Control device, control method, control program

Abstract

A control device according to the present invention has a processor and controls a steering member of a vehicle that can operate autonomously. The processor is configured to acquire the steering angle of the steering member associated with steering control of autonomous operation. The processor is configured to control the steering member such that the steering angle after completion of stopping control of autonomous operation to a boarding area where it is assumed a user will board is in a reset state in which the steering angle is within an allowed steering angle range that includes the steering angle that corresponds to the straight-ahead direction of the vehicle.

Description

Control device, control method, and control program CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Patent Application No. 2023-139335 filed in Japan on August 29, 2023, and the contents of the original application are incorporated by reference in their entirety.

[0002] The present disclosure relates to a control technique for controlling a steering member of an autonomously driven vehicle.

[0003] Patent Document 1 discloses a controller that controls the operation of an automatic driving mode in which a vehicle drives itself without the driver's operation. The automatic driving by this controller is an interlocking type in which when the steering wheels are steered during automatic driving, the steering wheel also rotates in conjunction with the steering wheels.

[0004] Patent No. 6650327

[0005] In an autonomous vehicle in which the steering member operates in conjunction with the steering of the tires during autonomous driving, a situation may arise in which the vehicle stops with the steering member at a steering angle that deviates from the angle corresponding to the vehicle's straight-ahead direction. In this situation, a user who gets into the vehicle may feel uncomfortable with the steering angle of the steering member before the vehicle starts to move under autonomous driving. Furthermore, when a user takes over driving and starts the vehicle under manual driving, the user who gets into the vehicle may also feel uncomfortable with the steering angle of the steering member before the vehicle starts to move under manual driving.

[0006] An object of the present disclosure is to provide a control device that can reduce the user's sense of discomfort when using a steering member. Another object of the present disclosure is to provide a control method that can reduce the user's sense of discomfort when using a steering member. Yet another object of the present disclosure is to provide a control program that can reduce the user's sense of discomfort when using a steering member.

[0007] The technical means of the present disclosure for solving the problems will be described below. Note that the claims and the reference symbols in parentheses in this section indicate the correspondence with the specific means described in the embodiments described later in detail, and do not limit the technical scope of the present disclosure.

[0008] A first aspect of the present disclosure is a control device having a processor and controlling a steering member in an autonomously driven vehicle, wherein the processor is configured to: acquire a steering angle of the steering member linked to steering control by autonomous driving; and control the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a state within an allowable steering angle range that includes a steering angle corresponding to the straight-ahead direction of the vehicle.

[0009] A second aspect of the present disclosure is a control method executed by a processor to control a steering member of an autonomously driven vehicle, comprising: acquiring a steering angle of the steering member linked to steering control by autonomous driving; and controlling the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a state within an allowable steering angle range that includes a steering angle corresponding to the straight-ahead direction of the vehicle.

[0010] A third aspect of the present disclosure is a control program stored in a storage medium for controlling a steering member of an autonomously driven vehicle, and including instructions to be executed by a processor, the instructions including: acquiring a steering angle of the steering member linked to steering control by autonomous driving; and controlling the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a state within an allowable steering angle range that includes a steering angle corresponding to the straight-ahead direction of the vehicle.

[0011] According to these first to third aspects, the steering member is controlled so that the steering angle after the completion of the stop control by the automatic driving to the boarding area where the user is expected to board falls within an allowable steering angle range that includes a steering angle corresponding to the vehicle's straight-ahead direction. Therefore, for the user who gets into the vehicle, the vehicle starts with the steering member in a reset state within the allowable steering angle range. Therefore, the user's discomfort with the steering member can be reduced.

[0012] 1 is a block diagram showing the overall configuration of a first embodiment; FIG. 2 is a schematic diagram showing an example of a steering system controlled by the control device of the first embodiment; FIG. 3 is a block diagram showing the functional configuration of a control device according to the first embodiment; FIG. 4 is a flowchart showing a control flow when the vehicle is stopped according to the first embodiment; FIG. 5 is a flowchart showing a control flow when starting according to the first embodiment; FIG. 6 is a flowchart showing a control flow when starting according to the second embodiment; FIG. 7 is a schematic diagram for explaining suppression interlock control according to the second embodiment; FIG. 8 is a flowchart showing a control flow when the vehicle is stopped according to the third embodiment; and FIG. 9 is a flowchart showing a control flow when the vehicle is stopped according to the fourth embodiment.

[0013] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. Furthermore, when only a portion of the configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination.

[0014] First Embodiment A control device 100 according to a first embodiment of the present invention, shown in Fig. 1, controls a steering wheel 61 of a vehicle A as a host vehicle. From a viewpoint centered on the vehicle A, the vehicle A can also be considered an ego-vehicle. The vehicle A is a mobile object, such as an automobile, that can travel on a roadway with a user as a passenger on board.

[0015] Vehicle A is an autonomous device (autonomous robot) that is provided with an autonomous driving mode that is classified according to the degree of manual intervention by the user in the dynamic driving task. The autonomous driving mode may be realized by autonomous driving control, such as conditional driving automation, high driving automation, or full driving automation, in which the system performs all dynamic driving tasks when activated. The autonomous driving mode may also be realized by advanced driving assistance control, such as driving assistance or partial driving automation, in which the user performs some dynamic driving tasks. The autonomous driving mode may be realized by either autonomous driving control or advanced driving assistance control, or by a combination or switching between these controls. Vehicle A can also be called an autonomous vehicle. Vehicle A is applied to a system that provides a service in which a vehicle is dispatched to a user who wishes to board and travels autonomously to the user's destination.

[0016] In the autonomous driving mode, a medium- to long-term driving plan that determines the planned driving route from the vehicle's current position to the destination and a short-term control plan for driving in accordance with the medium- to long-term driving plan are sequentially generated in vehicle A or an external center. Automated driving is realized by vehicle A executing driving control according to each plan.

[0017] 1 are mounted on vehicle A. The sensor system 10, communication system 20, map database 30, drive system 40, braking system 50, steering system 60, and information presentation system 70. The sensor system 10 acquires sensor information about the external and internal worlds of vehicle A that can be used by the control device 100. To this end, the sensor system 10 includes an external sensor 11 and an internal sensor 12.

[0018] The external sensor 11 acquires external information as sensor information from the external world that is the surrounding environment of the vehicle A. The external sensor 11 may be a target detection type that detects targets that exist in the external world of the vehicle A. The target detection type external sensor 11 is at least one of, for example, an exterior camera, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), radar, sonar, and the like.

[0019] The internal sensor 12 acquires internal information as sensor information from the internal environment, which is the internal environment of the vehicle A. The internal sensor 12 may be a physical quantity detection type that detects a specific physical quantity of motion in the internal environment of the vehicle A. The physical quantity detection type internal sensor 12 includes, for example, at least one of a steering angle sensor and a turning angle sensor. In this embodiment, the steering angle means the rotation angle of the steering wheel 61. The steering angle can also be called a steering wheel angle or a steering wheel turning angle. In this embodiment, the turning angle means the angle of the tires 64 with respect to the longitudinal direction of the vehicle. The turning angle can also be called a tire angle or a tire turning angle. Furthermore, the physical quantity detection type internal sensor 12 may include, for example, at least one of a traveling speed sensor, an acceleration sensor, a gyro sensor, etc.

[0020] The internal sensor 12 may be a user detection type that detects a specific state of the user in the internal environment of vehicle A. The user detection type internal sensor 12 is, for example, at least one of an interior camera, a seating sensor, an actuator sensor, and an in-vehicle equipment sensor. The seating sensor detects the seating state of the user in each seat inside the vehicle. The actuator sensor detects the state of the user's instruction to the driving actuators of vehicle A. For example, the actuator sensor detects at least one of the operation state of the accelerator pedal, the operation state of the brake pedal, the steering state of the steering wheel, the on / off state of the starter switch, and the shift state of the shift lever. The in-vehicle equipment sensor detects at least one of the operation state of an on / off switch, the operation state of a touch panel, and a gesture that can be recognized without contact, as the state of the user's instruction to the in-vehicle equipment.

[0021] The communication system 20 acquires communication information usable by the control device 100 via wireless communication. The communication system 20 may be a positioning type that receives positioning signals from GNSS (Global Navigation Satellite System) satellites present in the external world of the vehicle A. The positioning type communication system 20 is, for example, a GNSS receiver. The communication system 20 may be a V2X type that transmits and receives communication signals to and from a V2X system present in the external world of the vehicle A. The V2X type communication system 20 is, for example, at least one of a DSRC (Dedicated Short Range Communications) communication device and a cellular V2X (C-V2X) communication device. The communication system 20 may be a terminal communication type that transmits and receives communication signals to and from a terminal present in the internal world of the vehicle A. The terminal communication type communication system 20 is, for example, at least one of a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, an infrared communication device, etc.

[0022] The map database 30 stores map information that can be used by the control device 100. The map database 30 is configured to include at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium. The map database 30 may be a database of a locator that estimates the vehicle A's own state quantities, including the vehicle A's own position. The map database 30 may be a database of a navigation unit that navigates the vehicle A's travel route. The map database 30 may be configured by combining multiple types of these databases.

[0023] The map database 30 acquires and stores the latest map information, for example, through communication with an external center via a V2X type communication system 20. Here, the map information is information representing the driving environment of the vehicle A, and is converted into two-dimensional or three-dimensional data. In particular, digital data of a high-precision map is preferably used as the three-dimensional map data. The map information may include road information representing at least one of the following: the position, shape, and road surface condition of the road itself. The map information may also include marking information representing at least one of the following: the position and shape of signs and lane markings attached to the road. The map information may also include structure information representing at least one of the following: the position and shape of buildings and traffic lights facing the road.

[0024] The drive system 40 is made up of parts for accelerating the vehicle A. The parts that make up the drive system 40 are of multiple types, such as an accelerator pedal, a drive motor, a drive engine, a start switch, a transmission, and a shift unit. The braking system 50 is made up of parts for decelerating the vehicle A. The parts that make up the braking system 50 are of multiple types, such as tires 64, a battery, a brake pedal, a friction braking unit, a hydraulic circuit, and a regenerative motor.

[0025] 2 is made up of parts for steering the vehicle A. The parts constituting the steering system 60 include a steering wheel 61, a power steering motor 62, a steering unit 63, tires 64, and the like.

[0026] The steering wheel 61 is a component that can accept manual steering by the user. The steering wheel 61 is adjusted in advance so that a reference angular position, which is a non-rotating state (i.e., a steering angle of zero degrees), is an angular position corresponding to the straight-ahead direction of the vehicle A. In other words, the correspondence between the steering angle and the turning angle is adjusted so that the turning angle of the tires 64 is substantially zero degrees when the steering angle of the steering wheel 61 is substantially zero degrees. Note that an error may occur in the correspondence between the steering angle and the turning angle immediately after adjustment due to aging or the like. The correspondence between the steering angle and the turning angle may be readjusted at the factory, for example, when the battery is replaced. The steering wheel 61 is an example of a steering member.

[0027] The steering unit 63 steers the tires 64 in conjunction with the steering wheel 61 at a steering angle corresponding to the steering angle of the steering wheel 61. In addition, the steering unit 63 is configured to be able to control the steering of the tires 64 even when the steering unit 63 is disengaged from the steering wheel 61. The steering wheel 61 and the steering unit 63 may be coupled to each other so as to be coupled together by a shaft or the like that mechanically transmits the rotation of the steering wheel 61. Alternatively, the steering wheel 61 and the steering unit 63 may be coupled to each other so as to be coupled together via a wire harness or the like that electrically transmits the rotation of the steering wheel 61 by a so-called steer-by-wire system.

[0028] The information presentation system 70 presents alarm information to the user of the vehicle A. The information presentation system 70 may be a visual stimulation type that stimulates the user's vision. The visual stimulation type information presentation system 70 is, for example, at least one of a head-up display (HUD), a multi-function display (MFD), a combination meter, a navigation unit, and a light-emitting unit. The information presentation system 70 may be an auditory stimulation type that stimulates the user's hearing. The auditory stimulation type information presentation system 70 is, for example, at least one of a speaker, a buzzer, and a vibration unit. The information presentation system 70 may be a cutaneous stimulation type that stimulates the user's cutaneous sensation. The cutaneous sensation stimulated by the cutaneous stimulation type information presentation system 70 includes, for example, at least one of touch, temperature, and wind. The skin stimulation type information presentation system 70 is at least one of, for example, a steering wheel vibration unit, a driver's seat vibration unit, a steering wheel reaction force unit, an accelerator pedal reaction force unit, a brake pedal reaction force unit, and an air conditioning unit.

[0029] The visual stimulation type information presentation system 70 may include an external display or the like that presents information to a user outside the vehicle. The auditory stimulation type information presentation system 70 may also include an external speaker or the like that presents information to a user outside the vehicle.

[0030] The control device 100 is connected to the sensor system 10, the information presentation system 70, and the map database 30 via at least one of, for example, a local area network (LAN) line, a wire harness, an internal bus, or a wireless communication line. The control device 100 is configured to include at least one dedicated computer.

[0031] The dedicated computer constituting the control device 100 may be an integrated ECU (Electronic Control Unit) that integrates the driving control of the vehicle A. The dedicated computer constituting the control device 100 may be a determination ECU that determines a driving task in the driving control of the vehicle A. The dedicated computer constituting the control device 100 may be a monitoring ECU that monitors the driving control of the vehicle A. The dedicated computer constituting the control device 100 may be an evaluation ECU that evaluates the driving control of the vehicle A.

[0032] The dedicated computer constituting the control device 100 may be a steering control ECU specialized for controlling the steering system 60. The dedicated computer constituting the control device 100 may be a navigation ECU that navigates the driving route of vehicle A. The dedicated computer constituting the control device 100 may be a locator ECU that estimates the self-state quantity of vehicle A. The dedicated computer constituting the control device 100 may be an actuator ECU that controls the driving actuator of vehicle A. The dedicated computer constituting the control device 100 may be an HCU (Human Machine Interface (HMI) Control Unit) that controls the presentation of information by the information presentation system 70 in vehicle A. The dedicated computer constituting the control device 100 may be a computer other than vehicle A that constitutes, for example, an external center or a mobile terminal capable of communicating with vehicle A.

[0033] The dedicated computer constituting the control device 100 has at least one memory 101 and one processor 102. The memory 101 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores computer-readable programs and data. Here, "storage" may refer to accumulation in which data is retained even when vehicle A is turned off, or temporary storage in which data is erased when vehicle A is turned off. The processor 102 includes at least one type of core selected from a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a RISC (Reduced Instruction Set Computer)-CPU, a CISC (Complex Instruction Set Computer)-CPU, a DFP (Data Flow Processor), and a GSP (Graph Streaming Processor).

[0034] In the control device 100, a processor 102 executes a plurality of instructions included in a control program stored in a memory 101 serving as a storage medium in order to control the steering wheel of the vehicle A. In this way, the control device 100 constructs a plurality of function blocks for controlling the steering wheel of the vehicle A. The plurality of function blocks constructed in the control device 100 include an acquisition block 110, a determination block 120, a control block 130, and a notification block 140, as shown in FIG.

[0035] The control method in which the control device 100 controls the steering wheel of vehicle A through cooperation of these blocks 110, 120, 130, and 140 is executed according to the control flows shown in Figures 4 and 5. First, the control flow when vehicle A is stopped will be explained below with reference to Figure 4. The control flow shown in Figure 4 is repeatedly executed while vehicle A is running, particularly while it is traveling. Note that each "S" in the control flow represents a plurality of steps executed by a plurality of commands included in a control program.

[0036] First, in S10, the judgment block 120 judges whether or not autonomous driving has started to stop the vehicle at a boarding area. Here, the boarding area is an area where a user is expected to board vehicle A after vehicle A has stopped. The boarding area includes at least one of the following types of areas: a boarding area prepared for users of the service to board and disembark; a parking lot for parking vehicle A; an area surrounding the user waiting to board; or an area simply set as a destination for autonomous driving.

[0037] The determination block 120 determines that the stopping control has been started, for example, when a travel trajectory ending in the boarding area in the short-term control plan for autonomous driving is generated or when vehicle control according to the travel trajectory is started. Alternatively, the determination block 120 may determine that the stopping control has been started when it is detected that the vehicle A is approaching within a predetermined distance range from the boarding area.

[0038] Next, in S20, the judgment block 120 determines whether the stopping control is being executed for an emergency stop. The emergency stop is, for example, a stop by Minimum Risk Maneuver (MRM) control executed by the autonomous driving ECU when an event occurs that makes it impossible to drive the vehicle safely. Alternatively, the emergency stop may be a stop by braking control executed when the user in the driver's seat performs an override operation on the braking system 50. The override operation may be, for example, depressing the brake pedal. If it is determined that the stopping control is being executed for an emergency stop, this flow ends. In other words, if the stopping control is being executed for an emergency stop, the reset control by the control block 130, which will be described later, is interrupted.

[0039] If it is determined in S20 that the stopping control is not being executed for an emergency stop, the flow proceeds to S30. In S30, the acquisition block 110 acquires the stopping steering angle of the steering wheel 61 after the vehicle has stopped. The stopping steering angle is the steering angle after the completion of the stopping control. For example, when the speed of the vehicle A becomes substantially zero at the end of the travel path to the boarding area and the acquisition block 110 detects the completion of the stopping control, the acquisition block 110 acquires the steering angle detected by the steering angle sensor included in the internal sensor 12 as the stopping steering angle.

[0040] In the next step S40, the judgment block 120 determines whether the acquired stopping steering angle is within the allowable steering angle range. The allowable steering angle range is a range of steering angles that are equal to or greater than a lower threshold and equal to or less than an upper threshold. The allowable steering angle range includes at least a steering angle corresponding to the straight-ahead direction of vehicle A. The positive or negative steering angle is determined by the direction of rotation of the steering wheel. Whether the rightward or leftward rotation direction is the positive direction may be determined arbitrarily. The steering wheel at a steering angle position corresponding to the straight-ahead direction of vehicle A can also be considered to be in the initial position. The upper and lower limit thresholds of the allowable steering angle range may be set to values ​​corresponding to, for example, the magnitude and margin of error expected in the steering angle in relation to the tire angle. If it is determined that the stopping steering angle is within the allowable steering angle range, this flow ends. In other words, if it is determined that the stopping steering angle is within the allowable steering angle range, the reset control by the control block 130, which will be described later, is interrupted.

[0041] If it is determined that the stopping steering angle is outside the allowable steering angle range, the flow proceeds to S50. In S50, the judgment block 120 determines whether or not the user has completed boarding the vehicle A. The judgment block 120 may determine whether or not the user has completed boarding based on, for example, sensor information from a user detection type internal sensor 12. In this embodiment, the judgment block 120 also determines in which seat in the vehicle A the boarded user is seated.

[0042] When it is determined that the user has completed boarding, the flow proceeds to S60. In S60, the notification block 140 executes a reset notification via the information presentation system 70. The reset notification is a notification that presents control information related to the reset control described below. By executing the reset notification to the interior of the vehicle, the notification block 140 informs the user after boarding the vehicle A that the steering wheel 61 will rotate after stopping the vehicle.

[0043] By the reset notification, the notification block 140 presents at least one type of information, for example, execution notification information of reset control, steering angle notification information regarding the steering angle, or tire angle notification information regarding the tire angle. The execution notification information is information indicating that control of the steering wheel to the reset state will be executed. The steering angle notification information is information indicating the current steering angle while the reset control is being executed. The steering angle notification information is information indicating the current steering angle while the control is being executed. The notification block 140 presents the reset notification, for example, by a visual stimulation type information presentation system 70. The notification block 140 may present the reset notification by a combination of a visual stimulation type information presentation system 70 and an auditory stimulation type information presentation system 70. The reset notification is executed continuously, for example, until the control to the reset state is completed.

[0044] The notification block 140 issues a reset notification to the user seated in the driver's seat. Specifically, the notification block 140 issues a reset notification when a user who has boarded the vehicle is seated in the driver's seat, and suspends the execution of the reset notification when no user is seated in the driver's seat.

[0045] Next, in S70, decision block 120 decides whether the tire control amount for the next start is within the allowable control amount range. The tire control amount is the amount of change in the steering angle in the steering control during the start period, which is a predetermined period from the start of the start of the start, from the time when the stopping control is completed. The amount of change in the steering angle may be the cumulative amount of change in the steering angle during the start period, or may be the amount of difference between the steering angle at the start and end of the start period.

[0046] Here, the allowable control amount range is, for example, a range of tire control amounts that are equal to or exceed a lower limit threshold. The lower limit threshold is a threshold that correlates with the amount of change in steering angle from the time point at which reset control is completed, assuming that reset control is performed with steering wheel 61 and tires 64 linked together. In other words, determination block 120 determines how much larger the amount of change in steering angle when the steering angle at the time point at which stop control is completed is maintained until the start of vehicle start, compared to the amount of change in steering angle when the steering angle is reset before the start of vehicle start.

[0047] If it is determined that the tire control amount is within the allowable control amount range, the flow proceeds to S80. In S80, the control block 130 executes control (reset control) to reset the steering wheel 61. In the reset control, the control block 130 controls the steering wheel 61 so that the steering angle falls within the allowable steering angle range. In this step, the control block 130 executes the reset control with the steering wheel 61 disengaged from the tires 64. In other words, during the reset control in this step, the control block 130 prohibits the tires 64 from being steered. Therefore, the steering angle after the reset control is maintained at the steering angle at the time of completion of the vehicle stop control. The control block 130 maintains the disengaged state of the steering wheel 61 and the tires 64 until it executes the processing of S140 in FIG. 5, which will be described later.

[0048] On the other hand, if it is determined in S70 that the tire control amount is outside the allowable control amount range, the flow proceeds to S90. In S90, the control block 130 executes reset control. In this step, the control block 130 executes reset control while maintaining interlocking with the tires 64. In other words, during the reset control in this step, the control block 130 allows the tires 64 to be steered. Therefore, the steering angle after the reset control in this step falls within the steering angle range corresponding to the allowable steering angle range. Ideally, the steering angle after the reset control in this step is an angle corresponding to the straight-ahead direction of vehicle A, i.e., substantially zero degrees. The control block 130 maintains the interlocking state between the steering wheel 61 and the tires 64 even after this process.

[0049] In S100, which follows S80 or S90, the notification block 140 executes a center notification to the center via the communication system 20. The center notification includes, for example, at least one of the following: angle information of the steering angle sensor after the reset control, steering angle information of the steering wheel 61, and information on the presence or absence of an abnormality in the power steering motor 62. In other words, the center notification is a notification of information related to the executed reset control. The notification block 140 transmits the center notification as information with a smaller amount of information than the stop notification, which is information related to the stop control. Here, the amount of information is, for example, at least one of the communication volume and the type of information. The stop notification includes, for example, at least one of the following information: the stop position, whether the stop was successful, whether the speed is zero, whether the door locks are on, and whether the engine hood is closed.

[0050] Next, the control process of the steering wheel 61 executed when the vehicle A starts moving will be described with reference to the flow of Fig. 5. First, in S110, the decision block 120 decides whether or not the start control of the vehicle A has started.

[0051] The determination block 120 determines that the start control has started, for example, when a driving trajectory starting from the boarding area in the short-term control plan for autonomous driving is generated after the completion of the stop control, or when vehicle control according to the driving trajectory has started. Alternatively, the determination block 120 may determine that the start control has started when a user on board instructs the vehicle A to start. Note that, in the start control, the steering control of the tires 64 is executed whether the tires 64 and the steering wheel 61 are in an interlocked state or a disengaged state. That is, in the steering control in the disengaged state, the tires 64 are steered independently of the stationary steering wheel 61 until the processing of S140 described below is executed.

[0052] In the next step S120, the determination block 120 determines whether or not the steering wheel 61 is disengaged from the tires 64. In other words, the acquisition block 110 determines whether the reset control in the disengaged state with the tires 64 in step S80 or the reset control in the maintained interlock state with the tires 64 in step S90 has been executed.

[0053] If it is determined that the interlock with the tires 64 is released, the flow proceeds to S130. In S130, the decision block 120 determines whether the steering angle controlled in the launch control corresponds to the steering angle. In other words, the decision block 120 determines whether the tire angle achieved by the steering control of the tires 64 when the interlock with the steering wheel 61 is released, when converted to a steering angle, substantially matches the current steering angle. The decision process of S130 is repeatedly executed until a positive determination is made.

[0054] If it is determined in S120 that the interlocking state is not released, or if it is determined in S130 that the tire angle and the steering angle correspond to each other, the flow proceeds to S140. In S140, the control block 130 executes control of the steering wheel 61 by normal interlocking control. The normal interlocking control is control in which the tires 64 and the steering wheel 61 are interlocked, and the steering angle of the steering wheel 61 corresponds to the control angle of the tires 64 in a normal manner.

[0055] When vehicle A starts moving with the tires 64 and steering wheel 61 in a disengaged state due to the series of processes in S130 and S140, the steering wheel 61 remains stationary without being driven until the turning angle and steering angle correspond to each other. For example, suppose the vehicle A stops on the shoulder with the tires 64 tilted to the left relative to the straight-ahead direction, and reset control is performed with the steering wheel 61 in a disengaged state. If vehicle A in this state executes start control to enter the right lane from the shoulder, the tires 64 first begin to turn from left to right, independently of the stationary steering wheel 61. When the tires 64 eventually point in the straight-ahead direction, the tires 64 and steering wheel 61 begin to be interlocked with each other. From the start of this interlocking, the steering wheel 61 begins to rotate to the right together with the tires 64.

[0056] According to the first embodiment described above, the steering wheel 61 is controlled so that the steering angle after completion of the stop control by automatic driving to the boarding area where the user is expected to board falls within the allowable steering angle range including the steering angle corresponding to the straight-ahead direction of the vehicle A. Therefore, for the user who has boarded the vehicle A, the vehicle A starts with the steering wheel 61 in a reset state within the allowable steering angle range. Therefore, the user's discomfort with the steering angle of the steering wheel 61 can be suppressed.

[0057] Furthermore, according to the first embodiment, the steering wheel 61 is controlled to a reset state after the stopping control is completed with the steering angle outside the allowable steering angle range. As a result, the reset control is not executed while the vehicle A is traveling, and the reset control of the steering wheel 61 is executed after the vehicle A has stopped. Therefore, when a user is already on board, it is possible to avoid giving the user an uncomfortable feeling due to the movement of the steering wheel 61 before the vehicle has stopped.

[0058] In addition, according to the first embodiment, if the steering angle falls within the allowable steering angle range at the time of completion of the vehicle stopping control, the control of the steering wheel 61 to the reset state after completion of the vehicle stopping control is interrupted. Therefore, unnecessary operation of the steering wheel 61 when the reset control is not required can be avoided.

[0059] Furthermore, according to the first embodiment, after the vehicle stop control is completed and the user has boarded the vehicle, the control to reset the vehicle is started. Therefore, the user can understand the reset control of the steering wheel 61 after boarding the vehicle. Therefore, the user can easily realize that the discomfort has been resolved.

[0060] According to the first embodiment, when a user sits in the driver's seat, the control to the reset state is notified to the passenger compartment, and when no user sits in the driver's seat, notification to the passenger compartment is prohibited. Therefore, a user seated in a seat where the operation of the steering wheel 61 is likely to be bothersome is reliably notified that the steering wheel 61 will move, and a user who is not bothered by the operation of the steering wheel 61 does not need to be notified.

[0061] Additionally, according to the first embodiment, the reset control is executed in a state where the steering wheel 61 is disengaged from the tires 64. Therefore, in the reset control, deterioration of the tires 64 due to the tires 64 being steered can be suppressed.

[0062] Furthermore, according to the first embodiment, if the control amount of the tires 64 at the next start will be outside the allowable control amount range, disengagement of the interlock between the steering wheel 61 and the tires 64 is prohibited. Therefore, in cases where disengagement would require a relatively large change in the steering angle during start control, prohibiting disengagement can facilitate start control.

[0063] Furthermore, according to the first embodiment, after starting, the driving of the steering wheel 61 is stopped until the steering angle of the tires 64 corresponds to the steering angle of the steering wheel 61. This prevents the steering wheel 61 from being driven because the steering angle of the steering wheel 61 corresponds to the steering angle of the tires 64. This reduces the sense of discomfort felt by the user due to the movement of the steering wheel 61 when starting.

[0064] 6 and 7, the second embodiment is a modification of the first embodiment. The second embodiment differs from the first embodiment in the control process of the steering wheel 61 that is executed when the vehicle A starts moving.

[0065] In the second embodiment, if it is determined in S130 that the turning angle and the steering angle do not correspond to each other, the flow proceeds to S135 as shown in FIG. 6. In S135, the control block 130 executes control of the steering wheel 61 using the suppression interlock control. The suppression interlock control is a control in which the tires 64 and the steering wheel 61 are interlocked, and the rate of change of the steering angle relative to the amount of change in the turning angle is suppressed compared to the normal interlock control. The suppression interlock control is continuously executed until it is determined that the turning angle and the steering angle correspond to each other.

[0066] By performing the series of processes of S130, S135 and S140, when vehicle A starts with the steering wheel 61 and tires 64 in a disengaged state, the rotation speed of the steering wheel 61 relative to the target steering angle is suppressed more than after the correspondence until the turning angle and the steering angle correspond.

[0067] For example, when the start control is started, the target steering angle θ of the tires 64 is ｔｔ , and the corresponding target steering angle θ ｔｔ The target steering angle θ is smaller than ｓｔ is set as shown in the upper part of Fig. 7. In this case, the tire 64 is turned at the target steering angle θ ｔｔ and the time required for the steering wheel 61 to reach the target steering angle θ ｓｔ The suppression interlock control is executed so that the time required for the target steering angle θ to reach the target steering angle θ is substantially equal to the time required for the target steering angle θ to reach the target steering angle θ. ｔｔ The corresponding target steering angle θ ｓｔ is large, the rotation of the steering wheel 61 is slow, so the target steering angle θ ｔｔ Time until reaching the target steering angle θ ｓｔ Therefore, the time required to reach the target steering angle θ ｔｔ Target steering angle θ ｓｔThe suppression interlock control continues until the control cycle in which the value of the suppression interlock control is small.

[0068] According to the second embodiment described above, after starting, the driving of the steering wheel 61 is suppressed until the steering angle of the tires 64 corresponds to the steering angle of the steering wheel 61. This can suppress the steering wheel 61 from being driven relatively quickly because the steering angle of the steering wheel 61 corresponds to the steering angle of the tires 64. This can reduce the sense of discomfort felt by the user due to the movement of the steering wheel 61 when starting.

[0069] Third Embodiment As shown in Fig. 8, the third embodiment is a modification of the first embodiment. The third embodiment differs from the first embodiment in the control process of the steering wheel 61 that is executed when the vehicle A is stopped.

[0070] In the third embodiment, if it is determined in S40 that the stopping steering angle is outside the allowable steering angle range, the flow proceeds to S61 as shown in FIG. 8. In S61, the notification block 140 executes a reset notification without waiting for the user to board the vehicle, i.e., while the user is outside the vehicle. In this embodiment, the notification block 140 presents the reset notification via the information presentation system 70, which presents information to those outside the vehicle. The reset notification is continuously executed until control to the reset state is completed. When the reset notification is executed in S60, the flow proceeds to S70.

[0071] In S95 following S80 or S90, the notification block 140 executes a boarding permission notification via at least one of the communication system 20 and the information presentation system 70 after the reset control is completed. The boarding permission notification is a notification that notifies the user that boarding permission for vehicle A is granted. After processing of S95, the flow proceeds to S100. Through the series of processing of S61, S70, S80, S90, and S95, the reset control is executed before the user boards vehicle A.

[0072] According to the third embodiment described above, the control of the steering wheel 61 is started after the completion of the vehicle stopping control, and the control of the steering wheel 61 is completed before the user gets on board. Therefore, when the user gets on board, the discomfort felt by the user regarding the steering angle position of the steering wheel 61 can already be reduced. Therefore, the discomfort felt by the user can be further reduced.

[0073] 9, the fourth embodiment is a modification of the first embodiment. The fourth embodiment differs from the first embodiment in the control process of the steering wheel 61 that is executed when the vehicle A is stopped.

[0074] In the fourth embodiment, if it is determined in S20 that the stopping control is not being executed for an emergency stop, the flow proceeds to S31 as shown in Fig. 9. In S31, the acquisition block 110 acquires a predicted stopping steering angle of the steering wheel 61 before the vehicle stops. The predicted stopping steering angle is a stopping steering angle predicted before the stopping control is completed. The acquisition block 110 may acquire the predicted stopping steering angle by, for example, predicting a predicted stopping steering angle that correlates with a planned stopping position and attitude in the stopping control and the current position and attitude of the vehicle A relative to the planned stopping position.

[0075] In S41 following S31, judgment block 120 judges whether the acquired predicted stopping steering angle is within the allowable steering angle range. If it is judged that the predicted stopping steering angle is outside the allowable steering angle range, the flow proceeds to S70. Note that the tire control amount in S70 in this embodiment is the amount of change in steering angle from the predicted steering angle at the time of completion of stopping control, assuming that reset control is performed with interlocking with tires 64 released. The judgment process in S70 is executed before vehicle A stops and during stopping control. If it is judged in S70 that the tire control amount for the next start is within the allowable control amount range, the flow proceeds to S81, and if it is judged that the tire control amount is outside the allowable control amount range, the flow proceeds to S91.

[0076] In S81, the control block 130 executes reset control during vehicle stop control. In this step, the control block 130 executes reset control in a state where the link with the tires 64 that are being steered for vehicle stop is released. In other words, the reset control in this step is executed independently of the steering control of the tires 64 during the vehicle stop control.

[0077] On the other hand, in S91, the control block 130 executes reset control while maintaining interlocking with the tires 64. In other words, the reset control in this step is executed in coordination with the steering control of the tires 64 in the vehicle stopping control. That is, in the vehicle stopping control in this step, a control plan until the vehicle stops is generated, also on the condition that the steering wheel 61 is in the reset state. After the processes of S81 and S91, this flow proceeds to S100.

[0078] According to the fourth embodiment described above, the steering wheel 61 is reset until the completion of the vehicle stopping control so that the steering angle falls within the allowable steering angle range at the completion of the vehicle stopping control. Therefore, the steering wheel 61 can be already in the reset state at the completion of the vehicle stopping control. Therefore, the waiting time before or after the user boards the vehicle can be reduced.

[0079] (Other Embodiments) Although multiple embodiments have been described above, the present disclosure should not be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0080] In a modified example, the control device 100 may change the accuracy of the reset control depending on the situation. Here, the accuracy of the reset control is the size of the allowable steering angle range. The higher the accuracy, the smaller the allowable steering angle range. For example, the control device 100 changes the accuracy of the reset control depending on the predicted time until the user boards vehicle A after the stopping control is completed. The predicted time may be predicted depending on, for example, the type of boarding area where the vehicle will be stopped.

[0081] As an example, if the boarding area is a parking lot, the predicted time is expected to be longer than if the boarding area is another type such as a boarding / deboarding area. The longer the predicted time, the higher the accuracy of the reset control by the control device 100. In this case, in S40, the judgment block 120 performs judgment processing using different allowable steering angle ranges depending on the type of boarding area, and in S80 and S90, the control block 130 executes reset control according to the different allowable steering angle ranges depending on the type of boarding area. Alternatively, the control device 100 may change the accuracy of the reset control depending on the size of the parking space for vehicle A in the boarding area and the presence or absence of road markings that define the parking space.

[0082] In a modified example, the notification block 140 may issue the reset notification in S60 in a manner that depends on the seat the user is sitting in. For example, the notification block 140 may issue the reset notification through the visual stimulation type and auditory stimulation type information presentation systems 70 when the user is sitting in the driver's seat, and may issue the reset notification through only the auditory stimulation type information presentation system 70 when the user is sitting in the passenger seat or a rear seat. Alternatively, the notification block 140 may issue the reset notification in the same manner regardless of the seat the user is sitting in.

[0083] In a modified example, the control block 130 may execute the reset control in steps S80, S90, etc. at a steering speed of the steering wheel 61 that is slower than that of normal steering control. Specifically, the control block 130 may execute the reset control at a steering speed that is lower than the lower limit of the steering speed that is assumed when the steering wheel 61 is controlled to be within the allowable steering angle range during normal driving.

[0084] 8, the control block 130 may execute the reset control that is executed before the user gets in before other movement control of the steering wheel 61. Specifically, in the vehicle A having a function of moving the steering wheel 61 to a position further back and higher than the driver's seat after the vehicle has stopped, the control block 130 may execute the reset control before the execution of the function.

[0085] In a modified example, the notification block 140 may also issue a reset notification to the outside of the vehicle in S60, and may also issue a reset notification to the inside of the vehicle in S61.

[0086] In a modified example, the control block 130 calculates the target steering angle θ in S135. ｔｔ Target steering angle θ ｓｔ If the difference is small, the suppression interlock control may be executed.

[0087] In a modified example, the control device 100 may be applied to a type of vehicle A that can transport a user who is not seated. Specifically, the control device 100 may be applied to a vehicle A that allows a user to stand on, such as an autonomous driving bus.

[0088] In a modified example, the dedicated computer constituting the control device 100 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is at least one of an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system on a chip (SOC), a programmable gate array (PGA), and a complex programmable logic device (CPLD). Such a digital circuit may also have a memory that stores a program.

[0089] In a modified example, the vehicle A to which the control device 100 is applied may be, for example, an autonomous robot that is capable of transporting luggage or collecting information by autonomous driving or remote driving, and that is also configured to be manually operated using a steering member. In addition to the forms described so far, the above-mentioned embodiment and modified example may be implemented in the form of a processing circuit (e.g., a processing ECU, etc.) or a semiconductor device (e.g., a semiconductor chip, etc.) as a control device that is configured to be mountable on the vehicle A and has at least one processor 102 and one memory 101.

[0090] (Disclosure of Technical Ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be described in a multiple dependent form, with the subsequent clause alternatively referring to the preceding clause. Furthermore, some clauses may be described in a multiple dependent form, with the subsequent clause referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0091] (Technical Idea 1) A control device having a processor (102) for controlling a steering member (61) in an automatically driven vehicle (A), wherein the processor is configured to: acquire a steering angle of the steering member linked to steering control by automatic driving; and control the steering member so that the steering angle after completion of stopping control by automatic driving to a boarding area where a user is expected to board is reset to a state within an allowable steering angle range that includes the steering angle corresponding to the straight-ahead direction of the vehicle.

[0092] (Technical Idea 2) The control device according to Technical Idea 1, wherein controlling the steering member includes controlling the steering member, after the stopping control is completed, to the reset state in a state where the steering angle is outside the allowable steering angle range.

[0093] (Technical Idea 3) The control device according to Technical Idea 2, wherein controlling the steering member includes interrupting control of the steering member to the reset state after completion of the stopping control if the steering angle falls within the allowable steering angle range at the time of completion of the stopping control.

[0094] (Technical Idea 4) The control device according to Technical Idea 2 or 3, wherein controlling the steering member includes starting control to return to the reset state after the user has completed boarding after the stopping control has been completed.

[0095] (Technical Idea 5) A control device according to Technical Idea 4, further configured to notify control information related to the control of the steering member, wherein notifying the control information includes notifying the vehicle interior of the control to the reset state when the user is in the driver's seat, and prohibiting notification to the vehicle interior when the user is not in the driver's seat.

[0096] (Technical Idea 6) The control device according to Technical Idea 2 or Technical Idea 3, wherein controlling the steering member includes starting control of the steering member after completion of the stopping control and completing control of the steering member before the user gets on board.

[0097] (Technical Idea 7) A control device described in any one of Technical Ideas 1 to 6, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the outside of the vehicle of the control to the reset state.

[0098] (Technical Idea 8) A control device described in any one of Technical Ideas 1 to 7, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the control information to the interior of the vehicle while control of the steering member to the reset state is being executed.

[0099] (Technical Idea 9) A control device described in any one of Technical Ideas 1 to 8, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the center of the control information with a limited amount of information for stop information related to a stop due to automatic driving.

[0100] (Technical Idea 10) The control device according to any one of Technical Ideas 1 to 9, wherein controlling the steering member includes controlling the steering member to the reset state in a state where the steering member and the tire (64) are disengaged.

[0101] (Technical Idea 11) A control device according to Technical Idea 10, wherein controlling the steering member includes prohibiting disengagement of the steering member from the tire if the control amount of the tire at the next start will be outside the allowable control amount range.

[0102] (Technical Idea 12) The control device according to Technical Idea 10 or Technical Idea 11, wherein controlling the steering member includes stopping the drive of the steering member after starting until the steering angle of the tires corresponds to the steering angle of the steering member.

[0103] (Technical Idea 13) The control device according to Technical Idea 10 or Technical Idea 11, wherein controlling the steering member includes suppressing an amount of change in the steering member after starting until the steering angle of the tires and the steering angle of the steering member correspond to each other.

[0104] (Technical Idea 14) The control device according to Technical Idea 1, wherein controlling the steering member includes controlling the steering member to the reset state until completion of the stopping control so that the steering angle falls within the allowable steering angle range at the time of completion of the stopping control.

[0105] The above technical ideas 1 to 14 may be implemented in the form of a control method and a control program.

Claims

1. A control device having a processor (102) for controlling a steering member (61) in an autonomously driven vehicle (A), wherein the processor is configured to: acquire a steering angle of the steering member linked to steering control by autonomous driving; and control the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a state within an allowable steering angle range that includes the steering angle corresponding to the straight-ahead direction of the vehicle.

2. The control device according to claim 1, wherein controlling the steering member includes controlling the steering member, after the stopping control has been completed, to the reset state in a state in which the steering angle is outside the allowable steering angle range.

3. A control device as described in claim 2, wherein controlling the steering member includes interrupting control of the steering member to the reset state after completion of the stopping control if the steering angle falls within the allowable steering angle range at the time of completion of the stopping control.

4. A control device as described in claim 2, wherein controlling the steering member includes initiating control to the reset state after the user has completed boarding after completion of the stopping control.

5. A control device as described in claim 4, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the vehicle interior of the control to the reset state when the user is in the driver's seat, and prohibiting notification to the vehicle interior when the user is not in the driver's seat.

6. The control device according to claim 2, wherein controlling the steering member includes starting control of the steering member after completion of the stopping control and completing control of the steering member by the time the user boards the vehicle.

7. The control device according to claim 1, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the outside of the vehicle of the control to the reset state.

8. The control device according to claim 1, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the control information to within the vehicle cabin while control of the steering member to the reset state is being executed.

9. A control device as described in claim 1, further configured to notify control information related to control of the steering member, wherein notifying the control information includes notifying the center of the control information with a limited amount of information for stop information related to a stop due to automatic driving.

10. The control device according to claim 1, wherein controlling the steering member includes controlling the steering member to the reset state with the steering member and the tire (64) disengaged.

11. The control device according to claim 10, wherein controlling the steering member includes prohibiting decoupling of the steering member from the tires if the control amount of the tires at the next start will be outside the allowable control amount range.

12. The control device according to claim 10, wherein controlling the steering member includes stopping the drive of the steering member after starting off until the steering angle of the tires corresponds to the steering angle of the steering member.

13. The control device according to claim 10, wherein controlling the steering member includes suppressing an amount of change in the steering member after the steering angle of the tires corresponds to the steering angle of the steering member after starting.

14. The control device according to claim 1, wherein controlling the steering member includes controlling the steering member to the reset state until completion of the stopping control so that the steering angle falls within the allowable steering angle range at the time of completion of the stopping control.

15. A control method executed by a processor (102) to control a steering member (61) of an autonomously driven vehicle (A), comprising: acquiring a steering angle of the steering member linked to steering control by autonomous driving; and controlling the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a reset state within an allowable steering angle range that includes the steering angle corresponding to the straight-ahead direction of the vehicle.

16. A control program stored in a storage medium (101) for controlling a steering member (61) of an autonomously driven vehicle (A), the control program including instructions to be executed by a processor (102), the instructions including: acquiring a steering angle of the steering member linked to steering control by autonomous driving; and controlling the steering member so that the steering angle after completion of stopping control by autonomous driving to a boarding area where a user is expected to board is reset to a reset state within an allowable steering angle range including the steering angle corresponding to the straight-ahead direction of the vehicle.

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