemented only when driving within a specific area and a congestion-limited control that is implemented only when driving in a congestion; If the non-applicable operation is performed during an implementation period of the area limitation control, the resumption of the area limitation control based on the end of the non-applicable operation is restricted; The automatic driving control device according to claim 1 or 5, wherein, if the non-applicable operation is performed during a period in which the congestion limiting control is being implemented, the congestion limiting control is resumed upon completion of the non-applicable operation.

9. The control switching unit When the traveling speed of the host vehicle exceeds a predetermined speed, restricting the resumption of the autonomous traveling control based on the end of the non-pertinent operation; The automatic driving control device according to claim 1 or 5, wherein, when the traveling speed of the host vehicle is less than the predetermined speed, the autonomous driving control is resumed based on the end of the non-pertinent operation.

10. An automatic driving control program that enables a vehicle (Am) to travel using an automatic driving function, When autonomous driving control in which the driver is not required to monitor the surroundings is being performed by the automatic driving function, an override operation by the driver that takes priority over the autonomous driving control is grasped (S12), Determine whether the override operation is a risk avoidance operation for avoiding a risk object, and determine at least one of the override operation during the period in which the risk object is detected and the override operation corresponding to sudden steering or sudden braking as the risk avoidance operation (S16). The curve shape of the road on which the vehicle is scheduled to travel is grasped, When a steering operation as the override operation is performed by the driver, the autonomous driving control is resumed based on the end of the steering operation as the non-applicable operation, on the condition that the steering operation is a non-applicable operation that does not fall under the risk avoidance operation and the steering operation conforms to the curve shape of the road (S27, S29). An automatic driving control program that causes at least one processing unit (51) to execute processing including the above.

11. An automatic driving control program that enables a vehicle (Am) to travel using an automatic driving function, When autonomous driving control in which the driver is not required to monitor the surroundings is being performed by the automatic driving function, an override operation by the driver that takes priority over the autonomous driving control is grasped (S12), Determine whether the override operation is a risk avoidance operation for avoiding a risk object, and determine at least one of the override operation during the period in which the risk object is detected and the override operation corresponding to sudden steering or sudden braking as the risk avoidance operation (S16). If the override operation is a non-applicable operation that does not fall under the risk avoidance operation, the autonomous driving control is resumed upon completion of the non-applicable operation (S27, S29). When the occurrence frequency of the non-pertinent operation exceeds a threshold, the driver is notified that the override operation is unnecessary by controlling notification to the driver (S32, S33). An automatic driving control program that causes at least one processing unit (51) to execute processing including the above.

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