vehicle

Abstract

By appropriately setting the highly automated switching conditions, vehicle control can be realized that enables switching between highly automated mode and basic mode at the appropriate timing. The automated driving control device includes a surroundings information acquisition unit, a driving mode setting unit, and an automated control unit. When the driving mode of the vehicle is set to the highly automated mode, the driving mode setting unit switches the driving mode of the vehicle to the basic mode if a preset basic mode switching condition is met.

Description

Cross - reference to related applications

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

Technical Field

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

Background Art

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

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

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

[0006] Until autonomous driving technology is established and reaches a high level of reliability, it is desirable to adopt autonomous driving technology while also being able to disable some or all of the automatically running controls as needed and hand them over to the driver.

[0007] In one aspect of this disclosure, it is desirable that in a vehicle capable of automatically executing some or all of the various driving controls necessary for driving without requiring driver intervention, some or all of the controls being automatically executed can be stopped at an appropriate time. [Means for solving the problem]

[0008] One aspect of this disclosure is an automatic driving control device mounted on a vehicle, comprising an ambient information acquisition unit, a driving mode setting unit, and an automatic control unit. The ambient information acquisition unit acquires ambient information of the vehicle. Ambient information is information indicating the state of the vehicle's surroundings, and is necessary to automatically execute at least one of the aforementioned multiple types of driving operations without requiring driver intervention. The driving mode setting unit sets the vehicle's driving mode to either a highly automated mode or a basic mode. The highly automated mode is a driving mode in which some or all of the multiple types of driving operations necessary for the vehicle's operation are automatically executed based on ambient information. The basic mode is a driving mode in which the number of types of driving operations to be automatically executed is fewer than or zero than in the highly automated mode. The automatic control unit executes the driving operations that are set to be automatically executed in the driving mode set by the driving mode setting unit. The driving mode setting unit then switches the driving mode to the basic mode when the driving mode is set to the highly automated mode and a preset basic mode switching condition is met.

[0009] In an automated driving control system configured in this way, there are two driving modes: a highly automated mode and a basic mode. When the basic mode switching conditions are met while in the highly automated mode, the system switches to the basic mode. The basic mode switching conditions are specific conditions under which it is necessary or desirable to switch the driving mode from the highly automated mode to the basic mode. The number and content of the basic mode switching conditions may be determined as appropriate. Furthermore, if multiple basic mode switching conditions are set, the system may switch to the basic mode when at least one of these conditions is met, or it may switch to the basic mode when two or more specific or all of the set basic mode switching conditions are met.

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

[0011] When a vehicle is being driven in basic mode, there may be situations where it is preferable to switch to highly automated mode and leave the driving process to the automated system. Therefore, the driving mode setting unit may be configured to switch the driving mode to highly automated mode when the driving mode is in basic mode and a pre-set condition for switching to highly automated mode is met.

[0012] Advanced automation switching conditions are specific conditions under which it is necessary or desirable to switch the operating mode from the basic mode to the advanced automation mode. The number and content of advanced automation switching conditions may be determined as appropriate. Furthermore, if multiple advanced automation switching conditions are set, the system may be configured to switch to advanced automation mode when at least one of those conditions is met, or it may be configured to switch to advanced automation mode when two or more specific conditions, or all of all set advanced automation switching conditions, are met.

[0013] With an automated driving control system configured in this way, it becomes possible to switch between the highly automated mode and the basic mode at the appropriate timing by appropriately setting the highly automated switching conditions.

[0014] The operating mode setting unit may maintain the basic mode even if the advanced automation switching conditions are met when the operating mode is in the basic mode, as long as the basic mode switching conditions remain met.

[0015] The fact that the basic mode switching conditions are met suggests that it is preferable to reduce the types of automated driving operations and increase the proportion of driving operations performed by the driver themselves. Therefore, when both the highly automated switching conditions and the basic mode switching conditions are met, prioritizing the basic mode and not switching to highly automated mode allows for appropriate vehicle control that respects the driver's actions. [Brief explanation of the drawing]

[0016] [Figure 1] Figure 1A is a side view of the vehicle according to the embodiment, and Figure 1B is a top view of the vehicle according to the embodiment. [Figure 2] This is a block diagram showing the electrical configuration of a vehicle according to an embodiment. [Figure 3] Figure 3A is an explanatory diagram showing the level of automatic operation for each driving mode, and Figure 3B is an explanatory diagram showing that the control content for each level of automatic operation may be set arbitrarily. [Figure 4] This is an explanatory diagram illustrating the basics of autonomous driving. [Figure 5] This is a flowchart of the main process. [Figure 6] Figure 5 is a flowchart of the automatic driving control process in the main processing. [Figure 7] Figure 6 is a flowchart of the initial automatic switching confirmation process in the automatic driving control process. [Figure 8] Figure 6 is a flowchart of the normal automatic switching confirmation process in the automatic driving control process. [Figure 9] It is an explanatory diagram for explaining cases where switching from the highly automated mode to the basic mode should be performed. [Figure 10] It is a flowchart of the basic mode switching confirmation process in the automatic driving control process of FIG. 6. [Figure 11] It is a flowchart showing another embodiment of the basic mode switching confirmation process. [Figure 12] It is a flowchart showing another embodiment of the basic mode switching confirmation process. [Figure 13] It is a flowchart of the basic mode preparation confirmation process. [Figure 14] It is a flowchart of the control parameter setting process.

MODE FOR CARRYING OUT THE INVENTION

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

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

[0019] The first front camera 2 is mounted on the front end of the ceiling inside the vehicle, facing forward. This first front camera 2 can capture a wide area in front of the vehicle 1. The interior camera 3 is mounted on the front end of the ceiling inside the vehicle, facing rear (into the vehicle interior). This interior camera 3 can capture at least the upper body of the driver inside the vehicle. The first rear camera 4 is mounted on the rear end of the ceiling inside the vehicle, facing rear. This first rear camera 4 can capture a wide area behind the vehicle 1.

[0020] The second front camera 5 is mounted at the front end of the vehicle 1 so as to face forward. This second front camera 5 allows for wide-area imaging of the area in front of the vehicle 1. The second rear camera 6 is mounted at the rear end of the vehicle 1 so as to face rearward. This second rear camera 6 allows for wide-area imaging of the area behind the vehicle 1. The left side camera 7 is mounted on the left side of the vehicle 1 so as to face left. This left side camera 7 allows for wide-area imaging of the left side of the vehicle 1. The right side camera 8 is mounted on the right side of the vehicle 1 so as to face right. This right side camera 8 allows for wide-area imaging of the right side of the vehicle 1.

[0021] Furthermore, as shown in Figures 1A and 1B, Vehicle 1 is equipped with a forward radar device 11, a rear radar device 12, a left-side radar device 13, and a right-side radar device 14. In this embodiment, each of the radar devices 11 to 14 is a millimeter-wave radar. As is well known, a millimeter-wave radar transmits millimeter-wave radio waves and receives the reflected waves with multiple receiving antennas, thereby detecting targets around Vehicle 1 based on the relationship between the transmitted wave and each received wave, and the relationships between each received wave. This is a radar capable of detecting targets. Target information detectable by each radar device 11-14 includes the presence or absence of a target in the detection direction, the distance to the target, the direction of the target relative to vehicle 1, and the target's movement speed (relative speed to vehicle 1).

[0022] Specifically, the forward radar device 11 is installed at the front end of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the front of the vehicle 1. This forward radar device 11 allows for the acquisition of target information regarding targets in front of the vehicle 1. The rear radar device 12 is installed at the rear end of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the rear of the vehicle 1. This rear radar device 12 allows for the acquisition of target information regarding targets behind the vehicle 1. The left-side radar device 13 is installed on the left side of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the left side of the vehicle 1. This left-side radar device 13 allows for the acquisition of target information regarding targets to the left side of the vehicle 1. The right-side radar device 14 is installed on the right side of the vehicle 1 and transmits and receives millimeter waves of a predetermined frequency to the right side of the vehicle 1. This right-side radar device 14 allows for the acquisition of target information regarding targets to the right side of the vehicle 1.

[0023] Furthermore, as shown in Figures 1A and 1B, the vehicle 1 is equipped with a biosensor 21, a solar radiation sensor 22, and a rainfall sensor 23. Multiple biosensors 21 (two in this embodiment) are provided on the steering wheel 20, which is operated by the driver for steering. The biosensors 21 can detect whether or not the driver is touching the steering wheel 20, and while the driver is touching the steering wheel 20, they can detect various biological information such as the driver's pulse rate and sweating status. The solar radiation sensor 22 is installed at the bottom of the front windshield 10 at the front of the vehicle interior. This solar radiation sensor 22 can detect the amount of solar radiation on the vehicle 1, and consequently the brightness around the vehicle 1. The rainfall sensor 23 is installed at the top of the front windshield 10 on the interior side. This rainfall sensor 23 can detect the presence or absence of rainfall and the amount of rainfall.

[0024] In addition, as shown in Figures 1A and 1B, Vehicle 1 is equipped with four automatic driving operation lamps 16. As will be described later, Vehicle 1 of this embodiment can switch its driving mode between a highly automated mode and a basic mode, and while the driving mode is set to the highly automated mode, each automatic driving operation lamp 16 lights up in a predetermined lighting pattern. The lighting state of each automatic driving operation lamp 16 is visible from outside Vehicle 1. Therefore, when the driving mode is set to the highly automated mode, it is possible to signal to other vehicles and pedestrians traveling around Vehicle 1 that it is operating in highly automated mode. Various lighting patterns for each automatic driving operation lamp 16 are conceivable; for example, they may be kept lit at all times while in highly automated mode, or they may be switched on and off alternately at a certain period of time.

[0025] (2) Electrical configuration of vehicle 1 The electrical configuration of Vehicle 1 will be explained in detail using Figure 2. As shown in Figure 2, Vehicle 1 is equipped with an automatic driving control unit 30. The automatic driving control unit 30 mainly has a mode switching function and an automatic driving function. The mode switching function is a function that sets the driving mode of Vehicle 1 to either the highly automated mode or the basic mode. The automatic driving function is a function that performs automatic driving according to the automatic driving level of the set driving mode (see Figure 3A; details will be described later). As will be described later, the automatic driving control unit 30 appropriately switches the driving mode of Vehicle 1 according to various factors such as the driving state of Vehicle 1, the surrounding conditions of Vehicle 1, and the state of the driver of Vehicle 1.

[0026] There are different types of autonomous driving systems for vehicles, including partially autonomous driving and fully autonomous driving. Partial autonomous driving is a form of autonomous driving where some of the various driving actions required by the driver to operate the vehicle are automated. In this context, automation means that the actions can be performed without requiring any driver intervention. Fully autonomous driving is a form of autonomous driving where the entire journey to the set destination is automated without requiring any driver intervention. The parameter indicating the type and number of driving operations automated is referred to below as the "autonomous driving level." Fully autonomous driving has a higher autonomous driving level than partially autonomous driving. Furthermore, partially autonomous driving also has various levels depending on the type and number of driving operations automated.

[0027] In this embodiment, the vehicle 1 is configured to enable not only partially automated driving but also fully automated driving, thanks to the automatic driving control unit 30. In this embodiment, the driver can arbitrarily change the level of automated driving, that is, which of the various driving operations necessary for driving are automated and which are performed by the driver.

[0028] More specifically, in this embodiment, there are seven main automatic control functions for achieving fully autonomous driving: automatic start / stop control, lane keeping control, distance control, lane change control, right / left turn control, collision prevention control, and parking control. The automatic driving control unit 30 is capable of executing these seven types of automatic control functions, and fully autonomous driving can be achieved by executing these seven types of automatic control functions.

[0029] Conversely, partial autonomous driving can be achieved by executing any six or fewer of the seven types of automatic control functions described above. In this embodiment, it is possible to arbitrarily set which of the seven types of automatic control functions to execute in the highly automated mode.

[0030] The specific details of the seven types of automatic control functions will be explained in more detail later. The level of autonomous driving increases with the number of the seven types of automatic control functions that are executed. Specifically, the level of autonomous driving when none of the seven types of automatic control functions are executed is level 0. The level of autonomous driving when n types of the seven types of automatic control functions are executed is level n. Therefore, in the level 0 driving mode, the driver must judge and operate the control actions corresponding to the seven types of automatic control functions themselves. On the other hand, the driving modes from level 1 to level 6 are driving modes in which partial autonomous driving is performed. The driving mode of level 7 is the driving mode in which fully autonomous driving is performed.

[0031] In this embodiment, the highly automated mode is a driving mode in which automated driving is performed at an automated driving level of Level 1 or higher. On the other hand, the basic mode is a driving mode in which the automated driving level is relatively lower than that of the highly automated mode. For example, if the highly automated mode is at level n, the basic mode can be set to any level from n-1 to level 0.

[0032] In this embodiment, for the sake of simplicity and clarity, the basic mode will be described as being set to automatic driving level 0. Level 0 is the level in which none of the seven types of automatic control functions described above are executed, and the driver must perform most of the various driving operations necessary for driving.

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

[0034] The various programs stored in memory 30b include a program (so-called security software) capable of detecting external unauthorized operations, computer viruses, malicious software and data (hereinafter collectively referred to as "malicious factors"). The arithmetic unit 30a keeps this security software resident while running to constantly monitor for the presence of malicious factors. If malicious factors are detected, it executes various malicious countermeasures. These countermeasures include forcibly setting the automatic driving level to level 0 and disabling all automatic control functions. This also includes processing to prevent movement. In addition, various specific contents of the fraud prevention processing can be considered. For example, a warning could be issued to the driver by voice or other means, or the vehicle 1 could be forcibly decelerated or stopped. Furthermore, the connection between the automatic driving control unit 30 and each communication unit 31-35 could be physically severed to prevent external access to the automatic driving control unit 30 via wireless communication.

[0035] The automatic driving control unit 30 is connected to the cameras 2-8, radar devices 11-14, sensors 21-23, and four automatic driving operation lamps 16 shown in Figures 1A and 1B. The calculation unit 30a of the automatic driving control unit 30 individually controls the operation of each camera 2-8 and acquires the shooting results (image data) from each camera 2-8 and stores them in the memory 30b. The acquisition and storage of image data is repeated at predetermined intervals.

[0036] The calculation unit 30a can recognize various situations inside and outside the vehicle based on the image data from each of the cameras 2 to 8. For example, from the image data of the interior camera 3, it can recognize the driver's gaze, eye condition, gestures, etc. Also, from the image data of the first front camera 2, it can detect a situation where sunlight is incident on the vehicle and the driver feels glare (so-called backlighting). Furthermore, from the image data of the first front camera 2 and the second front camera 5, it can recognize vehicles ahead, oncoming vehicles, vehicles in adjacent lanes traveling diagonally ahead, lane markings, crosswalks, pedestrians and cyclists suddenly appearing, other vehicles entering intersections, the contents of signs, traffic lights, billboards, etc., and other objects around the vehicle.

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

[0038] Furthermore, the calculation unit 30a of the automatic driving control unit 30 determines whether or not the driver is touching the steering wheel 20 based on the detection signal from the biosensor 21. Also, while the driver is touching the steering wheel 20 (more specifically, while in contact with the biosensor 21), the calculation unit 30a acquires biometric information such as the driver's pulse rate and sweating status based on the detection signal from the biosensor 21. Based on the acquired biometric information, the calculation unit 30a can estimate the driver's physical and mental state.

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

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

[0041] The belt sensor 26 detects when an occupant is seated in a seat in vehicle 1 and that occupant is wearing a seat belt. This is a sensor for detecting whether or not a seatbelt is being worn. In Figure 2, only one belt sensor 26 is shown for the sake of simplicity, but in reality, one is provided for each seatbelt of each seat. Specifically, in a vehicle 1 with a passenger capacity of N people, a seatbelt is provided for each of the N seats, and a belt sensor 26 is provided for each of those seatbelts.

[0042] Furthermore, as shown in Figure 2, the vehicle 1 includes a GPS communication unit 31, a vehicle-to-vehicle communication unit 32, a vehicle-to-infrastructure communication unit 33, a vehicle-to-pedestrian communication unit 34, an LTE communication unit 35, and a TV / radio receiver unit 36 ​​as components connected to the automatic driving control unit 30.

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

[0044] Furthermore, the automatic driving control unit 30 is equipped with a route guidance function, which is one of the various elemental functions for realizing the automatic driving function. The route guidance function calculates an appropriate route from the current position to the destination based on the current position of the vehicle 1 calculated based on GPS information and the destination set by the driver, and guides and controls the vehicle 1 so that it travels along that route to the destination. The content of the guidance control of the vehicle 1 in the route guidance function differs depending on the automatic driving level. For example, when the automatic driving level is set to level 7, which is fully automatic driving, the guidance control is to provide route information (information on which direction and route the vehicle should travel) necessary for the execution of multiple types of automatic control functions (seven types as described above in this embodiment) for realizing fully automatic driving. Also, for example, when the automatic driving level is set to a predetermined level 1 to 6 (partially automatic driving) which is lower than fully automatic driving, the guidance control is to provide route information for the automatic control functions necessary for partially automatic driving among the multiple types of automatic control functions, and to provide guidance on the driving route to the driver as needed (e.g., voice guidance).

[0045] Map data and other various data necessary for the route guidance function are stored in memory 30b. The calculation unit 30a executes the program for the route guidance function stored in memory 30b while referring to this various data, thereby realizing the route guidance function (specifically, the guidance control described above). Based on the route guidance function, the calculation unit 30a can also recognize the road conditions around vehicle 1. Specifically, for example, it can recognize the shape of the route from the current location to the destination, as well as the width of the vehicle.

[0046] The vehicle-to-vehicle communication unit 32 is a communication module for wirelessly sending and receiving various data with other vehicles besides its own vehicle. The calculation unit 30a of the automatic driving control unit 30 can acquire information about other surrounding vehicles (e.g., direction of travel, speed, position, etc.) via the vehicle-to-vehicle communication unit 32. Conversely, it can also transmit information about its own vehicle 1 to other vehicles.

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

[0048] The roadside communication device 81 is connected to a server (not shown) and receives various information from the server and transmits it wirelessly within a predetermined area in its vicinity. The server aggregates various types of road traffic information, such as infrastructure information (e.g., traffic light information, road regulation information, etc.) and information on the presence of other vehicles and pedestrians. Based on the aggregated road traffic information, the server transmits individual road information related to each roadside communication device 81. The individual road information is transmitted to the roadside communication device 81. This refers to various road traffic information regarding the direction of travel of vehicles traveling within the communication area. Each roadside communication device 81 wirelessly transmits the individual road information received from the server within a predetermined communication area.

[0049] The calculation unit 30a of the automatic driving control unit 30 can acquire various road traffic information regarding the road in the direction of travel via the vehicle-to-infrastructure communication unit 33. The information that the calculation unit 30a can acquire via the vehicle-to-infrastructure communication unit 33 includes section information regarding various sections, such as dangerous sections (e.g., sections with a series of curves, sections with narrow road widths, etc.), sections where construction is underway, and certain sections close to accident sites. By linking the acquired section information with the route guidance function, the calculation unit 30a can recognize the relative relationship between the section and the vehicle 1, such as whether the vehicle 1 is currently traveling in the section indicated by the section information.

[0050] Each roadside communication device 81, as illustrated in Figure 4, is equipped with a camera 82. Each camera 82 takes a picture of the road and transmits the captured data to a server via the network. The server can obtain road traffic information around each camera from the captured data transmitted from each camera 82.

[0051] The vehicle-pedestrian communication unit 34 is a communication module for wireless communication with a communication terminal (e.g., a mobile phone or smartphone) held by a pedestrian on the ground. If the communication terminal held by the pedestrian is configured to wirelessly transmit terminal location information indicating the location of the communication terminal (i.e., the pedestrian's location), the vehicle-pedestrian communication unit 34 can receive the terminal location information transmitted from that communication terminal. The terminal location information received by the vehicle-pedestrian communication unit 34 is input to the automatic driving control unit 30. The automatic driving control unit 30 can also inform the pedestrian of the location information of vehicle 1 by wirelessly transmitting various information, such as the location information of vehicle 1, from the vehicle-pedestrian communication unit 34 to the pedestrian's communication terminal.

[0052] The calculation unit 30a of the automatic driving control unit 30 can determine the position and movement of pedestrians based on terminal position information received via the vehicle-pedestrian communication unit 34. The presence and movement of pedestrians can also be detected by the cameras and radar devices described above, but in addition, the presence of pedestrians and pedestrians suddenly appearing can also be detected from the information obtained via the vehicle-pedestrian communication unit 34.

[0053] The LTE communication unit 35 is a communication module for realizing wireless communication using LTE, a well-known mobile phone communication standard. The TV / radio receiving unit 36 ​​is a receiving module for receiving radio waves for television and radio broadcasts. The calculation unit 30a can acquire various information necessary for the autonomous driving of vehicle 1 and update existing information (for example, map data) via the LTE communication unit 35 (i.e., via LTE wireless communication). It is not mandatory to acquire or update such information via LTE wireless communication, and other wireless communication methods may be used instead.

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

[0055] Display 37 is a display device for displaying various information, including map information, in the route guidance function. Display 37 has a touch panel function, and the user touches Display 37 according to the content displayed on Display 37 (see Touch Panel for details). By doing so, various input operations can be performed.

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

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

[0058] The Automated Driving Activation SW42 is a switch for putting Vehicle 1 into highly automated mode. The driver of Vehicle 1 must press the Automated Driving Activation SW42 in order to set Vehicle 1 to highly automated mode and start automated driving. The Automated Driving Stop SW43 is a switch for forcibly switching the automated driving level of Vehicle 1 to level 0, regardless of the set driving mode. The Emergency Stop SW44 is a switch for forcibly stopping Vehicle 1. The Level Setting Operation Unit 45 is a user interface for accepting operations by the driver to set the automated driving level (details will be described later).

[0059] If the driver detects that an unauthorized factor such as a computer virus or unauthorized operation has occurred, the driver can forcibly deactivate the automated driving system by pressing the Auto-Driving Stop SW43, and then drive Vehicle 1 under their own control.

[0060] The automatic driving start SW42, automatic driving stop SW43, and emergency stop SW44 are located, for example, near the driver's seat in the vehicle cabin, in a position where the driver sitting in the driver's seat can operate them while driving. However, the installation locations of each of these SW42, 43, and 44 may be determined as appropriate, and the same SW may be installed in multiple locations. For example, the emergency stop SW44 may be installed near another seat other than the driver's seat (for example, the passenger seat). In this way, for example, if something happens to the driver while driving and it becomes difficult for the driver to operate the vehicle normally, the passenger sitting in the passenger seat can operate the emergency stop SW44 to bring the vehicle 1 to an emergency stop.

[0061] Vehicle 1 is also equipped with an accelerator pedal 27a and a brake pedal 28a. The accelerator pedal 27a is pressed by the driver when the driver wants to move vehicle 1. The brake pedal 28a is pressed by the driver when the driver wants to decelerate or stop vehicle 1 while it is moving.

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

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

[0064] The driving control unit 27 is equipped with an accelerator sensor (not shown) for detecting the amount of depression of the accelerator pedal 27a. Based on various information such as the amount the accelerator pedal 27a is pressed, the operating position of the shift lever (not shown), vehicle speed, and engine speed, the vehicle 1 is controlled by controlling the engine and transmission (not shown). On the other hand, when the driving mode is set to the highly automated mode (more specifically, when any of the seven types of automatic control functions described above are executed), the automatic driving control unit 30 outputs the control information necessary to realize the automatic control function to be executed to the driving drive control unit 27. In this case, the driving drive control unit 27 controls the engine and transmission according to the control information from the automatic driving control unit 30, even if the accelerator pedal 27a is not pressed. Although the vehicle 1 in this embodiment is equipped with an engine as a drive source for driving, the automatic driving control device of this disclosure can also be applied to vehicles equipped with a drive source other than an engine. In that case, the driving drive control unit 27 shown in Figure 2 is responsible for controlling the drive source of that vehicle.

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

[0066] The steering control unit 29 has two main functions. One is the so-called electric power steering function. The electric power steering function is a function that assists the driver's operation of the steering wheel 20 with a motor. The other is an automatic steering function that automatically steers the steering wheels (e.g., front wheels) of the vehicle 1 without requiring any operation from the driver. Steering of the steering wheels is basically performed by the driver operating the steering wheel 20, but when the driving mode is set to the highly automated mode (more specifically, when at least one of the seven types of automatic control functions described above is performed, excluding automatic start / stop control and distance control), the steering control unit 29 automatically controls the steering of the steering wheels by controlling the motor according to the control information from the automatic driving control unit 30, even if the driver is not operating the steering wheel 20.

[0067] (3) Explanation of the autonomous driving function In the vehicle 1 of this embodiment, the automatic driving control unit 30 can acquire and detect various information necessary to realize the automatic driving function described above.

[0068] The information available for realizing autonomous driving functions includes, first and foremost, information such as the vehicle's position and speed (vehicle information). The vehicle's position can be obtained by calculation based on GPS information. The vehicle's speed can be obtained by calculation based on the vehicle speed signal from the vehicle speed sensor 24, the steering angle signal from the steering angle sensor (not shown), and the yaw rate signal from the yaw rate sensor (not shown). In addition, the vehicle's speed can also be calculated from the rate of change of the vehicle's position.

[0069] Furthermore, information that can be used to realize autonomous driving functions also includes information about surrounding moving objects. Specifically, this includes information about the relative position, distance, and speed of vehicles in front, behind, to the side, oncoming vehicles, vehicles crossing intersections, pedestrians, and bicycles.

[0070] Information regarding these moving objects in the surroundings can be obtained based on the image data from each camera 2-8 and the detection results from each radar device 11-14. Various technologies for recognizing surrounding objects based on image data and radar device detection results have been proposed and put into practical use, so their explanation will be omitted here.

[0071] Information regarding surrounding moving objects can also be obtained through vehicle-to-vehicle communication, vehicle-to-infrastructure communication, and vehicle-to-pedestrian communication. For example, by communicating with surrounding vehicles, it is possible to recognize not only the surrounding vehicles visible from the vehicle, but also the position and movement of surrounding vehicles that are in blind spots and cannot be directly seen from the vehicle. As previously described, vehicle-to-infrastructure communication can obtain information about the presence of surrounding vehicles and pedestrians. As previously described, vehicle-to-pedestrian communication can determine the position and movement of pedestrians based on terminal position information received via the vehicle-to-pedestrian communication unit 34.

[0072] Through one or more of the following methods: vehicle-to-vehicle communication, vehicle-to-infrastructure communication, and vehicle-to-pedestrian communication, it is possible to, for example, acquire information on oncoming vehicles during normal driving (especially on curves) or when turning right to prevent head-on collisions with oncoming vehicles; acquire information on motorcycles on the left side or rear to prevent motorcycles from being caught in the vehicle when turning left; acquire information on vehicles to the side (rear side) when changing lanes; acquire information on vehicles ahead to prevent rear-end collisions; acquire information on other vehicles traveling on the intersecting roadside to prevent head-on collisions at intersections; and acquire information on pedestrians to prevent collisions with pedestrians, etc.

[0073] Furthermore, information that can be used to realize autonomous driving functions also includes information about various road markings directly painted on the road, such as lane markings (including parking markings), pedestrian crossings, and stop lines. Information about road markings includes their location and content. This information about road markings can be acquired based on the shooting data of each camera 2 to 8. Various technologies for recognizing road markings from shooting data have been proposed and put into practical use, so their explanation will be omitted here.

[0074] Information regarding road markings in the direction of travel can also be obtained through vehicle-to-infrastructure communication. Although not present in vehicle 1 of this embodiment, it is also possible to obtain information regarding various road markings using laser radar.

[0075] Furthermore, information that can be used to realize autonomous driving functions also includes information on traffic lights, railway crossings, signs (including billboards), intersections, merging / diverging points, sidewalks, obstacles, hazardous areas, and other ground structures (hereinafter collectively referred to as "infrastructure-related information"). Infrastructure-related information includes not only the presence and location of the various objects mentioned above, but also information on the color of traffic lights, the operating status of railway crossings, and the display content of signs and billboards. Infrastructure-related information can also be recognized and acquired based on the captured data of each camera 2 to 8, and can also be acquired through vehicle-to-infrastructure communication. In addition, various infrastructure information can also be acquired from the route guidance function described above, which is based on GPS information and map data.

[0076] Furthermore, regulatory information can also be used to realize autonomous driving functions. For example, if there are road restrictions in place in the direction of travel due to construction, accidents, natural disasters, etc., this regulatory information can be obtained through vehicle-to-infrastructure communication.

[0077] The various types of information that can be used to realize autonomous driving functions, such as the information on moving objects in the surroundings, infrastructure-related information, road markings, and regulatory information mentioned above, are examples of the surrounding information described in this disclosure.

[0078] The automatic driving control unit 30 acquires the various types of information described above and, based on that information, controls the driving control unit 27, brake control unit 28, steering control unit 29, and other necessary in-vehicle devices to achieve automatic driving. Specifically, it can perform the seven types of automatic control functions described above. The seven types of automatic control functions in this embodiment are, as described above, automatic start / stop control, lane keeping control, distance control, lane change control, and right / left turn control. These include collision prevention control and parking control.

[0079] Automatic start / stop control is a control system that automatically stops vehicle 1 when conditions for stopping are met while driving, and automatically starts vehicle 1 again after stopping when the conditions for stopping are no longer met. This control is performed using information about the vehicle itself, information about moving objects in the surroundings obtained from cameras 2-8 and radar sensors 11-14, and infrastructure-related information and regulatory information obtained through vehicle-to-infrastructure communication.

[0080] This automatic start / stop control allows for various actions, such as continuing to drive when the traffic light is green at an intersection and stopping when it is red or yellow; stopping if a level crossing is detected ahead and the barrier is down; or stopping briefly and then starting again if the barrier is not down. Additionally, the vehicle will automatically stop if obstacles are detected ahead.

[0081] In automatic start / stop control, various control parameters necessary for performing automatic start / stop control, such as deceleration when automatically stopping and acceleration when automatically starting, are pre-set to default values ​​and stored in memory 30b. However, these control parameters may be made changeable from their default values.

[0082] Lane keeping control is a control system configured to automatically steer the steering wheels so that the vehicle stays within its lane without deviating from the lane markings. This control is performed in cooperation with the route guidance function, using information about the vehicle itself, as well as information about road markings (especially lane markings) obtained from cameras 2-8 and radar sensors 11-14.

[0083] Inter-vehicle distance control is a control method that controls the speed to maintain a constant distance from another vehicle when another vehicle is traveling ahead, allowing the vehicle to follow that vehicle. Inter-vehicle distance control also includes what is known as cruise control. Specifically, if there is no other vehicle within a certain range in front of the vehicle (for example, within 100m ahead), in other words, if there is no vehicle to follow in front of the vehicle, the vehicle will travel at a set speed. Inter-vehicle distance control is performed using information about the vehicle itself, as well as information about moving objects in the surroundings (especially the vehicle ahead) obtained from cameras 2-8 and radar sensors 11-14.

[0084] In adaptive cruise control, various parameters necessary for following a vehicle ahead, such as the distance to the vehicle ahead and the upper limit of the vehicle's own speed, are pre-set. However, these control parameters may be made changeable at will. In adaptive cruise control, the vehicle speed, one of the control parameters used when no other vehicles are within a certain range in front of the vehicle, is set to the legal speed limit of the road being traveled on, in principle. However, the vehicle speed in this case may be made changeable. In that case, it may be made changeable within a range that does not exceed the legal speed limit.

[0085] Lane change control is a system that, when a lane change (steering for lane change) becomes necessary, detects other vehicles in the adjacent lane to be changed to, and automatically changes lanes while controlling the driving force, braking force, and steering to avoid collisions with other vehicles, depending on the presence, position, and speed of those vehicles. This control is performed using information about the vehicle itself, as well as information about moving objects in the surroundings (especially other vehicles in adjacent lanes) obtained from cameras 2-8 and radar sensors 11-14, information about lane markings, and information about other vehicles (vehicles traveling in adjacent lanes) obtained through vehicle-to-vehicle communication.

[0086] Right / left turn control is a system that automatically performs a right or left turn when necessary, without colliding with oncoming vehicles, vehicles traveling on the intersection, other vehicles around the vehicle, pedestrians, etc. This control is based on vehicle information as well as information from cameras 2-8 and radar sensors 11-14. This is done using information about surrounding moving objects, information about other vehicles obtained through vehicle-to-vehicle communication, and information about pedestrians, etc., obtained through vehicle-to-pedestrian communication.

[0087] Collision prevention control is a system that automatically steers, brakes, or stops a vehicle to prevent it from colliding with an obstacle present on the road in its direction of travel. This is done using information about moving objects in the surrounding area obtained from cameras 2-8 and radar sensors 11-14, as well as infrastructure-related information and regulatory information obtained through vehicle-to-infrastructure communication.

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

[0089] The system is configured so that the driver can arbitrarily set which of the seven control functions described above is to be executed, i.e., the level of autonomous driving. Specifically, as shown in Figure 3A, the level of autonomous driving can be arbitrarily set in both the highly automated mode and the basic mode. However, in the basic mode, level 7 cannot be set; any level from 0 to 6 can be set. On the other hand, in the highly automated mode, level 0 cannot be set; any level from 1 to 7 can be set. Furthermore, the level in the basic mode can be set within a range lower than the level in the highly automated mode. Conversely, the level in the highly automated mode can be set within a range higher than the level in the basic mode.

[0090] In this embodiment, as shown in Figure 3A, at Level 1, control A (e.g., lane keeping control) is performed. At Level 2, in addition to control A, control B (e.g., following distance control) is performed. At Level 3, in addition to controls A and B, control C (e.g., automatic start / stop control) is performed. At Level 4, in addition to controls A, B, and C, control D (e.g., collision prevention control) is performed. At Level 5, in addition to controls A, B, C, and D, control E (e.g., lane change control) is performed. At Level 6, in addition to controls A, B, C, D, and E, control F (e.g., right / left turn control) is performed. At Level 7, in addition to controls A, B, C, D, E, and F, control G (e.g., parking control) is performed. In other words, the higher the level, the more types of automatic control functions are performed, and at Level 7, fully autonomous driving is achieved.

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

[0092] The execution of each automatic control function at each level is not limited to the examples shown in Figure 3A. For example, it is not necessary for the number of automatic control functions executed to increase by one with each level increase. The execution of each automatic control function at each level may be determined as appropriate. Also, the seven types of automatic control functions mentioned above are merely examples, and the number of automatic control functions and the specific content of each automatic control function may be determined as appropriate.

[0093] Furthermore, assuming that the number of automatic control functions executed increases by one with each level increase, as shown in Figure 3A, the content of control A to control G may be set arbitrarily by the driver or other personnel, as shown in Figure 3B.

[0094] In this embodiment, vehicle 1 is normally set to the basic driving mode. However, when the automatic driving activation SW42 is pressed, the driving mode becomes the highly automated mode under certain conditions. If the system is set to perform lane change control, right / left turn control, and parking control, a destination (or target parking position in the case of parking control) may be set. Specifically, the route guidance function may be activated and the destination entered via the touch panel. When a destination is set, automatic driving basically works in cooperation with the route guidance function to follow the calculated route to the destination while confirming the vehicle's position.

[0095] When the autonomous driving level is set to a driving mode of Level 1 or higher, and no destination is set, the specific execution of the automatic control functions applied in the current driving mode may be determined as appropriate. For example, if the driving mode is set to one in which the right / left turn control function is executed, and no destination is set, the right / left turn control function may be executed to, in principle, drive along the road. Then, if it becomes necessary to choose a direction of travel, such as when approaching a fork in the road, the right / left turn control function may be executed to, for example, drive in a predetermined direction. Also, if no destination is set, the right / left turn control function may be disabled. Similarly, the parking control function may be disabled if no destination (specifically, a place to park) is set.

[0096] Examples of various control methods in the highly automated mode, when the automated driving level in the highly automated mode is set to level 7, will be explained using Figure 4. Each of the vehicles 61 to 67 shown in Figure 4 has the same configuration as vehicle 1 shown in Figures 1A, 1B, and 2. Vehicles traveling within the communication area of ​​the road communication device 81 can receive individual road information from the road communication device 81. At least four of the vehicles in Figure 4, 61, 65, 66, and 67, can receive individual road information from at least two nearby road communication devices 81a and 81b. Specifically, they can obtain information such as traffic light 71 ahead, oncoming vehicle 62, and pedestrian 76.

[0097] Furthermore, at least vehicle 63 can receive individual road information from at least nearby road communication devices 81c. Specifically, it can obtain information such as the presence of a stop sign 73 (i.e., that it should stop), and that another vehicle 64 is approaching from the right.

[0098] Furthermore, at least vehicle 64 can receive individual road information from at least nearby roadside communication devices 81d. Specifically, it can obtain information such as that another vehicle 63 is approaching from the left.

[0099] Furthermore, at least vehicle 62 can receive individual road information from at least nearby road communication devices 81e. Specifically, it can obtain information such as information about the traffic light 72 ahead, the presence of an oncoming vehicle 61 that is about to turn right, the presence of a pedestrian crossing in the direction of the left turn, and the presence of a pedestrian 76 at that pedestrian crossing.

[0100] Furthermore, each vehicle 61-66 can obtain various information from its own cameras 2-8 and radar devices 11-14, and can also obtain various information through vehicle-to-vehicle communication and vehicle-to-pedestrian communication. For example, vehicle 65 can detect the vehicle 67 in front and the vehicle 66 to its right using its camera and radar device, allowing it to maintain an appropriate distance from the vehicle 67 in front while driving, or, if a lane change is necessary, to change lanes at the appropriate time while considering the positional relationship with the vehicle 66 to its right. In addition, vehicle 65 can also detect pedestrians 77 suddenly appearing using its camera and radar device. If vehicle 65 detects a pedestrian 77 suddenly appearing, it can perform appropriate deceleration control to avoid colliding with the pedestrian 77, while considering the distance to the vehicle 65 behind it.

[0101] In this way, each vehicle 61-66 can use various information, such as information obtained from its own vehicle and information obtained from the roadside, to drive itself to its destination appropriately through autonomous driving.

[0102] (4) Switching operating modes The automatic driving control unit 30 does not necessarily operate in high-automation mode at all times when the automatic driving start SW42 is pressed, until the automatic driving stop SW43 is pressed (or until the destination is reached). When the automatic driving start SW42 is pressed, the calculation unit 30a of the automatic driving control unit 30 executes the main process shown in Figure 5 to switch between high-automation mode and basic mode. In other words, the mode switching function is realized when the calculation unit 30a executes the main process shown in Figure 5.

[0103] When the vehicle 1's unshown start switch (e.g., ignition switch) is turned on, the calculation unit 30a reads the main processing program shown in Figure 5 from memory 30b and executes it. When the calculation unit 30a starts the main processing shown in Figure 5, in S10 it sets the driving mode to the basic mode and executes the automatic control function based on the automatic driving level set as the basic mode. For example, if level 1 is set as the basic mode, it executes the automatic control function of control A (see Figure 3A). The execution of the automatic control function is performed based on the various information acquired, including the aforementioned surrounding information, as needed. If level 0 is set as the basic mode, no automatic control functions are executed. Automatic control functions set as targets for execution in the basic mode are executed automatically, but other functions are basically left to the driver's operation.

[0104] In S15, it is determined whether a destination has been set. If a destination has not yet been set (S15: NO), in S20, it is determined whether the destination setting has been entered. If the destination setting has not been entered (S20: NO), it returns to S15. In other words, the basic mode continues until a destination is set.

[0105] If a destination has been set (S15:YES) or if a destination has been set in S20 (S20:YES), then in S25, it is determined whether the automatic driving start SW42 is turned on. If the automatic driving start SW42 is not turned on (S25:NO), the process returns to S15. If the automatic driving start SW42 is turned on (S25:YES), then in S30, the automatic driving control process is executed. The automatic driving control process determines whether it is possible to switch the driving mode from the basic mode to the highly automated mode, and if so, switches to the highly automated mode. The automatic driving control process also includes determining whether it is necessary to switch back to the basic mode after switching to the highly automated mode, and switching back to the basic mode if necessary. Details of the automatic driving control process in S30 are shown in Figure 6.

[0106] Proceeding to the automatic driving control process shown in Figure 6, at S110, it is determined whether the current driving mode is the highly automated mode. If it is already in highly automated mode (S110: YES), proceed to S200. If it is not in highly automated mode but in basic mode (S110: NO), proceed to S120.

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

[0108] If the initial automatic switching confirmation process has not yet been executed after the main process has started (S120: If NO, proceed to S130 to execute the initial automatic switching confirmation process. If the initial automatic switching confirmation process has already been executed after the start of the main process (S120:YES), in S140, determine whether or not the vehicle has been driven since startup. If the vehicle has been driven even a little since startup, regardless of the driving mode (S140:YES), proceed to S150 to execute the normal automatic switching confirmation process. If the vehicle has not been driven at all since startup (S140:NO), proceed to S160. The normal automatic switching confirmation process is one of the automatic switching confirmation processes for determining whether or not the driving mode of vehicle 1 can be switched from basic mode to highly automated mode, and is an automatic switching confirmation process that is executed when the initial automatic switching confirmation process has already been executed.

[0109] It is not mandatory to separate the initial automatic switching confirmation process from the normal automatic switching confirmation process. One of them may be omitted, and only the other may be executed if the S110 result is negative. Alternatively, both may be combined into a single automatic switching confirmation process, and that single automatic switching confirmation process may be executed if the S110 result is positive.

[0110] Details of the initial automatic switching confirmation process in S130 are shown in Figure 7. Proceeding to the initial automatic switching confirmation process in Figure 7, the driver's operating status is confirmed in S310. In this embodiment, when switching to the highly automated mode immediately after startup, it is required that the driver be able to operate vehicle 1 normally. This is to ensure a smooth return to the basic mode if it becomes necessary to return to the basic mode after starting to drive in highly automated mode. It also serves to prevent inexperienced drivers (e.g., children) or those who should not be operating vehicle 1 from driving vehicle 1 automatically.

[0111] The specific operating conditions to be checked in S310 may be determined as appropriate. For example, a first determination method may be used to determine whether the driver is holding the steering wheel 20 and pressing the brake pedal 28a. Alternatively, a second determination method may be used in which the driver drives the vehicle 1 for a certain period of time (e.g., several tens of seconds) and it is determined whether the driving operations during that drive were normal. Specifically, for example, the determination of whether the driving operations were normal may be based on whether the accelerator operation was smooth, whether the steering wheel 20 was operated smoothly (whether the operation was performed in accordance with the shape of the driving path), whether the vehicle was driven without swaying in relation to the lane detected by various on-board cameras and radar devices, and whether the driver was able to drive in accordance with the signals and signs detected by various on-board cameras and radar devices.

[0112] Furthermore, the method for determining whether or not the driver is seated in the driver's seat may be used alone or in combination with other determination methods. In S320, a decision is made as to whether or not to switch to the highly automated mode based on the confirmation results in S310. For example, if the first decision method is used in S310 and it is determined that the steering wheel 20 is being held and the brake pedal 28a is being pressed, it may be determined that switching to the highly automated mode is possible. In this case, a decision may also be made as to whether or not the driver is seated in the driver's seat based on the detection signal from the seating sensor 25, and if the driver is seated in the driver's seat, it may be determined that switching to the highly automated mode is possible. Alternatively, for example, if the second decision method is used in S310 and it is determined that the driving operation during driving is normal, it may be determined that switching to the highly automated mode is possible. In this case as well, a decision may also be made as to whether or not the driver is seated in the driver's seat based on the detection signal from the seating sensor 25, and if the driver is seated in the driver's seat, it may be determined that switching to the highly automated mode is possible. Note that the operating state confirmed in S310 being such that it is determined in S320 that switching to the highly automated mode is possible is just one example of a basic mode switching condition.

[0113] In S330, it is possible to switch to advanced automation mode based on the judgment result of S320. Determine whether or not. If it is determined in S320 that switching to highly automated mode is possible (S330: YES), proceed to S335.

[0114] In S335, it is determined whether the occupants are wearing seat belts. This determination is made based on the detection signals from the seat sensor 25 and the belt sensor 26. Specifically, the determination in S335 may be, for example, a determination of whether all occupants are wearing seat belts, or it may be a determination of whether occupants in at least certain seats (e.g., the driver's seat and the passenger seat) are wearing seat belts. If S335 determines that all occupants being judged are wearing seat belts (S335: YES), the process proceeds to S340.

[0115] S340 determines whether the basic mode maintenance flag has been cleared. Note that the basic mode maintenance flag, as well as the various flags described later, are all cleared to their initial values ​​at the start of the main process.

[0116] If the basic mode maintenance flag is cleared (S340:YES), the advanced automation switch flag is set in S350. After processing in S350, the process proceeds to S160 (Figure 6). If it is determined in S330 that switching to advanced automation mode is not possible, the process proceeds to S360. Also, if it is determined in S335 that there is an occupant among those being assessed who is not wearing a seat belt (S335:NO), the process proceeds to S360. Also, if it is determined in S340 that the basic mode maintenance flag is not cleared (i.e., set) (S340:NO), the process proceeds to S360. In S360, the advanced automation switch flag is cleared. After processing in S360, the process proceeds to S160 (Figure 6).

[0117] Next, the details of the normal automatic switching confirmation process in S150 (Figure 6) are shown in Figure 8. Proceeding to the normal automatic switching confirmation process in Figure 8, in S410, it is determined whether the conditions for normal transition to the highly automated mode are met. Various conditions for normal transition to the highly automated mode can be considered. For example, it may be that the driver is holding the steering wheel 20. Alternatively, for example, it may be that the vehicle 1 is traveling within the legal speed limit and is in a state where it can travel in a straight line or similar (with few turns) for a certain period of time. In other words, the conditions for normal transition may be set so that the system can switch to the highly automated mode in a stable state. Furthermore, as a condition for normal transition, for example, the condition that the driver is seated in the driver's seat may be used alone or in combination with other conditions (for example, as a logical OR or logical AND with other conditions). Note that this normal transition condition is just one example of a condition for switching to the highly automated mode.

[0118] If the conditions for a normal transition to the highly automated mode are met (S410: YES), then in S480, it is determined whether the basic mode maintenance flag has been cleared. If the basic mode maintenance flag has not been cleared (S480: NO), then in S470, the highly automated switching flag is cleared, and the process proceeds to S160 (Figure 6). If the basic mode maintenance flag has been cleared (S480: YES), then in S490, the highly automated switching flag is set, and the process proceeds to S160 (Figure 6).

[0119] If S410 determines that the conditions for a normal transition to the advanced automation mode are not met (S410:NO), the system will generally prioritize and maintain the basic mode. However, if a driver is seated in the driver's seat, the system will check the driver's condition through processing from S420 onward. If any abnormality occurs in the driver's condition (an abnormality that may prevent the driver from driving normally), the system will set the advanced automation switch flag to switch to the advanced automation mode.

[0120] In short, the switch from basic mode to highly automated mode is basically done by the driver and This should be done after confirming that Vehicle 1 is in a stable state. However, if the driver is unable (or not attempting to) drive Vehicle 1 normally, depending on the situation, it may be necessary to forcibly switch to highly automated mode to ensure Vehicle 1 is driven properly. Therefore, in S420 and below, if the driver is unable to drive Vehicle 1 normally, the highly automated mode switching flag is set.

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

[0122] The S420 determines whether the driver's gaze is directed forward. This determination may be based on image data captured by the interior camera 3. Cases where the driver's gaze is not directed forward include, for example, when the driver is watching television, operating a mobile phone or smartphone, or driving while distracted.

[0123] If the driver's gaze is directed forward (S420: YES), proceed to S450. If the driver's gaze is not directed forward (S420: NO), proceed to S430 to determine whether the vehicle is stopped or not. If Vehicle 1 is stopped (S430: YES), proceed to S450. If Vehicle 1 is moving (S430: NO), proceed to S440 to determine whether the state of the driver not directing their gaze forward has continued for the specified time. If the state of the driver not directing their gaze forward has not continued for the specified time (S440: NO), proceed to S450. If the state of the driver not directing their gaze forward has continued for the specified time (S440: YES), proceed to S490 and set the advanced automation switching flag.

[0124] The S450 determines whether the driver's eyesight is normal or not. Specifically, it determines that the driver's eyesight is normal if they are not drowsy or close to drowsy, and abnormal if they are drowsy or close to drowsy. This determination may also be made based on image data captured by the interior camera 3.

[0125] If the driver's eyesight is normal (S450: YES), proceed to S460. If the driver's eyesight is abnormal (S450: NO), proceed to S490 and set the advanced automation switching flag.

[0126] The S460 determines whether the driver's physical condition is normal or not. Specifically, this determination is made based on biological information obtained from the biosensor 21. For example, if the pulse rate is within the normal range and there is no abnormal sweating, the driver's physical condition is determined to be normal. Conversely, if the pulse rate is above the normal range or there is abnormal sweating, the driver's physical condition is determined to be abnormal.

[0127] If the driver's physical condition is normal (S460: YES), proceed to S470 to clear the advanced automation switching flag. If the driver's physical condition is abnormal (S460: NO), proceed to S490 to set the advanced automation switching flag. After processing in S470 and S490, proceed to S160 (Figure 6). Note that the driver's state being positively judged in S440, negatively judged in S450, and negatively judged in S460 are all examples of advanced automation switching conditions.

[0128] S160 determines whether the advanced automation switching flag is set. If the switching flag is not set (cleared) (S160: NO), proceed to S200. If the advanced automation switching flag is set (S160: YES), in S170, the driving mode is set to advanced automation mode and automated driving to the destination begins. More specifically in S170, the driving mode is set to advanced automation mode, and automatic control functions based on the automated driving level set for advanced automation mode are executed. For example, if level 6 is set as the advanced automation mode, six types of automatic control functions A to F (see Figure 3A) are executed. Also, for example, if level 7 is set as the advanced automation mode, all seven types of automatic control functions A to G are executed to achieve fully automated driving. The execution of the automatic control functions is performed based on the various information acquired as needed, including the surrounding information mentioned above.

[0129] The S180 provides notification when autonomous driving in advanced automation mode has begun. Specifically, it notifies the driver by voice or other means that the vehicle has switched to advanced automation mode. This notification may be given only when the vehicle switches to advanced automation mode, or it may be given periodically after the switch (for example, repeatedly at predetermined time intervals). Furthermore, the notification method is not limited to voice. For example, the notification may be given by various methods such as vibrating the steering wheel in a specific pattern or displaying a specific message on the instrument panel inside the vehicle.

[0130] In S185, a notification of "no cutting in front of vehicle 1" is issued to those around vehicle 1 to make them aware that they do not want other vehicles to cut in front of vehicle 1. The specific method of the "no cutting in front of vehicle" notification may be determined as appropriate. For example, a lamp for the "no cutting in front of vehicle" notification may be installed and illuminated. Alternatively, an image indicating that other vehicles should not cut in may be displayed on the side or window of vehicle 1 so that it is visible from outside the vehicle. Alternatively, a specific sound may be emitted from the horn. A specific sound is, for example, a sound different from the normal sound produced when the driver presses the horn button themselves. Alternatively, the notification that other vehicles should not cut in may be sent to those outside the vehicle using wireless communication such as vehicle-to-infrastructure communication, vehicle-to-vehicle communication, or vehicle-to-pedestrian communication, along with information about the vehicle (e.g., location information, license plate information, etc.).

[0131] In S190, four automatic driving indicator lights 16 are illuminated. This allows external observers to recognize that vehicle 1 is operating in advanced automation mode. Note that other methods besides illuminating the four automatic driving indicator lights 16 may be used to notify the outside that vehicle 1 is operating in advanced automation mode. For example, an image indicating that vehicle 1 is operating in advanced automation mode may be displayed on the side or window of vehicle 1 in a manner visible from outside the vehicle. Alternatively, the fact that the vehicle is set to advanced automation mode may be communicated to the outside using wireless communication such as vehicle-to-infrastructure communication, vehicle-to-vehicle communication, or vehicle-to-pedestrian communication, along with the vehicle's own information (e.g., location information, license plate information).

[0132] In S200, a basic mode switching confirmation process is executed. Details of the basic mode switching confirmation process in S200 are shown in Figure 10. The basic mode switching confirmation process in Figure 10 determines whether the conditions for switching from advanced automation mode to basic mode are met, and if they are met, it switches to basic mode (more specifically, it clears the advanced automation switching flag for this purpose).

[0133] Before explaining the basic mode switching confirmation process in Figure 10, an example of the conditions for switching to the basic mode in this embodiment will be explained using Figure 9. Figure 9 shows a road 90 with a curve. Road construction is being carried out in a section of road 90, and a sign 91 indicating the start of the construction section is installed near point A. Also, a sign 92 indicating the end of the construction section is installed near point D. Vehicle 1 is about to enter point A.

[0134] Vehicle 1 can recognize the contents of signs 91 and 92 from the images captured by the forward cameras 2 and 5, and detect when it has entered or left the construction zone. Furthermore, by obtaining location information of the construction zone from the roadside communication device 81, it can also detect when Vehicle 1 is approaching the start of the construction zone, when Vehicle 1 has entered the construction zone, and when Vehicle 1 has left the construction zone. This construction zone (which may include the section up to a predetermined distance before the start of the construction zone) corresponds to the specific driving area described later.

[0135] Furthermore, the section from point B to point C is a section where driving requires caution due to its narrow road width and numerous curves, and drivers should reduce their speed and drive more safely. By obtaining location information of this section from the roadside communication device 81, vehicle 1 can detect when it is approaching the start of the section, when it has entered the section, or when it has left the section. This section from point B to point C (which may also include the section a predetermined distance before the start of the section) also corresponds to the specific driving area described later.

[0136] Furthermore, the accident site 95, where a traffic accident occurred, is located approximately midway between point E and point F. The accident section from point E to point F, centered around accident site 95, is also a section where drivers should reduce their speed and drive carefully. By obtaining location information of this accident section from the road communication device 81, vehicle 1 can detect when it is approaching the start of the accident section, when it has entered the accident section, or when it has left the accident section. This accident section from point E to point F (which may also include the section a predetermined distance before the start of the accident section) also corresponds to the specific driving area described later.

[0137] In this embodiment, when vehicle 1 travels within the specified driving area described above, it switches from the highly automated mode to the basic mode. The basic mode switching confirmation process in S200 (Figure 6) for achieving this will be explained using Figure 10.

[0138] When the calculation unit 30a moves to the basic mode switching confirmation process shown in Figure 10, it determines in S510 whether the turn signal operation unit 41 has operated the turn signal in the direction of a right turn. If the turn signal operation in the direction of a right turn has been performed (S510: YES), in order to switch to the basic mode, the basic mode maintenance flag is set in S550, the advanced automation switching flag is cleared in S560, and the process proceeds to S210 (Figure 6). Note that operating the turn signal in the direction of a right turn is just one example of a condition for switching to the basic mode.

[0139] If the turn signal for a right turn is not activated in S510 (S510: NO), then in S520, it is determined whether or not the vehicle is driving within a specific driving area as illustrated in Figure 9. If the vehicle is driving within a specific driving area (S520: YES), in order to switch to the basic mode, the basic mode maintenance flag is set in S550, the advanced automation switching flag is cleared in S560, and the process proceeds to S210 (Figure 6). Note that driving within a specific driving area is just one example of a condition for switching to the basic mode.

[0140] If the vehicle is not traveling within a specific driving area in S520 (S520: NO), then in S530, it is determined whether or not a pedestrian has been detected. This determination may be based on the results captured by each of the forward cameras 2 and 5, the detection signal from the forward radar device 11, the received information from vehicle-to-infrastructure communication, and the received information from vehicle-to-pedestrian communication. If a pedestrian has been detected (S530: YES), in order to switch to the basic mode, the basic mode maintenance flag is set in S550, the advanced automation switching flag is cleared in S560, and the process proceeds to S210 (Figure 6). Note that the detection of a pedestrian suddenly appearing is just one example of a condition for switching to the basic mode.

[0141] Furthermore, if a pedestrian suddenly appears, the system may issue an audio warning or use the HUD38 to display an image (a dummy pedestrian image) that highlights the pedestrian appearing from the roadside, in order to alert the driver.

[0142] If no pedestrian is detected in S530 (S530: NO), S540 determines whether the environment outside the vehicle is a specific environment. The specific environment in which the system should switch to the basic mode may be set as appropriate. In this embodiment, the specific environments are defined as at least severe weather with heavy rain, nighttime with poor visibility, and conditions in which the driver is experiencing glare due to backlighting.

[0143] Whether or not it is bad weather with heavy rainfall can be determined based on the detection signal from the rainfall sensor 23. Whether or not it is nighttime can be determined based on the detection signal from the solar radiation sensor 22. Whether or not the driver is experiencing glare due to incoming backlight can be determined, for example, from the shooting results of the first forward camera 2.

[0144] In S540, if the external environment is a specific environment (S540:YES), the system switches to basic mode. In S550, the basic mode maintenance flag is set, and in S560, the advanced automation switching flag is cleared, before proceeding to S210 (Figure 6). If the external environment is not a specific environment (S540:NO), the system determines that there is no need to switch to basic mode. In S570, the basic mode maintenance flag is cleared, and the system proceeds to S210 (Figure 6). Note that the external environment being a specific environment is just one example of a condition for switching to basic mode.

[0145] In S210, it is determined whether the advanced automation switching flag has been cleared. If the advanced automation switching flag has been cleared (S210: YES), in S220, the driving mode is switched to the basic mode, and the process proceeds to S35 (Figure 5). The specific processing in S220 is basically the same as in S10, setting the driving mode to the basic mode and executing the automatic control function based on the automatic driving level set for the basic mode. In addition, in S220, the four automatic driving operation lamps 16 are turned off. This makes it possible to recognize that vehicle 1 is running in basic mode when viewed from the outside.

[0146] Furthermore, when switching to the basic mode with S220, the vehicle's speed may be appropriately reduced. Also, when switching to the basic mode with S220, the driver may be notified of the switch to the basic mode through various means, such as voice, steering wheel vibration, or a display on the instrument panel inside the vehicle.

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

[0148] If the automatic driving stop SW43 is not turned on (S35: NO), S50 determines whether the destination has been reached. If the destination has been reached (S50: YES), S55 clears the destination setting and proceeds to S40 and beyond. If the destination has not been reached (S50: NO), S60 determines whether the emergency stop SW44 is turned on or whether the forced stop flag is set. The forced stop flag is a flag that is set in the processes shown in Figures 11 and 13, which will be described later.

[0149] If emergency stop SW44 is not turned on and the forced stop flag is not set, (S60:NO), return to S30. If the emergency stop SW44 is ON or the forced stop flag is set (S60:YES), in S65, clear all the flags as described above, similar to S40. Then, in S70, execute the forced stop process to forcibly stop vehicle 1 and terminate the main process. Thereafter, in order to execute the main process again, at least the start switch must be turned on again (for example, the ignition switch must be turned off and then on again). The forced stop process in S70 is a process that automatically and forcibly stops vehicle 1. The specific method of stopping may be decided as appropriate. For example, it may be set to immediately decelerate and stop on the road while driving. Alternatively, instead of stopping on the road, it may be set to automatically drive to a place other than the road where vehicle 1 can be stopped (for example, a parking lot near the vehicle) and then stop.

[0150] (5) Effects of the embodiment According to the vehicle 1 of this embodiment described above, the vehicle has a highly automated mode and a basic mode as driving modes. When the conditions for switching to the basic mode are met while in the highly automated mode, the vehicle switches to the basic mode. Therefore, it is possible to switch from the highly automated mode to the basic mode at an appropriate timing. Conversely, when the conditions for switching to the highly automated mode are met while in the basic mode, the vehicle switches to the highly automated mode. Therefore, it is possible to switch from the basic mode to the highly automated mode at an appropriate timing.

[0151] However, if the driving mode is in basic mode, and the situation allows switching to advanced automation mode (specifically, even if the advanced automation switching flag is set), if the condition for maintaining basic mode continues (specifically, if the basic mode maintenance flag is set), then basic mode will be maintained. Therefore, in situations where basic mode should be maintained, appropriate vehicle control that respects the driver's driving operations can be achieved.

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

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

[0154] For example, the basic mode switching confirmation process shown in Figure 11 may be adopted. In the basic mode switching confirmation process shown in Figure 11, first, in S610, a determination is made as to whether or not a basic mode switching is necessary. This determination determines whether or not it is necessary to switch to the basic mode, and this determination may be made based on various criteria. For example, it may be determined that it is necessary to switch to the basic mode if vehicle 1 is driving within a specific driving area or if the outside environment is a specific environment. Also, for example, it may be determined that it is necessary to switch to the basic mode if an occupant who was wearing a seat belt unbuckles their seat belt. Also, for example, it may be determined that it is necessary to switch to the basic mode if other vehicles around the vehicle exhibit a specific behavior towards the vehicle.

[0155] This determination can be made based, for example, on images captured by cameras 2-8 or detection results from radar devices 11-14. Specific behaviors may be defined as appropriate. For example, another vehicle moving too close to your vehicle may be defined as a specific behavior. In this case, the method for determining whether or not another vehicle has moved too close may also be defined as appropriate. For example, it may be determined that another vehicle has moved too close when the distance to your vehicle in the lateral direction (perpendicular to the front-to-back direction) falls within a specified distance. Alternatively, for example, if the rate of change of the lateral distance to your vehicle falls below a specified negative rate of change... If this happens, you can assume that the other vehicle is trying to cut you off.

[0156] Alternatively, for example, a vehicle traveling behind the vehicle suddenly approaching the vehicle itself could be defined as a specific behavior. In this case, the method for determining whether or not the vehicle is approaching rapidly can also be determined as appropriate. For example, similar to the method for determining whether or not a vehicle is swerving as described above, the determination could be based on the distance to the vehicle behind or the rate of change of that distance.

[0157] In S620, based on the result of S610, it is determined whether or not a switch to basic mode is necessary. If a switch to basic mode is not necessary (S620: NO), in S710, the basic mode maintenance flag is cleared and the process proceeds to S210 (Figure 6). If a switch to basic mode is necessary (S620: YES), in S630, it is determined whether or not the vehicle is already set to basic mode. If the vehicle is already set to basic mode (S630: YES), the process proceeds to S210 (Figure 6). If the vehicle is not yet in basic mode (i.e., in highly automated mode) (S630: NO), in S640, the driver is notified of the upcoming switch to basic mode using various methods, such as voice, vibration of the steering wheel in a specific pattern, or displaying a specific message on the instrument panel inside the vehicle.

[0158] In S650, the system determines whether the driver has performed a prescribed action in response to the notification from S640. The prescribed action may be a variety of actions that confirm the driver is in a state where they can operate the vehicle in basic mode. For example, the prescribed action may be the driver gripping the steering wheel 20 and looking forward. Alternatively, the prescribed action may be the driver making a specific sound, performing a specific gesture, or operating a specific control component (e.g., a specific switch) inside the vehicle.

[0159] If the driver performs the prescribed action (S650:YES), the basic mode maintenance flag is set in S660, the advanced automation switching flag is cleared in S670, and the process proceeds to S210 (Figure 6). If the driver does not perform the prescribed action (S650:NO), S680 determines whether a timeout occurred from the start of the notification in S640 without the driver performing the prescribed action, that is, whether a certain period of time has passed without the driver performing the prescribed action.

[0160] If the timeout has not yet occurred, the system returns to S650. If the timeout has occurred, the advanced automation switching flag is cleared in S690, the forced stop flag is set in S700, and the system proceeds to S210 (Figure 6). In other words, if, despite being in a state where the system should switch to basic mode, the driver does not perform any prescribed actions for a certain period of time after the report in S640, it is assumed that there may be some kind of abnormality with the driver, and the forced stop flag is set in order to forcibly stop vehicle 1.

[0161] Furthermore, as the basic mode switching confirmation process in S200 of Figure 6, for example, the basic mode switching confirmation process shown in Figure 12 may be adopted. In the basic mode switching confirmation process shown in Figure 12, first, in S1010, it is determined whether or not inter-vehicle distance control is being executed among the multiple types of automatic control functions. In the above embodiment, as illustrated in Figure 3A, inter-vehicle distance control is executed if the automatic driving level is level 2 or higher.

[0162] If distance control is not being performed (S1010: NO), the basic mode switching confirmation process is terminated. If distance control is being performed (S1010: YES), the process proceeds to S1020.

[0163] S1020 determines whether or not another vehicle is cutting in front of the vehicle. This determination is made based on, for example, images captured by cameras 2-8 and detection results from radar devices 11-14. This can be done based on the following. The specific method of this judgment may be determined as appropriate. For example, if another vehicle enters the lane in front of your vehicle while you are traveling in that lane, you may determine that an intrusion has occurred. In this case, you may determine that an intrusion has occurred not only if the vehicle enters, but also if the entered state continues for a specified period of time or longer.

[0164] If it is determined that there is no other vehicle cutting in front of the vehicle (S1020: NO), the process proceeds to S1040. If it is determined that there is another vehicle cutting in front of the vehicle (S1020: YES), a warning process is performed in S1030, and the process proceeds to S1040. The warning process in S1030 is a process to draw the attention of the other vehicle that is cutting in front of the vehicle (for example, that the vehicle is behind the other vehicle, that the other vehicle does not want to cut in, etc.). The specific content of this warning process may be determined as appropriate. For example, the same process as the interruption-prohibition notification in S185 of Figure 6 may be performed.

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

[0166] The S1050 warning process is a process to prompt the driver to place their foot on the brake pedal 28a. The specific content of this warning process may be determined as appropriate. For example, the driver may be prompted by voice, by vibrating a specific location in the vehicle (e.g., the seat, steering wheel 20), or by displaying warning information on the display 37 or HUD 38. If the driver does not place their foot on the brake pedal 28a even after the warning process has been performed, a specific process may be executed. In this case, the specific process may be, for example, a process to forcibly stop the vehicle 1, or a process to switch the driving mode to the basic mode.

[0167] In S1060, it is determined whether the brake pedal 28a is depressed or not. If the brake pedal 28a is not depressed (S1060: NO), proceed to S1080. If the brake pedal 28a is depressed (S1060: YES), brake response processing is performed in S1070, and then proceed to S1080.

[0168] The specific details of the brake response processing in S1070 may be determined as appropriate. For example, to increase the distance to the vehicle ahead, the following distance parameter, one of the control parameters used in the following distance control, may be changed to a value greater than its current value. Also, if there are no other vehicles within a certain range in front of the vehicle and so-called cruise control is in operation, the vehicle speed parameter, one of the control parameters used in the following distance control, may be changed to a value lower than its current value so that the vehicle's speed decreases.

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

[0170] The specific details of the accelerator response processing for the S1090 may be determined as appropriate. For example, to shorten the distance to the vehicle ahead, one of the control parameters used in the distance control, the distance between vehicles, may be changed to a smaller value than the current value. Also, if there are no other vehicles within a certain range in front of the vehicle and so-called cruise control is in operation, one of the control parameters used in the distance control may be changed to increase the speed of the vehicle. You could also change one of the vehicle speeds to a value higher than its current value.

[0171] In the S1100, an automatic control function, including distance control between vehicles, automatically determines whether or not emergency braking has occurred. The criteria for determining emergency braking may be determined as appropriate. For example, emergency braking may be determined to have occurred when the deceleration of vehicle 1 exceeds a predetermined threshold.

[0172] If emergency braking is not activated in S1100 (S1100:NO), proceed to S1140. In S1140, the basic mode maintenance flag is cleared. If emergency braking is determined to have been activated in S1100 (S1100:YES), proceed to S1110.

[0173] In S1110, a decision is made as to whether or not it is necessary to switch the driving mode from the highly automated mode to the basic mode. The method for making this decision may be determined as appropriate. For example, the system may decide that it is necessary to switch to the basic mode if the sudden braking itself is detected. Alternatively, for example, each time it is determined in S1100 that the sudden braking has occurred, the number of times this has occurred may be accumulated and stored, and when this accumulated value reaches a predetermined upper limit, it may be determined that it is necessary to switch to the basic mode.

[0174] If it is determined in S1110 that there is no need to switch to basic mode (S1110: NO), proceed to S1140. If it is determined in S1110 that there is a need to switch to basic mode (S1110: YES), set the basic mode maintenance flag in S1120 and clear the advanced automation switch flag in S1130 in order to switch to basic mode.

[0175] Furthermore, the activation of the emergency brakes suggests that there may be some kind of abnormality in front of the vehicle (for example, an accident or an obstacle), and that it would be preferable for the driver to take control of the vehicle while paying attention to their surroundings. It could also indicate a malfunction in the automatic control function. Therefore, if the emergency brakes are activated automatically (S1100: YES), and S1110 confirms this, the system executes processes S1120 and S1130 to switch the driving mode back to the basic mode.

[0176] (2) While driving in highly automated mode, situations may arise where it is necessary to return to basic mode. Therefore, even when driving in highly automated mode, it is preferable that the driver be able to take control of the vehicle themselves whenever necessary. To this end, while driving in highly automated mode, for example, by performing the basic mode preparation confirmation process shown in Figure 13, the driver may periodically perform a simple action to confirm whether it is ready to return to basic mode immediately.

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

[0178] In S830, it is determined whether or not a confirmation action has been performed by the driver. If a confirmation action has been performed by the driver (S830: YES), it is determined that the driver is ready to return to basic mode immediately, and this basic mode preparation confirmation process is terminated. If a confirmation action has not been performed by the driver (S830: NO), in S840, an additional warning alert is issued to the driver via voice or other means, and the request for a confirmation action continues.

[0179] In S850, similar to S830, it is determined whether or not a confirmation action has been performed by the driver. If a confirmation action has been performed by the driver (S850: YES), it is determined that the driver is ready to return to the basic mode immediately, and this basic mode preparation confirmation process is terminated. If a confirmation action has not been performed by the driver (S850: NO), in order to forcibly stop vehicle 1, the advanced automation switching flag is cleared in S860, and the forced stop flag is set in S870, and this basic mode preparation confirmation process is terminated. Alternatively, once the forced stop flag is set in S870, the process may immediately proceed to S70 (Figure 5) to execute the forced stop process.

[0180] (3) The conditions for switching from the highly automated mode to the basic mode may be determined as appropriate. When the conditions for switching to the basic mode are met, it may be determined as appropriate whether the switch should be forced immediately or whether the driver should be checked to see if they are in a state where they can operate the vehicle normally before switching.

[0181] Conversely, the conditions for switching from basic mode to advanced automation mode can also be determined as appropriate. For example, if a call or email is received on the driver's mobile phone or smartphone, the system could detect the ringtone, automatically set the advanced automation switching flag, and switch to advanced automation mode.

[0182] Furthermore, the vehicle 1 in the above embodiment is equipped with LTE communication functionality, and the automatic driving control unit 30 can also handle the functions of sending and receiving mobile phone calls and emails itself. In that case, when a phone call or email is received via the LTE communication network, the system may automatically set the advanced automation switching flag and switch to advanced automation mode.

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

[0184] There is no single, universally applicable rule for when to switch from highly automated mode to basic mode, or vice versa. For example, when driving on narrow, winding roads, depending on the accuracy and performance of the autonomous driving system, it may be smoother and safer for the driver to take control themselves. Conversely, for inexperienced drivers, it may be smoother to leave the driving to the autonomous system. Therefore, the above switching conditions may be set considering the driver's skill level, the driver's preference for driving modes (for example, whether they prioritize highly automated mode or basic mode), and various other circumstances.

[0185] (5) In the above embodiment, even if the vehicle is in a state where it should (or may) switch to the advanced automation mode after switching to the basic mode, the vehicle will continue to operate in the basic mode as long as the vehicle is in a state where it should (or may) operate in the basic mode. In contrast, to prioritize driving in the advanced automation mode, if the vehicle is in a state where it should (or may) switch to the advanced automation mode, it may be configured to forcibly switch to the advanced automation mode even if the vehicle is in a state where it should (or may) operate in the basic mode.

[0186] Furthermore, prioritizing the highly automated mode, after switching to the highly automated mode, the system may continue in the highly automated mode even if it should (or may) switch to the basic mode, as long as the system remains in a state where it should operate in the highly automated mode.

[0187] (6) In the above embodiment, it was necessary to press the automatic driving start SW42 in order to set the vehicle 1 to the highly automated mode and perform automatic driving, but pressing the automatic driving start SW42 is not mandatory. The automatic driving start SW42 may be omitted, and the vehicle may be automatically switched to the highly automated mode when the conditions for switching to the highly automated mode (or switching to the highly automated mode) are met.

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

[0189] Furthermore, when the system should transition from basic mode to highly automated mode and switches to highly automated mode, if the transition trigger is a specific trigger set in advance, the system may forcibly set the automated driving level to level 7 and perform fully automated driving, regardless of the automated driving level set for highly automated mode.

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

[0191] The specific method for asking the vehicle occupants whether they wish to continue driving in highly automated mode may be determined as appropriate. For example, the question may be asked verbally. Alternatively, the question may be asked by displaying a message on the display 37 or HUD 38. The method for the occupants to respond to the question may also be determined as appropriate. For example, the occupants' voice input via the microphone 39 may be recognized, and the content of the occupants' response may be determined based on the recognition result. Alternatively, a button may be displayed on the touch panel, and the occupants may decide whether to continue or not by pressing that button.

[0192] (9) The driver's driving operations may be learned and the results of that learning may be reflected in the automatic control function. Specifically, the automatic driving control unit 30 may, after startup, repeatedly execute the control parameter setting process shown in Figure 14 at predetermined intervals so that the various control parameters used in the automatic control function are updated as appropriate according to the driver's driving operations.

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

[0194] The S1320's learning process detects the driver's habits and preferences from the driver's own driving actions and stores the information indicating those detected habits and preferences (hereinafter referred to as "driving preference information") in memory. This process stores the data in 30b.

[0195] For example, the system may detect the driver's accelerator operation when starting a stationary vehicle 1, determine whether the driver tends to press the accelerator pedal 27a slowly or relatively quickly, and store the result of this determination as one of the driving preference information. Whether the accelerator is pressed slowly or not may be determined, for example, based on whether the rate of change in the amount of pressure applied to the accelerator pedal 27a is above a predetermined threshold.

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

[0197] The types of driving preference information detected and stored during the learning process may be one or more. Furthermore, the specific content may be determined as appropriate. The two examples of driving preference information mentioned above are merely examples.

[0198] If the driving mode is set to the highly automated mode in S1310 (S1310: YES), the process proceeds to S1330. In S1330, it is determined whether or not the driving preference information is reflected in the control parameters. More specifically, it is determined whether or not the processes in S1340 to S1350 have already been executed after the driving mode switched from the basic mode to the current highly automated mode.

[0199] If the control parameters already reflect the driver preference information, that is, if the processes S1340 to S1350 have already been executed after switching to the highly automated mode (S1330: YES), the control parameter setting process is terminated.

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

[0201] In S1340, the driver preference information stored in memory 30b through the learning process in S1320 is read. In S1350, based on the driver preference information read in S1340, the control parameters of the automatic control function set to be executed in the advanced automation mode are calculated. Then, the currently used control parameters are updated to the calculated control parameters.

[0202] For example, if information regarding the operating speed of the accelerator pedal 27a is stored as driving preference information, and the driver tends to press the accelerator pedal 27a slowly, then a value lower than the default value is calculated for the acceleration at startup, which is one of the control parameters in automatic start / stop control, and the system is updated to that calculated value. Conversely, if the driver tends to press the accelerator pedal 27a quickly, then a value higher than the default value is calculated for the acceleration at startup, and the system is updated to that calculated value.

[0203] For example, if the distance from the position where the turn signal is activated to the corner is stored as driver preference information, the system will calculate a distance equal to or close to that stored distance as one of the control parameters in right / left turn control, and update the system with that calculated value.

[0204] Furthermore, the driver may be allowed to choose whether or not to execute the control parameter setting process shown in Figure 14. In such cases, pre-set default values ​​may be used as control parameters. Furthermore, the driver may be able to arbitrarily erase already stored driving preference information. Additionally, when switching from highly automated mode to basic mode, each control parameter may be reset to its default value.

[0205] (10) While the driving mode is set to the highly automated mode, the system may detect the driver's facial expressions, gestures, and statements, and based on the results of these detections, it may determine the driver's satisfaction with the currently running automated control functions. For example, if the driver's facial image captured by the camera is processed using image recognition, and the driver has an unhappy expression, it may be determined that the driver is dissatisfied with the current automated control functions. Conversely, if the driver has a neutral or cheerful expression, it may be determined that the driver is not dissatisfied with the current automated control functions.

[0206] Furthermore, if the system recognizes the driver's statements through speech recognition processing and detects statements indicating dissatisfaction with the current automatic control functions, it may be concluded that the driver is dissatisfied with the current automatic control functions. Conversely, if the driver does not make any statements indicating dissatisfaction with the current automatic control functions, it may be concluded that the driver is not dissatisfied with the current automatic control functions.

[0207] Furthermore, if it is determined that the user is dissatisfied with the current automatic control functions, the operating mode may be switched to the basic mode. (11) In addition, the functions of one component in the above embodiment may be distributed among multiple components, or the functions of multiple components may be integrated into one component. Furthermore, at least a part of the configuration of the above embodiment may be replaced with a known configuration having a similar function. Furthermore, a part of the configuration of the above embodiment may be omitted to the extent that the problem is solved. Furthermore, at least a part of the configuration of the above embodiment may be added to, substituted for, or otherwise replaced with the configuration of other above embodiments. Any aspect of the technical concept specified by the wording of the claims is an embodiment of the present disclosure.

[0208] [Technical concept understood from the embodiments] From the various embodiments described in detail above, at least the following technical concepts can be understood. Specifically, the automated driving control device of this disclosure, configured as shown in (A) below, may be further configured as shown in (B) to (E) below. (A) An automatic driving control device installed in a vehicle, The surrounding information acquisition unit is configured to acquire surrounding information, which is information about the area around the vehicle, A driving mode setting unit configured to set the driving mode of the vehicle to either an advanced automation mode in which some or all of the multiple types of driving operations necessary for the vehicle's operation are automatically performed based on the surrounding information, or a basic mode in which the number of types of driving operations performed automatically is fewer than or zero than in the advanced automation mode, An automatic control unit configured to execute the operation operation set to be performed automatically in the operation mode based on the operation mode set by the operation mode setting unit, Equipped with, The operating mode setting unit is configured to switch the operating mode to the basic mode when the operating mode is set to the advanced automation mode and a preset basic mode switching condition is met. Automatic driving control system. (B) In the above (A), When the aforementioned driving mode is set to the advanced automation mode, and a preset basic mode switching condition is met, the driver of the vehicle will be informed that the driving mode is the basic mode An automatic driving control device comprising a switching notification unit configured to provide specific notifications to indicate when a mode is being switched.

[0209] With an automated driving control system configured in this way, the vehicle driver can recognize when the driving mode switches from highly automated mode to basic mode. Therefore, the driver can continue to operate the vehicle appropriately even after switching to basic mode. (C) In (A) or (B) above, When the driving mode is set to the highly automated mode, the vehicle includes a prescribed operation determination unit configured to determine whether the driver of the vehicle is performing prescribed operations when a preset basic mode switching condition is met. The operating mode setting unit is configured to switch the operating mode to the basic mode when the operating mode is set to the advanced automation mode, when a preset basic mode switching condition is met, and when the prescribed operation determination unit determines that the driver is performing the prescribed operation. Automatic driving control system.

[0210] With an automated driving control system configured in this way, it is possible to switch to the basic mode only after confirming whether the driver is actually capable of driving in the basic mode. Therefore, even after switching to the basic mode, the driver can continue to operate the vehicle appropriately. (D) In ​​any one of the above (A) to (C), A confirmation action request unit is configured to repeatedly request a specific confirmation action from the driver of the vehicle at specific timings while the driving mode is set to the highly automated mode. Each time the confirmation operation request unit makes a request for the confirmation operation, a confirmation operation determination unit is configured to determine whether or not the confirmation operation has been performed by the driver, A stopping unit configured to stop the vehicle if the confirmation operation determination unit does not determine that the confirmation operation has been performed, An automatic driving control system equipped with the following features. (E) In any one of the above (A) to (D), An automatic driving control device comprising an external notification unit configured to notify the outside of the vehicle when the driving mode is set to the highly automated mode. [Explanation of symbols]

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

Claims

1. It is a vehicle, A left-side camera is provided on the left side of the vehicle and is capable of photographing the left side of the vehicle. A right-side camera is provided on the right side of the vehicle and is capable of photographing the right side of the vehicle. A left-side radar device is provided on the left side of the vehicle and is capable of acquiring target information relating to a target to the left of the vehicle. A right-side radar device is provided on the right side of the vehicle and is capable of acquiring target information relating to a target to the right of the vehicle. The vehicle is equipped with a front camera that photographs the area in front of the vehicle, The vehicle is provided with a rear camera capable of photographing the area behind the vehicle, An interior camera is provided inside the vehicle and is capable of photographing the interior of the vehicle. A biosensor capable of detecting whether or not the driver is touching the steering wheel, A determination means for determining whether there is any abnormality in the state of the driver, Equipped with, The surrounding information, which is information about the area around the aforementioned vehicle, is acquired. The vehicle has two driving modes: a highly automated mode in which there are multiple types of automatic control functions that perform driving operations based on the surrounding information, and a basic mode in which there are fewer types of automatic control functions than in the highly automated mode. If the vehicle's driving mode is the highly automated mode, it will drive according to the highly automated mode; if the vehicle's driving mode is the basic mode, it will drive according to the basic mode. The automatic control function in the basic mode includes collision prevention control, which automatically steers the vehicle to avoid collision with an obstacle present on the road in the direction of travel of the vehicle, and automatic start / stop control, which automatically stops the vehicle when conditions for stopping are met while driving, and automatically starts the vehicle when the conditions for stopping are released. The automatic control function in the advanced automation mode includes inter-vehicle distance control, lane keeping control, and lane change control. The lane change control described above detects other vehicles in the adjacent lane to be changed to when a lane change or steering maneuver for a lane change becomes necessary, and automatically changes lanes while controlling the driving force, braking force, or steering to avoid collision with the other vehicle in the adjacent lane, according to the presence, position, or speed of the other vehicle in the adjacent lane. vehicle.

2. A vehicle, A left-side radar device is provided on the left side of the vehicle and is capable of acquiring target information relating to a target to the left of the vehicle. A right-side radar device is provided on the right side of the vehicle and is capable of acquiring target information relating to a target to the right of the vehicle. The vehicle is equipped with a front camera that photographs the area in front of the vehicle, The vehicle is provided with a rear camera capable of photographing the area behind the vehicle, A biosensor capable of detecting whether or not the driver is touching the steering wheel, A determination means for determining whether there is any abnormality in the state of the driver, Equipped with, The surrounding information, which is information about the area around the aforementioned vehicle, is acquired. The vehicle has two driving modes: a highly automated mode in which there are multiple types of automatic control functions that perform driving operations based on the surrounding information, and a basic mode in which there are fewer types of automatic control functions than in the highly automated mode. If the vehicle's driving mode is the highly automated mode, it will drive according to the highly automated mode; if the vehicle's driving mode is the basic mode, it will drive according to the basic mode. The automatic control function in the basic mode includes collision prevention control that automatically steers the vehicle to avoid collisions when obstacles are present on the road in the direction of travel of the vehicle. The automatic control function in the advanced automation mode includes lane change control. The lane change control described above detects other vehicles in the adjacent lane to be changed to when a lane change or steering maneuver for a lane change becomes necessary, and automatically changes lanes while controlling the driving force, braking force, or steering to avoid collision with the other vehicle in the adjacent lane, according to the presence, position, or speed of the other vehicle in the adjacent lane. vehicle.

3. A vehicle, A left-side radar device is provided on the left side of the vehicle and is capable of acquiring target information relating to a target to the left of the vehicle. A right-side radar device is provided on the right side of the vehicle and is capable of acquiring target information relating to a target to the right of the vehicle. The vehicle is equipped with a front camera that photographs the area in front of the vehicle, The vehicle is provided with a rear camera capable of photographing the area behind the vehicle, A biosensor capable of detecting whether or not the driver is touching the steering wheel, A means for determining whether the driver is performing the specified operation, Equipped with, The surrounding information, which is information about the area around the aforementioned vehicle, is acquired. The vehicle has two driving modes: a highly automated mode in which there are multiple types of automatic control functions that perform driving operations based on the surrounding information, and a basic mode in which there are fewer types of automatic control functions than in the highly automated mode. If the vehicle's driving mode is the highly automated mode, it will drive according to the highly automated mode; if the vehicle's driving mode is the basic mode, it will drive according to the basic mode. The automatic control function in the basic mode includes collision prevention control, which automatically steers the vehicle to avoid collision with an obstacle present on the road in the direction of travel of the vehicle, and automatic start / stop control, which automatically stops the vehicle when conditions for stopping are met while driving, and automatically starts the vehicle when the conditions for stopping are released. The automatic control function in the advanced automation mode includes lane change control. The lane change control described above detects other vehicles in the adjacent lane to be changed to when a lane change or steering maneuver for a lane change becomes necessary, and automatically changes lanes while controlling the driving force, braking force, or steering to avoid collision with the other vehicle in the adjacent lane, according to the presence, position, or speed of the other vehicle in the adjacent lane. vehicle.

4. A vehicle, A left-side radar device is provided on the left side of the vehicle and is capable of acquiring target information relating to a target to the left of the vehicle. A right-side radar device is provided on the right side of the vehicle and is capable of acquiring target information relating to a target to the right of the vehicle. The vehicle is equipped with a front camera that photographs the area in front of the vehicle, The vehicle is provided with a rear camera capable of photographing the area behind the vehicle, A biosensor capable of detecting whether or not the driver is touching the steering wheel, A determination means for determining whether there is any abnormality in the state of the driver, A means for obtaining route information necessary for driving the vehicle from GPS information, A means for determining whether the vehicle will travel in a straight line for a certain period of time, Equipped with, The surrounding information, which is information about the area around the aforementioned vehicle, is acquired. The vehicle has two driving modes: a highly automated mode in which there are multiple types of automatic control functions that perform driving operations based on the surrounding information, and a basic mode in which there are fewer types of automatic control functions than in the highly automated mode. If the vehicle's driving mode is the highly automated mode, it will drive according to the highly automated mode; if the vehicle's driving mode is the basic mode, it will drive according to the basic mode. The automatic control function in the basic mode includes collision prevention control, which automatically steers the vehicle to avoid collision with an obstacle present on the road in the direction of travel of the vehicle, and automatic start / stop control, which automatically stops the vehicle when conditions for stopping are met while driving, and automatically starts the vehicle when the conditions for stopping are released. The automatic control function in the advanced automation mode includes lane change control. The lane change control described above detects other vehicles in the adjacent lane to be changed to when a lane change or steering maneuver for a lane change becomes necessary, and automatically changes lanes while controlling the driving force, braking force, or steering to avoid collision with the other vehicle in the adjacent lane, according to the presence, position, or speed of the other vehicle in the adjacent lane. vehicle.

5. A vehicle according to any one of claims 1 to 4, The automatic control function in the aforementioned advanced automation mode includes parking control. vehicle.

6. A vehicle according to any one of claims 1 to 4, The automatic control function in the aforementioned advanced automation mode includes right and left turn control. vehicle.

7. The vehicle according to claim 6, The aforementioned right / left turn control system is designed to follow the road if no destination is set, and to proceed in a predetermined direction at a fork in the road if a destination is set. vehicle.

8. A vehicle according to any one of claims 1 to 4, The system has a means for determining whether the driver's gaze is directed forward when driving according to the aforementioned basic mode. vehicle.

9. A vehicle according to any one of claims 1 to 4, When driving in accordance with the aforementioned advanced automation mode, if the conditions for switching to the basic mode are met, the system switches to the aforementioned basic mode. The system is configured to switch to the advanced automation mode when the conditions for switching to advanced automation are met while the vehicle is operating in the basic mode described above. vehicle.

10. The vehicle according to claim 9, The aforementioned conditions for switching to advanced automation are met when the vehicle is within the legal speed limit and can continue driving straight for a certain period of time. vehicle.

11. A vehicle according to claim 9 or 10, The aforementioned advanced automation switching condition is met when the driver is holding the steering wheel, which is operated for steering the vehicle. vehicle.

12. The vehicle according to claim 9, The aforementioned basic mode switching conditions are met when driving in a specific driving area. vehicle.

13. The vehicle according to claim 9, The aforementioned basic mode switching condition is met when a pedestrian suddenly appears. vehicle.

14. The vehicle according to claim 9, The aforementioned basic mode switching condition is met when other vehicles in the vicinity of the vehicle exhibit a specific behavior toward the vehicle. vehicle.

15. A vehicle according to any one of claims 9 to 14, If it is determined that the driver is not performing the prescribed actions, the vehicle shall be stopped. vehicle.

16. A vehicle according to any one of claims 1 to 4, Recognize the content of signs indicating the start or end of a specific driving area. Based on the recognition result of the content of the sign, it is determined whether the vehicle is traveling within the specified driving area. vehicle.

17. A vehicle according to any one of claims 1 to 4, It is determined whether other vehicles present around the said vehicle exhibited any particular behavior toward the said vehicle. When the aforementioned driving mode is set to the highly automated mode, if it is determined that the other vehicle has exhibited the specific behavior, the driving mode is switched to the basic mode. The aforementioned specific behavior includes the other vehicle swerving towards the vehicle in question. vehicle.

18. A vehicle according to any one of claims 1 to 17, The system detects malicious elements including at least one of the following: unauthorized operation from outside the vehicle, computer viruses, malicious software, and malicious data. If the aforementioned fraudulent factors are detected, the fraud response process is executed. vehicle.

19. The vehicle according to claim 18, The aforementioned fraud response process includes at least one of the following (a) to (c): vehicle. (i) Forcibly decelerating the vehicle (b) Forcibly stopping the vehicle (h) Stopping the automatic execution of the operating operation that is set to be performed automatically in the operating mode.

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