Vehicle control system and vehicle control method

Abstract

To reduce sense of incongruity of an occupant caused by a situation in which an amount of control by a driving assistance control function is not unconditionally transmitted, in a vehicle having an automatic driving function and the driving assistance control function.SOLUTION: A vehicle control system for controlling a vehicle capable of autonomous driving includes one or more processors. When an operating condition is satisfied, the one or more processors perform operation assistance control in which at least one of steering, accelerating, and decelerating of the vehicle is controlled for the purpose of improving safety of traveling of the vehicle or stabilizing behavior of the vehicle; when an automatic driving start request for requesting a start of the automatic driving is received during an operation of the driving assistance control, the start of the automatic driving is uniformly prohibited, or the start of the automatic driving is permitted only when a permission condition is satisfied.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to a technology for controlling a vehicle capable of autonomous driving. [Background technology]

[0002] Patent Document 1 discloses technology related to switching the driving state of a vehicle from manual driving to automatic driving. According to Patent Document 1, an automatic driving device that switches the driving state acquires the amount of manual driving operation by the vehicle driver and the amount of automatic driving operation, which is the amount of operation when the vehicle switches to automatic driving. Then, the automatic driving device switches from manual driving to automatic driving in response to a switching request from the driver only if the difference between the amount of manual driving operation and the amount of automatic driving operation is equal to or less than a threshold. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-001597 Summary of the Invention [Problem to be solved by the invention]

[0004] Consider a vehicle control system that has both an autonomous driving function that controls the autonomous driving of the vehicle and a driving assistance control function that assists the vehicle's driving for preventive safety. After the driving assistance control starts operating during manual driving of the vehicle, the autonomous driving function may output an autonomous driving start request to request the start of autonomous driving. In this case, if the autonomous driving start request is accepted unconditionally and autonomous driving starts, the control amount output by the driving assistance control function will no longer be reflected in the vehicle's behavior, which may cause occupants to feel uncomfortable.

[0005] The technology disclosed herein has been developed in light of these problems. One objective of the present disclosure is to provide a technology that can reduce the discomfort felt by occupants in a vehicle that has an autonomous driving function and a driving assistance control function, which is caused when the control amount of the driving assistance control function is not unconditionally transmitted. [Means for solving the problem]

[0006] The first aspect relates to a vehicle control system that controls a vehicle capable of autonomous driving. The vehicle control system includes one or more processors. The one or more processors When the activation condition is met, driving assistance control is performed to control at least one of steering, acceleration, and deceleration of the vehicle for the purpose of improving the safety of vehicle driving or stabilizing the behavior of the vehicle, If a request to start autonomous driving is received while driving assistance control is in operation, the system will either uniformly prohibit the start of autonomous driving or permit the start of autonomous driving only if the permission conditions are met.

[0007] The second aspect relates to a method for controlling a vehicle capable of autonomous driving. The vehicle control method is When the activation condition is satisfied, performing driving assistance control to control at least one of steering, acceleration, and deceleration of the vehicle for the purpose of improving the safety of vehicle driving or stabilizing the behavior of the vehicle; This includes uniformly prohibiting the start of autonomous driving when an autonomous driving start request is received requesting the start of autonomous driving while driving assistance control is in operation, or permitting the start of autonomous driving only when permission conditions are met. [Effects of the Invention]

[0008] According to the technology disclosed herein, when the start of autonomous driving is requested while driving assistance control is in operation, the start of autonomous driving is uniformly prohibited, or the start of autonomous driving is permitted only when permission conditions are met. Because autonomous driving is not started unconditionally, the effect of driving assistance control continues at least to some extent. Because the effect of driving assistance control does not suddenly disappear, the discomfort felt by occupants is reduced. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram showing an example of the configuration of a vehicle control system according to an embodiment of the present invention; [Figure 2] FIG. 2 is a block diagram showing an example of driving environment information. [Figure 3] FIG. 1 is a conceptual diagram for explaining automatic driving control. [Figure 4] FIG. 2 is a conceptual diagram for explaining an example of driving assistance control. [Figure 5] 1 is a block diagram showing an example of a functional configuration of a vehicle control system according to an embodiment of the present invention; [Figure 6] 10 is a flowchart illustrating an example of processing according to the first embodiment. [Figure 7] 10 is a flowchart illustrating an example of processing according to a second embodiment. [Figure 8] 10A and 10B are diagrams illustrating an example of a situation in which the first control direction and the second control direction do not match. [Figure 9] 10A and 10B are diagrams illustrating an example of a scene in which the first control direction and the second control direction coincide with each other. [Figure 10] 10 is a flowchart illustrating an example of processing according to a third embodiment. [Figure 11] 10 is a flowchart showing an example of processing according to a fourth embodiment. [Figure 12] 10 is a flowchart showing an example of processing according to a fifth embodiment. [Figure 13] 10 is a flowchart showing an example of processing according to a sixth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Vehicle Control System 1 is a block diagram showing an example of the configuration of a vehicle control system 100 according to this embodiment. The vehicle control system 100 controls a vehicle. Typically, the vehicle control system 100 is mounted on the vehicle. Alternatively, at least a part of the vehicle control system 100 may be disposed in an external device outside the vehicle, and the vehicle may be remotely controlled. In other words, the vehicle control system 100 may be disposed in a distributed manner between the vehicle and the external device.

[0012] The vehicle control system 100 includes a recognition sensor 40, a vehicle state sensor 50, a position sensor 60, a traveling device 70, and a control device 10.

[0013] The recognition sensor 40 is mounted on a vehicle and recognizes (detects) the situation around the vehicle. Examples of the recognition sensor 40 include a LIDAR (Laser Imaging Detection and Ranging), a camera, a radar, and a clearance sonar.

[0014] The vehicle state sensor 50 is mounted on the vehicle and detects the state of the vehicle. For example, the vehicle state sensor 50 includes a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, and the like.

[0015] The position sensor 60 is mounted on the vehicle and detects the position and direction of the vehicle. An example of the position sensor 60 is a GPS (Global Positioning System) sensor.

[0016] The traveling device 70 includes a steering device 71, a drive device 72, and a braking device 73. The steering device 71 steers the wheels of the vehicle. For example, the steering device 71 includes an electric power steering (EPS) device. The drive device 72 is a power source that generates driving force. Examples of the drive device 72 include an engine, an electric motor, and an in-wheel motor. The braking device 73 generates braking force.

[0017] The control device 10 controls a vehicle. The control device 10 includes one or more processors 11 (hereinafter simply referred to as processors 11) and one or more memories 12 (hereinafter simply referred to as memories 12). The processor 11 executes various processes. For example, the processor 11 includes a CPU (Central Processing Unit). The memory 12 stores various information. Examples of the memory 12 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), and an SSD (Solid State Drive). The processor 11 executes a control program, which is a computer program, to realize various processes by the processor 11 (control device 10). The control program is stored in the memory 12 or recorded on a computer-readable recording medium. The control device 10 may include one or more ECUs (Electronic Control Units). Part of the control device 10 may be an information processing device external to the vehicle. In this case, part of the control device 10 communicates with the vehicle and remotely controls the vehicle.

[0018] The processor 11 acquires driving environment information 120 indicating the driving environment of the vehicle. The acquired driving environment information 120 is stored in the memory 12. FIG. 2 is a block diagram showing an example of the driving environment information 120. The driving environment information 120 includes surrounding situation information 121, vehicle state information 124, and navigation information 125.

[0019] The surrounding situation information 121 is information indicating the situation around the vehicle. The surrounding situation information 121 includes information obtained by the recognition sensor 40. For example, the surrounding situation information 121 includes image information captured by a camera. As another example, the surrounding situation information 121 may include point cloud information obtained by a LIDAR.

[0020] The surrounding situation information 121 further includes object information 122 related to objects around the vehicle. Examples of objects around the vehicle include pedestrians, other vehicles, white lines, road structures, features, fallen objects, etc. The object information 122 indicates the relative position and relative speed of the object with respect to the vehicle. For example, an object can be recognized based on point cloud information obtained by LIDAR, and the relative position and relative speed of the object can be obtained. As another example, an object can be recognized and identified by analyzing an image obtained by a camera, and the relative position of the object can be calculated. The object information 122 may also include the moving direction and moving speed of the object.

[0021] The vehicle state information 124 is information indicating the state of the vehicle. Examples of the vehicle state include the vehicle speed, yaw rate, lateral acceleration, steering angle, etc. The processor 11 acquires the vehicle state information 124 from the detection results of the vehicle state sensor 50.

[0022] The navigation information 125 includes location information and map information. The location information indicates the location and direction of the vehicle. The location information is obtained by the location sensor 60. The map information indicates lane layout, road shape, etc. The processor 11 acquires map information for the required area from a map database. The map database may be stored in a predetermined storage device installed in the vehicle, or may be stored in a management server external to the vehicle. In the latter case, the processor 11 communicates with the management server to acquire the required map information.

[0023] The processor 11 also executes vehicle driving control to control the driving of the vehicle. The vehicle driving control includes steering control, acceleration control, and deceleration control. The processor 11 executes vehicle driving control by controlling the driving device 70. Specifically, the processor 11 outputs a control amount for steering to the steering device 71 and controls the steering device 71 to perform steering control. The processor 11 also outputs a control amount for acceleration to the drive device 72. output The processor 11 outputs a control amount for deceleration to the braking device 73, and controls the braking device 73 to perform deceleration control.

[0024] Examples of vehicle driving control include "automatic driving control" and "driving assistance control" which will be described below.

[0025] 2.Autonomous driving control and driver assistance control 2-1.Automatic driving control Autonomous driving control controls the automatic driving of a vehicle. The autonomous driving here is assumed to be one that does not necessarily require the driver to concentrate 100% on driving (for example, so-called level 3 or higher autonomous driving).

[0026] FIG. 3 is a conceptual diagram for explaining autonomous driving control. The vehicle control system 100 generates a driving plan for the vehicle 1 based on the driving environment information 120. The driving plan includes maintaining the current driving lane, changing lanes, avoiding obstacles, etc. Then, the vehicle control system 100 generates a target trajectory TR required for the vehicle 1 to travel in accordance with the driving plan. The target trajectory TR includes a target position [X(t),Y(t)] and a target speed [VX(t),VY(t)] of the vehicle 1. The target position [X(t),Y(t)] and the target speed [VX(t),VY(t)] are functions of time t.

[0027] The vehicle control system 100 performs the above-described vehicle driving control so that the vehicle 1 follows the target trajectory TR. Specifically, the vehicle control system 100 calculates a control amount necessary for the vehicle 1 to follow the target trajectory TR. For example, the vehicle control system 100 calculates a deviation (lateral deviation, yaw angle deviation, speed deviation, etc.) between the vehicle 1 and the target trajectory TR, and calculates control amounts for steering, accelerating, and decelerating the vehicle 1 to reduce the deviation. Then, the vehicle control system 100 controls the driving device 70 in accordance with the control amount.

[0028] The control direction for following the target trajectory TR for autonomous driving, i.e., the control direction of the vehicle 1 for autonomous driving, will be referred to hereinafter as the "first control direction." The control direction for the lateral direction, i.e., the control direction for steering, is the leftward or rightward direction. The control direction for the longitudinal direction, i.e., the control direction for acceleration / deceleration, is the acceleration direction or the deceleration direction.

[0029] 2-2. Driving assistance control Driving assistance control automatically controls at least one of the steering, acceleration, and deceleration of vehicle 1 for the purpose of improving the driving safety of vehicle 1 or stabilizing the behavior of vehicle 1. Examples of such driving assistance control include risk avoidance control, lane departure prevention control, vehicle stability control, emergency braking, etc. Risk avoidance control performs at least one of steering control and deceleration control to reduce the risk of collision between vehicle 1 and an object (e.g., a nearby vehicle, a pedestrian). Lane departure prevention control prevents vehicle 1 from deviating from its lane. Vehicle stability control suppresses unstable behavior such as vehicle spin. Emergency braking decelerates vehicle 1 to avoid collision between vehicle 1 and a surrounding object.

[0030] The driving assistance control does not operate all the time, but operates in response to the establishment of predetermined operating conditions. The vehicle control system 100 determines whether or not it is necessary to operate the driving assistance control, that is, whether or not the operating conditions are established, based on the driving environment information 120. When the operating conditions are established, the vehicle control system 100 executes the driving assistance control.

[0031] FIG. 4 is a conceptual diagram illustrating lane departure prevention control, which is an example of driving assistance control. The vehicle control system 100 recognizes white lines around the vehicle 1 based on surrounding situation information 121 (object information 122) and determines whether the vehicle 1 is likely to deviate from the driving lane. If the possibility of the vehicle 1 deviating from the driving lane exceeds a threshold, the vehicle control system 100 determines that lane departure prevention control is necessary, that is, determines that the activation conditions for the lane departure prevention control are met. For example, if the distance between the vehicle 1 and a nearby white line becomes less than a threshold, the vehicle control system 100 determines that lane departure prevention control is necessary, that is, determines that the activation conditions for the lane departure prevention control are met. In the lane departure prevention control, the vehicle control system 100 automatically controls the steering of the vehicle 1 to return the vehicle 1 to the center of the lane. Specifically, the vehicle control system 100 calculates a steering control amount for returning the vehicle 1 to the center of the lane. The vehicle control system 100 then controls the steering device 71 according to the steering control amount.

[0032] As another example, the case of risk avoidance control is as follows. The vehicle control system 100 recognizes an object (e.g., a nearby vehicle, a pedestrian) ahead of the vehicle 1 based on surrounding situation information 121 (object information 122). Furthermore, the vehicle control system 100 calculates the possibility of a collision between the vehicle 1 and the object based on the object information 122 and vehicle state information 124 (vehicle speed, etc.). If the possibility of collision is equal to or greater than a threshold, the vehicle control system 100 determines that risk avoidance control is necessary, that is, determines that the conditions for operating the risk avoidance control are met. In risk avoidance control, the vehicle control system 100 generates a target trajectory for reducing the risk of collision with the object. The target trajectory requires at least one of steering control and deceleration control. The vehicle control system 100 then calculates the control amount required for the vehicle 1 to follow the target trajectory and controls the traveling device 70 according to the control amount.

[0033] The control direction of the vehicle 1 for driving assistance control is hereinafter referred to as the "second control direction." The control direction related to the lateral direction, i.e., the control direction related to steering, is the leftward or rightward direction. The control direction related to the longitudinal direction, i.e., the control direction related to acceleration / deceleration, is the acceleration direction or the deceleration direction.

[0034] 2-3. Example of functional configuration 5 is a block diagram showing an example of the functional configuration of the vehicle control system 100. The vehicle control system 100 includes an automatic driving control unit 20 and a vehicle driving control unit 30 as functional blocks. The automatic driving control unit 20 and the vehicle driving control unit 30 are realized by the processor 11 executing a control program. The automatic driving control unit 20 and the vehicle driving control unit 30 may be realized by physically different processors 11, or may be realized by the same processor 11. When the automatic driving control unit 20 and the vehicle driving control unit 30 are included in physically separate processors 11, these processors 11 exchange necessary information via communication.

[0035] The automatic driving control unit 20 is equipped with the automatic driving function AD for the automatic driving control described in Section 2-1 above. The automatic driving control unit 20 (automatic driving function AD) generates a target trajectory TR for automatic driving. Then, the automatic driving control unit 20 outputs the generated target trajectory TR to the vehicle driving control unit 30.

[0036] The vehicle driving control unit 30 has the above-mentioned vehicle driving control function, that is, it calculates control variables for controlling the driving (steering, acceleration, deceleration) of the vehicle 1, and controls the driving device 70 in accordance with the control variables.

[0037] For example, during execution of the automatic driving control, the vehicle driving control unit 30 receives a target trajectory TR from the automatic driving control unit 20. Then, the vehicle driving control unit 30 calculates a control amount necessary for the vehicle 1 to follow the target trajectory TR, and controls the driving device 70 in accordance with the control amount.

[0038] The vehicle driving control unit 30 further has a driving assistance control function GD for the driving assistance control described in Section 2-2 above. The driving assistance control function GD determines whether or not it is necessary to activate the driving assistance control, that is, whether or not the activation conditions are met, based on the driving environment information 120. When the activation conditions are met, the driving assistance control function GD calculates the control amount for the driving assistance control.

[0039] If the conditions for operating the driving assistance control are met during manual driving, the following occurs: The driving assistance control function GD calculates the control amount for the driving assistance control. The vehicle driving control unit 30 controls the driving device 70 in accordance with the control amount output from the driving assistance control function GD. This achieves the effect of the driving assistance control.

[0040] If the operating conditions for driving assistance control are met while automatic driving control is being executed, the following occurs. The vehicle driving control unit 30 receives a target trajectory TR for automatic driving from the automatic driving control unit 20, and also receives a control amount for driving assistance control from the driving assistance control function GD. The vehicle driving control unit 30 arbitrates between the target trajectory TR for automatic driving and the control amount for driving assistance control, and determines a final control amount. Various arbitration policies are conceivable, but are not particularly limited in this embodiment. The vehicle driving control unit 30 controls the driving device 70 in accordance with the final control amount.

[0041] 2-4.Starting autonomous driving mode The "autonomous driving mode" is a mode in which vehicle driving control (autonomous driving control) is performed in accordance with a target trajectory TR generated by the autonomous driving control unit 20. When it is desired to request the start of the autonomous driving mode, the autonomous driving control unit 20 outputs an "autonomous driving start request" to the vehicle driving control unit 30, which is a signal requesting the start of autonomous driving.

[0042] The autonomous driving control unit 20 outputs an autonomous driving start request at the following timing, for example. As one example, an occupant of the vehicle 1 inputs an instruction to start the autonomous driving mode to the autonomous driving control unit 20. As another example, an instruction to start the autonomous driving mode may be transmitted from a terminal in a remote location to the autonomous driving control unit 20. Upon receiving the instruction to start the autonomous driving mode, the autonomous driving control unit 20 determines whether a predetermined condition for starting the autonomous driving mode is met, and outputs an autonomous driving start request when the condition is met.

[0043] Before starting the autonomous driving mode, the autonomous driving control unit 20 may tentatively generate a target trajectory TR. In this case, the autonomous driving control unit 20 may output the target trajectory TR to the vehicle traveling control unit 30 together with a request to start autonomous driving.

[0044] The vehicle driving control unit 30 receives an autonomous driving start request from the autonomous driving control unit 20. In response to the autonomous driving start request, the vehicle driving control unit 30 determines whether to accept the autonomous driving start request, i.e., whether to permit the start of the autonomous driving mode. If the autonomous driving start request is accepted, i.e., if the start of the autonomous driving mode is permitted, the vehicle driving control unit 30 notifies the autonomous driving control unit 20 of this fact. Then, the vehicle control system 100 starts the autonomous driving mode.

[0045] Here, consider a case where driving assistance control is operating before the autonomous driving mode is started and an autonomous driving start request is issued while the driving assistance control is operating. If the vehicle driving control unit 30 unconditionally permits the start of the autonomous driving mode, the control amount output to the driving device 70 will be the control amount calculated based on the target trajectory TR. In other words, the control amount for the driving assistance control will no longer be output to the driving device 70, and the output control amount will be replaced with the control amount calculated based on the target trajectory TR. This means that the effect of the driving assistance control will suddenly disappear while the driving assistance control is operating. This may cause discomfort to the occupants of the vehicle 1.

[0046] Therefore, the vehicle control system 100 according to this embodiment is configured not to unconditionally start the autonomous driving mode even if an autonomous driving start request is received while driving assistance control is in operation. Because the autonomous driving mode is not started unconditionally, the effect of the driving assistance control continues at least to some extent. Because the effect of the driving assistance control does not suddenly disappear, the discomfort felt by the occupants is reduced.

[0047] Various embodiments relating to the initiation of the autonomous driving mode will be described below.

[0048] 3. First embodiment In the first embodiment, when the vehicle control system 100 receives an autonomous driving start request while driving assistance control is in operation, the vehicle control system 100 uniformly prohibits the start of the autonomous driving mode.

[0049] Fig. 6 is a flowchart showing an example of processing in the first embodiment. The processing shown in Fig. 6 is performed by the vehicle driving control unit 30. This processing is realized by the processor 11 executing a control program.

[0050] In step S110, the vehicle driving control unit 30 (processor 11) acquires an autonomous driving start request. The autonomous driving start request is output from the autonomous driving control unit 20. When the processor 11 acquires the autonomous driving start request, the process proceeds to step S120.

[0051] In step S120, the vehicle driving control unit 30 acquires information on whether or not the driving assistance control is being operated. The driving assistance control is operated when the operation conditions are met.

[0052] In step S130, the vehicle driving control unit 30 determines whether or not the driving assist control is in operation. If the driving assist control is in operation (step S130; Yes), the process proceeds to step S150. If the driving assist control is not in operation (step S130; No), the process proceeds to step S160.

[0053] In step S150, the vehicle driving control unit 30 prohibits the start of the autonomous driving mode. When the start of the autonomous driving mode is prohibited, the process ends. After the process ends, the control amount for the driving assistance control continues to be output to the driving device 70.

[0054] In step S160, the vehicle driving control unit 30 permits the start of the autonomous driving mode. When the start of the autonomous driving mode is permitted and the driving mode of the vehicle 1 is set to the autonomous driving mode, the processing ends. By permitting the start of the autonomous driving mode, a control amount calculated based on the target trajectory TR output by the autonomous driving control unit 20 is output to the driving device 70.

[0055] As described above, in the first embodiment, when the vehicle control system 100 (vehicle driving control unit 30) receives a request to start autonomous driving while driving assistance control is in operation, it uniformly prohibits the start of the autonomous driving mode. This allows the effects of the driving assistance control to continue to be obtained. In addition, it is possible to prevent the occupants from feeling uncomfortable when the control amount for the driving assistance control is no longer transmitted to the driving device 70.

[0056] 4. Second embodiment In the second embodiment, when the vehicle control system 100 receives a request to start autonomous driving while driving assistance control is in operation, the vehicle control system 100 determines whether or not the "permission conditions" are met. Then, the vehicle control system 100 permits the start of the autonomous driving mode only when the permission conditions are met. Specific examples of the permission conditions will be described later.

[0057] FIG. 7 is a flowchart showing an example of processing in the second embodiment.

[0058] The processing from step S110 to step S130 is the same as the processing example shown in Fig. 6. However, if driving assist control is in operation in step S130 (step S130; Yes), the processing proceeds to step S140.

[0059] In step S140, the vehicle driving control unit 30 determines whether the permission conditions are met. If the permission conditions are not met (step S140: No), the process proceeds to step S150. If the permission conditions are met (step S140: Yes), the process proceeds to step S160.

[0060] The processing in steps S150 and S160 is the same as the processing example shown in Fig. 6. That is, in step S150, the start of the autonomous driving mode is prohibited, and in step S160, the start of the autonomous driving mode is permitted.

[0061] 5. Third embodiment The third embodiment is a specific example of the second embodiment. In the third embodiment, the permission condition is that the first control direction (see FIG. 3) for the autonomous driving control and the second control direction (see FIG. 4) for the driving assistance control are the same.

[0062] Each control direction includes at least one of a lateral control direction (steering direction) and a longitudinal control direction (acceleration / deceleration direction). For convenience, the lateral control direction and longitudinal control direction included in the first control direction for autonomous driving control are referred to as the first lateral control direction and the first longitudinal control direction, respectively. Similarly, the lateral control direction and longitudinal control direction included in the second control direction for driving assistance control are referred to as the second lateral control direction and the second longitudinal control direction, respectively. When the second control direction includes both the second lateral control direction and the second longitudinal control direction, if the first lateral control direction matches the second lateral control direction and the first longitudinal control direction matches the second longitudinal control direction, the first control direction and the second control direction are determined to match. When the second control direction includes only the second lateral control direction, if the first lateral control direction matches the second lateral control direction, the first control direction and the second control direction are determined to match (regardless of the first longitudinal control direction). When the second control direction includes only the second vertical control direction, if the first vertical control direction matches the second vertical control direction, the first control direction and the second control direction are determined to match (regardless of the first horizontal control direction). In other words, if at least the second control direction is covered by the first control direction, the first control direction and the second control direction are determined to match.

[0063] 8 and 9 show examples of situations in which the first control direction and the second control direction match and do not match, respectively. For simplicity, only the lateral control direction (steering direction) is considered in the examples of FIGS. 8 and 9. In the example of FIG. 8, the second control direction is to the left, while the first control direction is to the right, so it is determined that the first control direction and the second control direction do not match. On the other hand, in the example of FIG. 9, both the first control direction and the second control direction are to the left, so it is determined that the first control direction and the second control direction match.

[0064] In the third embodiment, the autonomous driving control unit 20 tentatively generates a target trajectory TR before starting the autonomous driving mode, and outputs the target trajectory TR together with an autonomous driving start request to the vehicle driving control unit 30. The vehicle driving control unit 30 can determine the first control direction based on the tentatively generated target trajectory TR.

[0065] 10 is a flowchart showing step S140 in the third embodiment. The rest of the process flow is the same as in the flowchart of FIG.

[0066] In step S141, the vehicle driving control unit 30 determines whether the first control direction and the second control direction match. If the first control direction and the second control direction match (step S141; Yes), it is determined that the permission condition is met (step S140; Yes). On the other hand, if the first control direction and the second control direction do not match (step S141; No), it is determined that the permission condition is not met (step S140; No).

[0067] When the target trajectory TR is not output from the automatic driving control unit 20, the vehicle traveling control unit 30 determines that the first control direction and the second control direction do not match.

[0068] As described above, in the third embodiment, the permission condition is that the first control direction and the second control direction match, and the start of the autonomous driving mode is permitted only when the first control direction and the second control direction match. When the first control direction and the second control direction match, it is expected that the autonomous driving control will achieve the same effect as the driving assistance control. Therefore, even if the start of the autonomous driving mode is permitted, it is expected that the change in the behavior of the vehicle 1 will be small and the discomfort felt by the occupants will be minimal. Therefore, by permitting the start of the autonomous driving mode in such a situation, it is possible to smoothly start the autonomous driving mode. Furthermore, by prohibiting the start of the autonomous driving mode in a situation where the first control direction and the second control direction do not match and the impact on the behavior of the vehicle 1 is expected to be significant, it is possible to reduce the discomfort felt by the occupants.

[0069] 6. Fourth embodiment The fourth embodiment is a specific example of the second embodiment. In the fourth embodiment, the permission condition is that a predetermined time has elapsed since the vehicle driving control unit 30 received a request to start autonomous driving.

[0070] 11 is a flowchart showing step S140 in the fourth embodiment. The rest of the process flow is the same as in the flowchart of FIG.

[0071] In step S142, the vehicle driving control unit 30 sets a transition suspension time. The transition suspension time is a time for suspending transition to the autonomous driving mode, and is set as the time from when the vehicle driving control unit 30 receives the autonomous driving start request. Here, the transition suspension time is a predetermined fixed time. The transition suspension time may be set to any time. For example, a time approximately equal to the time required for the driving assistance control to operate may be set. For example, if the driving assistance control is lane departure prevention control, the time required for the driving assistance control to operate is expected to be several seconds to several tens of seconds. Therefore, for example, the transition suspension time may be set to several seconds to several tens of seconds (e.g., 15 seconds). Alternatively, if the driving assistance control is emergency braking, the time required for the driving assistance control to operate is expected to be several seconds. Therefore, for example, the transition suspension time may be set to several seconds (e.g., 2 seconds). By setting the transition suspension time to a time approximately equal to the time required for the driving assistance control to operate, a smooth transition to the autonomous driving mode can be achieved while ensuring the function of the driving assistance control. The transition suspension time may be a time that is uniformly determined for all driving assistance controls, or may be determined to be a different time depending on the type of driving assistance control that is currently being performed. Once the transition suspension time is set, the process proceeds to step S148.

[0072] In step S148, the vehicle driving control unit 30 determines whether the transition suspension time has elapsed. If the transition suspension time has elapsed (step S148; Yes), it is determined that the permission condition is met (step S140; Yes). On the other hand, if the transition suspension time has not elapsed (step S148; No), the process returns to step S148 again.

[0073] In the fourth embodiment, a transition suspension time is set as described above, and the elapse of the transition suspension time is set as a permission condition. Because driving assistance control continues at least during the transition suspension time, it is considered that the effects of driving assistance control (risk avoidance, lane departure avoidance, ensuring vehicle stability, etc.) are sufficiently achieved during that time. Therefore, there is no problem even if the start of the autonomous driving mode is permitted after that. By prohibiting the unconditional start of the autonomous driving mode while allowing the start of the autonomous driving mode after a certain time has elapsed, it is possible to start the autonomous driving mode smoothly while reducing discomfort felt by occupants.

[0074] 7. Fifth embodiment The fifth embodiment is also a specific example of the second embodiment. In the fifth embodiment, the permission condition is also the lapse of the transition pending time.

[0075] 12 is a flowchart showing step S140 in the fifth embodiment. The rest of the process flow is the same as in the flowchart of FIG.

[0076] In step S141, the vehicle driving control unit 30 determines whether the first control direction and the second control direction match. This determination method is the same as in the third embodiment described above. If the first control direction and the second control direction match (step S141; Yes), the process proceeds to step S143. On the other hand, if the first control direction and the second control direction do not match (step S141; No), the process proceeds to step S144.

[0077] In step S143, the vehicle driving control unit 30 sets the transition suspension time to a first time T1. The first time T1 is a time shorter than a second time T2 set in step S144, which will be described later. The first time T1 may be 0 seconds. Furthermore, if the second time T2 is set uniformly for all driving assist controls, the first time T1 is also set to be a uniform time for all driving assist controls. If the second time T2 is set to be a time that differs depending on the type of driving assist control currently in operation, the first time T1 is also set to be a time that differs depending on the type of driving assist control currently in operation. Once the transition suspension time is set to the first time T1, the process proceeds to step S148.

[0078] In step S144, the vehicle driving control unit 30 sets the transition suspension time to a second time T2. The second time T2 is longer than the first time T1. The second time T2 may be the same as the transition suspension time set in step S142 of FIG. 11, for example. As in step S142, the second time T2 may be a time that is uniformly determined for all driving assist controls, or may be determined to be different depending on the type of driving assist control that is currently being performed.

[0079] The process performed in step S148 is the same as step S148 in Fig. 11. Note that if the transition pending time is set to the first time T1 and the first time T1 is 0 seconds, it is immediately determined that the permission condition is met.

[0080] In the fifth embodiment, the autonomous driving mode is prevented from starting unconditionally, but is permitted to start after the transition suspension time has elapsed. This makes it possible to smoothly start the autonomous driving mode while reducing the discomfort felt by the occupants. Also, in the fifth embodiment, a shorter transition suspension time is set when the first control direction and the second control direction are identical. When the first control direction and the second control direction are identical, it is considered that the discomfort felt by the occupants will be minimal even if the autonomous driving mode is started at an earlier timing. In such a situation, the autonomous driving mode can be started in a timely manner by permitting the start of the autonomous driving mode earlier.

[0081] 8. Sixth embodiment The sixth embodiment is a modification of the fifth embodiment. Similar to the fifth embodiment, the transition pending time must have elapsed before the transition is permitted. In the sixth embodiment, the transition pending time is further shortened depending on the subsequent situation.

[0082] 13 is a flowchart showing step S140 in the sixth embodiment. Steps S141, S143, and S144 are omitted because they are the same as those in FIG.

[0083] When the transition pending time is set to the second time T2 in step S144, the process proceeds to step S145. In step S145, the vehicle driving control unit 30 determines whether the first control direction and the second control direction match. This determination method is the same as in the third embodiment described above. If the first control direction and the second control direction match (step S145; Yes), the process proceeds to step S146. On the other hand, if the first control direction and the second control direction do not match (step S145; No), the process proceeds to step S147.

[0084] In step S146, the vehicle driving control unit 30 changes the transition suspension time to a third time T3. The third time T3 is shorter than the second time T2. The third time T3 may be the same as the first time T1. Alternatively, the third time T3 may be 0 seconds.

[0085] In step S147, the vehicle driving control unit 30 determines whether the transition suspension time has elapsed. If the transition suspension time has elapsed (step S147; Yes), it is determined that the permission condition is met (step S140; Yes). On the other hand, if the transition suspension time has not elapsed (step S147; No), the process returns to step S145.

[0086] In step S148, the vehicle driving control unit 30 determines whether the transition pending time has elapsed. If the transition pending time has elapsed (step S148; Yes), it is determined that the permission condition is met (step S140; Yes). On the other hand, if the transition pending time has not elapsed (step S148; No), the process returns to step S148 again. Note that if a time longer than the transition pending time has already elapsed at the time of determination in step S148, it is immediately determined that the permission condition is met.

[0087] In the sixth embodiment, as in the fifth embodiment, a transition hold time is set according to the first control direction and the second control direction. The elapse of the transition hold time is set as a permission condition, which enables the autonomous driving mode to be started smoothly and in a timely manner, thereby reducing the discomfort felt by the occupants. Furthermore, if the first control direction and the second control direction coincide during operation of the driving assistance control, the transition hold time is shortened. This prevents the waiting time until the autonomous driving mode starts from becoming excessive. [Explanation of symbols]

[0088] 1 vehicle 10 Control device 11 processors 12 Memory 20 Automatic driving control unit 30 Vehicle driving control unit 40 Recognition Sensor 50 Vehicle condition sensor 60 Position Sensor 70 Running gear 71 Steering gear 72 Drive unit 73 Braking device 100 Vehicle Control System 120 Driving Environment Information 121 Surrounding area information 122 Object information 124 Vehicle status information 125 Navigation Information AD Autonomous driving function GD Driving Assistance Control Function

Claims

1. A vehicle control system that controls an autonomously driven vehicle, one or more processors; When an operating condition is satisfied, the one or more processors perform driving assistance control to control at least one of steering, acceleration, and deceleration of the vehicle for the purpose of improving safety of driving of the vehicle or stabilizing behavior of the vehicle; When the one or more processors receive an automatic driving start request requesting the start of the automatic driving during operation of the driving assistance control, the one or more processors permit the start of the automatic driving only when a permission condition is satisfied, the permission condition is that a transition hold time has elapsed since the autonomous driving start request was received, When the one or more processors receive the automatic driving start request while the driving assistance control is in operation, they determine whether a first control direction for the automatic driving and a second control direction for the driving assistance control match; the one or more processors set the transition pending time to a first time when the first control direction and the second control direction match; the one or more processors, when the first control direction and the second control direction do not match, set the transition pending time to a second time; The second time period is longer than the first time period. Vehicle control system.

2. 2. The vehicle control system according to claim 1, the one or more processors: When the first control direction and the second control direction coincide with each other during operation of the driving assist control after the transition hold time is set to the second time, the transition hold time is changed to a third time; The third time period is shorter than the second time period. Vehicle control system.

3. A vehicle control system that controls an autonomously driven vehicle, one or more processors; the one or more processors: When an activation condition is satisfied, a driving assistance control is performed to control at least one of steering, acceleration, and deceleration of the vehicle for the purpose of improving the safety of the vehicle's driving or stabilizing the behavior of the vehicle; When an automatic driving start request requesting the start of the automatic driving is received during operation of the driving assistance control, the start of the automatic driving is uniformly prohibited. Vehicle control system.

4. A method for controlling an autonomously driven vehicle, comprising: When an operating condition is satisfied, performing driving assistance control to control at least one of steering, acceleration, and deceleration of the vehicle for the purpose of improving the safety of traveling of the vehicle or stabilizing the behavior of the vehicle; When an automatic driving start request for requesting the start of the automatic driving is received during operation of the driving assistance control, the start of the automatic driving is permitted only when a permission condition is satisfied; When the automatic driving start request is received during operation of the driving assistance control, determining whether a first control direction for the automatic driving and a second control direction for the driving assistance control match; If the first control direction and the second control direction match, setting a transition pending time to a first time; If the first control direction and the second control direction do not match, setting the transition pending time to a second time; Including, the permission condition is that the transition suspension time has elapsed since the autonomous driving start request was received, The second time period is longer than the first time period. Control method.

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