Vehicle control device and vehicle control method

Abstract

According to the present invention, a driving system configured to be capable of executing automatic driving comprises a recording unit and a parameter adjustment unit in addition to a functional module that executes the automatic driving. The recording unit acquires data that indicates driving characteristics (in other words, habit of driving operation) of the driver during manual driving, and stores the data in a characteristic storage unit. The parameter adjustment unit changes, on the basis of the data of the driving characteristics stored in the characteristic storage unit, setting values of control parameters that define vehicle behavior during the automatic driving so that the vehicle behavior approaches vehicle behavior during the manual driving. That is, the parameter adjustment unit performs processing that reflects the manual driving characteristics in the automatic driving control.

Description

Vehicle control device and vehicle control method CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Patent Application No. 2024-084651 filed in Japan on May 24, 2024, the contents of which are incorporated by reference in their entirety.

[0002] The present disclosure relates to a technique for automatically controlling the motion of a vehicle.

[0003] Patent Document 1 discloses a system that evaluates the driver's driving skill (for example, the roughness of driving) and provides driving operation advice based on the evaluation.

[0004] Japanese Patent Application Laid-Open No. 2019-215599

[0005] Drivers may unconsciously develop driving habits that reduce the comfort and safety of their passengers, such as hard braking, sudden left turns, short following distances, and swaying.

[0006] On the other hand, drivers find it difficult to correct their driving habits even when they receive advice from others or systems. This is thought to be because drivers themselves are unlikely to recognize the disadvantages of continuing their current driving behavior and the benefits of improving their driving behavior. Psychological reactance may also be a factor in the ineffectiveness of advice from others or systems.

[0007] One of the objects of the present disclosure is to provide a technology that assists in improving driving habits that lead to a decrease in ride comfort.

[0008] The vehicle control device disclosed herein is a vehicle control device configured to be able to switch between an autonomous driving mode and a manual driving mode, and is equipped with: a recording unit that, when the manual driving mode is applied, acquires driving characteristic data, which is data indicating the driver's driving characteristics, from a sensor and stores it in a first memory unit; a planning unit that creates an autonomous driving plan in accordance with control parameters for determining vehicle behavior during autonomous driving, which are stored in a second memory unit; and a reflection unit that performs processing to reflect the driving characteristics in the control parameters using the driving characteristic data recorded in the first memory unit.

[0009] In addition, the vehicle control method included in the present disclosure is a vehicle control method executed by a computer for automatically controlling the vehicle's driving speed and steering, wherein the computer includes a manual driving mode and an automatic driving mode as operating modes, and includes switching the operating mode based on a signal from an input device, and when set to the manual driving mode, acquiring driving characteristic data that is data indicating the driver's driving characteristics from a sensor and storing it in a first memory unit, creating an automatic driving plan in accordance with control parameters for determining the vehicle behavior during automatic driving that are stored in a second memory unit, and reflecting the driving characteristics in the control parameters using the driving characteristic data recorded in the first memory unit.

[0010] According to the above configuration, the driver's driving habits (i.e., driving characteristics) observed during manual driving are reflected in the vehicle behavior during automated driving. This allows the driver to experience vehicle behavior that reflects their own driving characteristics during automated driving. Experiencing vehicle behavior that reflects the driver's own driving characteristics can provide the driver with an opportunity to objectively reexamine their own driving behavior. This makes it easier for the driver to recognize driving habits and problems that are difficult to notice when the driver is the main driver of the driving operation. In other words, by having their own driving characteristics reflected in automated driving, the driver can spontaneously recognize problems in their own driving operation. People are more likely to work on improving problems they have noticed (or experienced) without experiencing psychological reactance. Furthermore, by experiencing problems (e.g., discomfort or unsafety), they are more likely to understand the benefits of improvement. This makes it easier for drivers to improve driving habits that lead to a decrease in ride comfort.

[0011] Note that the symbols in parentheses in the claims indicate a correspondence with the specific means described in the embodiments described below as one aspect, and do not limit the technical scope of the present disclosure.

[0012] 1 is a block diagram showing the configuration of a vehicle system; FIG. 2 is a diagram showing an example of an input device mounted on a vehicle; FIG. 3 is a functional block diagram of a vehicle control device; FIG. 4 is a diagram showing an example of a lane change execution pattern; FIG. 5 is a diagram showing another example of a lane change execution pattern; FIG. 6 is a diagram for explaining an example of driving characteristic data; FIG. 7 is a flowchart for explaining the operation of a recording unit; FIG. 8 is a flowchart for explaining the operation of a parameter adjustment unit; FIG. 9 is a flowchart for explaining the operation of a planning unit; FIG. 10 is a diagram showing an example of types of autonomous driving modes provided in a vehicle control device; and FIG. 11 is a diagram for explaining a configuration for learning and applying control parameters according to a situation.

[0013] <Preface> Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to the following embodiments, and may be implemented with various modifications other than those described below without departing from the spirit of the present disclosure. The various supplements and modifications described below may be implemented in appropriate combinations as long as no technical contradictions arise. Components having the same function may be given the same reference numerals, and their description may be omitted. Furthermore, components having the same function may be given the same or similar names, and they may be distinguished by reference numerals. When only a portion of a configuration is mentioned, the previous description may apply to the other portions.

[0014] The vehicle system 1 according to the present disclosure is a system for automatically controlling the driving of a vehicle Hv, and at least a part of the system is mounted on the vehicle Hv. The automatic driving control may include adjusting the driving speed (i.e., acceleration / deceleration) and steering. A part of the vehicle system 1 may be located outside the vehicle Hv, such as an external server.

[0015] In the present disclosure, the vehicle Hv equipped with the vehicle system 1 may also be referred to as the host vehicle. In the present disclosure, the term host lane refers to the lane in which the vehicle Hv is traveling among multiple lanes on a road. The host lane can also be called an ego lane. An adjacent lane is a lane adjacent to the host lane. In the present disclosure, a preceding vehicle refers to a vehicle that is traveling in the same lane as the vehicle Hv and is closest to the vehicle Hv among the vehicles ahead of the vehicle Hv. A following vehicle refers to another vehicle traveling behind the vehicle Hv in the host lane.

[0016] In this disclosure, a driver refers to a person sitting in the driver's seat, that is, a driver's seat occupant, regardless of whether or not the person is actually performing a driving task. In one aspect, a driver may be understood as a person who receives the authority and responsibility for driving operations from the vehicle system 1 when autonomous driving ends. The term "driver" may be replaced with a driver's seat occupant or a vehicle user. The vehicle Hv may be a remotely operated vehicle that is remotely operated by an operator located outside the vehicle. The driver may also be an operator located outside the vehicle. The operator is a person who has the authority to control the vehicle Hv remotely from outside the vehicle. The operator may also be included in the concept of a driver.

[0017] The vehicle HV is a vehicle equipped with a so-called automated driving function. The automated driving function allows the vehicle to travel autonomously along a predetermined route. As defined by the Society of Automotive Engineers (SAE International), there can be multiple levels of automation for driving operations (hereinafter referred to as automation levels). The automation levels can be divided into six stages, for example, levels 0 to 5. In explaining the automation levels, the system primarily refers to the vehicle control device 30.

[0018] Level 0 is a level equivalent to manual driving, in which the driver performs all driving tasks without system intervention. The driving tasks include steering, acceleration, deceleration, and surrounding monitoring. The driving tasks may be referred to as dynamic driving tasks. Acceleration and deceleration are also referred to as speed adjustment in this disclosure. Level 1 is a level in which the system supports either steering or speed adjustment. Level 1 includes cases in which only adaptive cruise control (ACC) is performed.

[0019] Level 2 is a level at which the system controls the movement of the vehicle Hv in both the longitudinal and lateral directions within a limited range. Level 2 refers to a level at which the system performs both speed adjustment and steering control. Level 2 may be a level at which the system essentially controls the vehicle behavior, although the driver is required to monitor the surroundings (so-called eyes-on). Steering control at level 2 may be control equivalent to lane centering (LC). LC is a function that automatically controls steering so that the vehicle Hv stays in the center of the lane. Steering control at level 2 may be lane tracing assist (LTA). Steering control at level 2 may be limited steering assistance that is performed only when the vehicle Hv is about to deviate from its lane. Steering control at level 2 may be lane keeping assist (LKA).

[0020] Level 2 may be divided into Level 2.0 and Level 2.5. Level 2.0 may be a level at which ACC and LKA operate. Level 2.0 is a level at which the system provides partial steering assistance and the driver essentially performs steering. Level 2.5 is a level at which the vehicle control device 30 essentially performs steering, although the driver still needs to monitor the surroundings. Level 2.5 may be a state in which ACC and LC operate. Level 2.5 may also be referred to as Level 2+, Advanced Level 2, Hands-Off Level 2, etc. In the present disclosure, vehicle control corresponding to Level 2.5 is also referred to as automated driving with a periphery monitoring obligation or semi-automated driving.

[0021] Level 3 refers to a level where the system performs all driving tasks within the Operational Design Domain (ODD), while transferring operational authority to the driver in an emergency. ODD is a condition under which automated driving can be performed. Level 4 is a level where the system performs all driving tasks except under specific circumstances such as on designated roads where it cannot be handled or in extreme environments. Level 5 is a level where the system performs all driving tasks in all environments.

[0022] Automation levels 3 to 5 are automation levels where the driver does not need to monitor the surroundings, in other words, levels that correspond to automated driving. In this disclosure, vehicle control corresponding to level 3 or higher is also referred to as automated driving without the obligation to monitor the surroundings, or autonomous driving control.

[0023] The vehicle control device 30 may be a device that provides an autonomous driving function equivalent to level 3, for example. Of course, in other embodiments, the vehicle control device 30 may be a device that provides an autonomous driving function of level 4 or higher. In other embodiments, the vehicle control device 30 may be a device that provides an advanced driving assistance function up to level 2.5. The vehicle control device 30 may be configured to be able to perform autonomous driving equivalent to level 5. The vehicle control device 30 may be realized in the form of a system (i.e., a vehicle control system).

[0024] The configuration and functions of the vehicle system 1 disclosed below may be modified as appropriate to conform to the laws and customs of the region in which the vehicle system 1 is used, the characteristics / equipment of the vehicle on which it is installed, etc.

[0025] <Overall Configuration of Vehicle System 1> The vehicle system 1 includes, as an example, multiple devices shown in Fig. 1. Specifically, the vehicle system 1 includes an environmental sensor 11, a vehicle state sensor 12, a locator 13, a map storage unit 14, a wireless communication device 15, an occupant state sensor 16, an information presentation device 17, an input device 18, a motion actuator 19, and a secondary actuator 20. The vehicle system 1 also includes a vehicle control device 30. The term "device" may include a sensor, a subsystem, and a circuit. For example, some devices may be configured as a subsystem.

[0026] The vehicle control device 30 is connected to other devices, such as the environmental sensor 11, via an in-vehicle network IvN so that they can communicate with each other. The in-vehicle network IvN is a communication network established within the vehicle. The standard of the in-vehicle network IvN may be any standard, such as Controller Area Network (hereinafter, CAN: registered trademark) or Ethernet (registered trademark). Some devices may be directly connected to the vehicle control device 30 via dedicated signal lines. For example, the vehicle control device 30 may be connected to the motion actuator 19 via a communication cable independent of the in-vehicle network IvN. The connection configuration between devices may be changed as appropriate.

[0027] The environmental sensor 11 is a device that senses the surrounding environment of the vehicle Hv. The environmental sensor 11 may be a sensor (a so-called autonomous sensor) that detects objects present within a detection range. The environmental sensor 11 may also be referred to as an object detection sensor. The environmental sensor 11 may include multiple sensors. The environmental sensor 11 may include a camera 111, a millimeter-wave radar 112, and a LiDAR 113.

[0028] The camera 111 may be an optical camera arranged to capture an image of the outside of the vehicle (e.g., the front) at a predetermined angle of view. The camera 111 may be arranged on the upper edge of the windshield, the front grill, the rooftop, etc. The camera 111 may be configured to detect a predetermined detection target by performing recognition processing on the image frame. The camera ECU may calculate the relative position coordinates of the detected object with respect to the vehicle Hv from position information (e.g., pixel coordinates) of the detected object in the image frame.

[0029] The camera 111 is configured to detect other moving objects, such as pedestrians, cyclists, and automobiles. A moving object may be referred to as a road user or a traffic participant. The camera 111 may also be configured to detect features such as road edges, road markings, and structures installed along the road. The road markings may include at least one of lane marks indicating lane boundaries, crosswalks, stop lines, guidance strips, and traffic control arrows. The structures installed along the road may include at least one of road signs, guardrails, traffic lights, utility poles, curbs, and commercial signs. The camera 111 may also be configured to detect the lighting status of lighting devices of other vehicles, such as hazard lights and turn signals (so-called blinkers), and the lighting status of traffic lights.

[0030] The camera 111 may include multiple cameras. The vehicle system 1 may be equipped with a front camera, a rear camera, a right camera, and a left camera as the cameras 111. The multiple cameras 111 may each have a different imaging direction. The function of analyzing the camera images and detecting the detection target may be provided by another device, such as the vehicle control device 30. The camera 111 transmits data indicating the detection results to the vehicle control device 30 via the in-vehicle network IvN.

[0031] The millimeter-wave radar 112 is a device that detects the relative position and relative speed of an object by transmitting and receiving search waves such as millimeter waves or quasi-millimeter waves in a predetermined direction. The vehicle system 1 may be equipped with multiple millimeter-wave radars 112. The multiple millimeter-wave radars 112 may include a forward radar and a rearward radar. The forward radar is a millimeter-wave radar 112 that transmits search waves toward the front of the vehicle. The rearward radar is a millimeter-wave radar 112 that transmits search waves toward the rear of the vehicle. The millimeter-wave radar 112 generates data indicating the relative position and relative speed of the detected object and outputs data indicating the detection result to the vehicle control device 30. Objects detected by the millimeter-wave radar 112 may include other moving objects, manholes (iron plates), three-dimensional structures serving as landmarks, etc.

[0032] The LiDAR 113 is a device that generates three-dimensional point cloud data indicating the positions of reflection points for each detection direction by emitting laser light. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. The LiDAR 113 may be a Time of Flight (ToF) camera that generates an image indicating the distance to an object (a so-called distance image). The LiDAR 113 also outputs data indicating the detection result to the vehicle control device 30. In the present disclosure, data indicating the environment outside or inside the vehicle, such as data from the camera 111, the millimeter-wave radar 112, and the LiDAR 113, is also referred to as sensor data.

[0033] The environmental sensor 11 may include a sonar or the like. The environmental sensor 11 may include a rain sensor, an illuminance sensor, a temperature sensor, or the like. The rain sensor is a sensor that detects rain. The illuminance sensor is a sensor that detects the brightness outside the vehicle. The temperature sensor is a sensor that detects the temperature outside the vehicle. The combination of sensors included in the environmental sensor 11 may be changed as appropriate.

[0034] The vehicle state sensor 12 is a sensor that outputs information regarding the state of the vehicle Hv. The vehicle system 1 may be equipped with multiple vehicle state sensors 12. The vehicle state sensors 12 include at least one of a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, an accelerator pedal sensor, and a shift position sensor. The vehicle speed sensor is a sensor that detects the traveling speed of the vehicle. The steering angle sensor is a sensor that detects the steering angle. The acceleration sensor is a sensor that detects acceleration acting in the longitudinal direction of the vehicle Hv and lateral acceleration acting in the lateral direction. The yaw rate sensor is a sensor that detects the angular velocity of the vehicle Hv. The accelerator pedal sensor is a sensor that detects the depression amount / depression force of the accelerator pedal 182. The brake pedal sensor is a sensor that detects the depression amount / depression force of the brake pedal 183. The shift position sensor is a sensor that detects the setting position of the shift lever 184, i.e., the shift position. The vehicle state sensors 12 output data indicating the detection results to the in-vehicle network IvN. The output data of the vehicle condition sensor 12 may also be included in the sensor data.

[0035] The locator 13 is a device that generates and outputs position information of the vehicle Hv (more precisely, the locator 13) using navigation signals transmitted from positioning satellites that constitute the Global Navigation Satellite System (GNSS). The locator 13 includes a GNSS receiver, an inertial sensor, and the like. The locator 13 may determine the position and traveling direction of the vehicle Hv by combining the navigation signals received by the GNSS receiver, the measurement results of the inertial sensor, and vehicle speed information transmitted through the in-vehicle network IvN. In the present disclosure, data indicating the position of the vehicle Hv generated and output by the locator 13 is also referred to as host vehicle position data. The host vehicle position may be expressed in latitude and longitude, for example. The host vehicle position data may also be considered an example of sensor data. The locator 13 outputs the host vehicle position data to the vehicle control device 30. The locator 13 may have a function of reading map data around the host vehicle position from the map storage unit 14 and providing the map data to the vehicle control device 30.

[0036] The map storage unit 14 is a storage device that stores map data. The map data stored in the map storage unit 14 may be so-called HD (High Definition) map data. The map data stored in the map storage unit 14 includes data such as the three-dimensional shape of roads, the positions of road markings (e.g., lane marks), and the positions of traffic signs, with the accuracy required for autonomous driving. The map storage unit 14 may also store a navigation map that shows the connection relationships between roads. The navigation map may be used to search for a route from the current location to a destination.

[0037] The map data stored in the map storage unit 14 may be updated by data received from a map server or the like by the wireless communication device 15. The map storage unit 14 may be a storage device that temporarily stores the map data received from the map server by the wireless communication device 15 until the validity period of the data expires.

[0038] The wireless communication device 15 is a device that enables the vehicle Hv to perform wireless communication with an external device. The external device may include at least one of another vehicle, a server, a traffic information center, a roadside device, and a mobile device (e.g., a smartphone). The wireless communication device 15 is configured to be capable of performing cellular communication. Cellular communication refers to wireless communication compliant with LTE (Long Term Evolution), 4G, 5G, or the like. The wireless communication device 15 may be configured to be capable of performing cellular V2X (PC5 / SideLink / Uu).

[0039] The wireless communication device 15 is also configured to be capable of short-range communication. In this disclosure, short-range communication refers to wireless communication in which the communication distance is limited to within several hundred meters. The short-range communication method used may be DSRC (Dedicated Short Range Communications), Wi-Fi (registered trademark), or Bluetooth (registered trademark) Low Energy. DSRC is wireless communication that complies with standards such as IEEE 802.11p, ARIB STD-T75, or CEN EN12253. The short-range communication method may be the aforementioned cellular V2X, for example, communication using a PC5 interface.

[0040] The wireless communication device 15 may receive vehicle data from surrounding vehicles through vehicle-to-vehicle communication. The vehicle data may include speed, current location, turn signal operation status, acceleration, and movement trajectory. Here, surrounding vehicles refer to vehicles present within a range where vehicle-to-vehicle communication is possible. A communication signal including vehicle data transmitted and received through vehicle-to-vehicle communication may be referred to as a vehicle status message. The vehicle status message may be a Cooperative Awareness Message (CAM) defined in ETSI TS 102 637-2 or a Basic Safety Message (BSM) defined in SAE J 2735. The data received by the wireless communication device 15 may also be included in the sensor data.

[0041] The occupant status sensor 16 is a sensor that detects the driver's status. The occupant status sensor 16 may be, for example, a driver status monitor (hereinafter referred to as DSM). The DSM is a sensor that detects the driver's facial orientation, gaze direction, eyelid openness, etc. based on a facial image of the driver. The occupant status sensor 16 transmits driver status data indicating the driver's facial orientation, gaze direction, eyelid openness, etc. to the vehicle control device 30. The driver status data may also be considered a type of sensor data. The occupant status sensor 16 may be a pulse sensor, a thermal camera, etc. The occupant status sensor 16 may include a steering wheel sensor. The steering wheel sensor is a sensor that detects whether the driver is gripping the steering wheel (also referred to as a steering wheel). The steering wheel sensor may be a touch sensor provided on the steering wheel.

[0042] The information presentation device 17 is a device for notifying the driver of information. The information presentation device 17 includes a display and a speaker. The display may include one or more of a meter display, a center display, and a head-up display (HUD). The meter display is a display arranged in an area of ​​the instrument panel located in front of the driver's seat. The center display is a display provided in the center of the instrument panel in the vehicle width direction. The meter display and the center display may be liquid crystal displays or organic EL displays. The HUD is a device that projects image light onto a predetermined area of ​​the windshield. The display displays an image corresponding to a signal input from the vehicle control device 30. The speaker is a device that outputs sound corresponding to a signal input from the vehicle control device 30. In this disclosure, the term "sound" includes notification sounds, voices, music, etc.

[0043] The information presentation device 17 may include a vibrator, an ambient light, etc. The vibrator is a device that provides the driver with tactile stimulation through vibration. The information presentation device 17 may include a vibrator provided on the steering wheel, the seat belt, or the seat back. The ambient light is a lighting device that is realized by a plurality of light emitting diodes (LEDs) and is capable of adjusting the light emission color and light emission intensity. The ambient light may be provided on the instrument panel, the steering wheel, the A-pillar, etc. The ambient light may be a device that notifies the driver of the operating status of the vehicle control device 30 and the risk of an external situation by its light emission color. Such an ambient light may also be called an illumination unit.

[0044] The information presentation device 17 may also include an external display device. The external display device is a device that presents information to other road users. For example, the external display device may be a device that displays an image outside the vehicle. The external display device may be a liquid crystal display or the like. The external display device may display an image for communicating with other road users, such as pedestrians and drivers of other vehicles, based on an input signal from the vehicle control device 30. For example, the external display device may display an image indicating the direction of travel of the vehicle Hv or an image requesting a vehicle traveling in an adjacent lane to yield the right of way (in other words, permission to cut in). Note that the external display device may project an image onto the rear window, side window, or road surface around the vehicle. Headlights or taillights may be configured to operate as the external display device. The external display device may be considered one of the secondary actuators 20.

[0045] The input device 18 is a device for receiving operations from the occupant for the vehicle system 1 (in other words, the vehicle HV). The input device 18 may include at least one of a mechanical switch, a touch panel, an operating lever, and a pedal. The mechanical switch may be a steering wheel switch, a switch arranged on the instrument panel, or a switch provided on the center console. The steering wheel switch is a switch provided on the spoke portion of the steering wheel. The steering wheel switch may include a switch for switching the automation level, such as a switch for inputting the start / end of autonomous driving. The operating lever may include an operating lever (e.g., a turn signal lever) provided on the steering column. The operating lever may include a shift lever. The touch panel may be a touch panel stacked on the center display. The pedals may include an accelerator pedal and a brake pedal. The steering wheel also corresponds to one type of input device 18.

[0046] 2 , the input device 18 may include a steering wheel 181, an accelerator pedal 182, a brake pedal 183, and a shift lever 184 as operation members for controlling the movement of the vehicle Hv. The input device 18 may also include an AD switch 185 that is a switch for switching the operation mode of the vehicle control device 30. In this disclosure, "AD" stands for automated / autonomous driving. The AD switch 185 is a switch for switching the automatic driving function on and off.

[0047] The input device 18 outputs an operation signal, which is an electrical signal corresponding to an operation by the driver, to the vehicle control device 30. The operation signal includes information indicating the content of the driver's operation. The vehicle system 1 accepts a brake operation, an accelerator operation, and / or a steering operation via the input device 18. The vehicle system 1 also accepts an instruction related to a change in operation mode via the input device 18. The instruction related to a change in operation mode also includes an instruction related to the start and end of autonomous driving. The vehicle system 1 may be configured to be able to acquire various instructions from the driver through voice recognition. A device related to voice input, such as a microphone, may also be included in the input device 18.

[0048] In one aspect, the information presentation device 17 and the input device 18 may be an HMI system, which is a subsystem for exchanging information between the occupant and the vehicle system 1. For example, an HCU (HMI Control Unit) may be interposed between the information presentation device 17 and the vehicle control device 30. The HCU is a device that comprehensively controls the output of information (in other words, notifications) to the driver.

[0049] The motion actuator 19 is an actuator that generates power corresponding to any one of acceleration, deceleration, and steering of the vehicle Hv. The motion actuator 19 controls the motion of the vehicle Hv based on an input control signal. The motion actuator 19 includes a power train including at least one of an engine and a drive motor. The motion actuator 19 also includes a brake actuator and a steering actuator. The steering actuator may be an EPS (Electric Power Steering) motor. Other ECUs, such as a steering ECU that controls steering, a power unit control ECU that controls the drive source, and a brake ECU, may be interposed between the vehicle control device 30 and the motion actuator 19. Because the motion actuator 19 is an actuator that directly affects the motion of the vehicle Hv, it is also referred to as a primary actuator in this disclosure.

[0050] The secondary actuators 20 are actuators that do not directly affect the movement of the vehicle Hv but enable safe and legal driving. The secondary actuators 20 include lighting devices, a horn, a windshield wiper motor, a rear windshield wiper motor, etc. The lighting devices include headlights, hazard lights, turn signals, taillights, welcome lights, etc.

[0051] The vehicle control device 30 is a device that controls the motion actuator 19 based on the detection results of the environmental sensor 11, thereby performing some or all of the driving operations on behalf of the driver. The vehicle control device 30 also operates the secondary actuator 20 depending on the situation. In one aspect, the vehicle control device 30 may be realized in the form of an automated driving system (ADS). The vehicle control device 30 may also be realized in the form of an automatic driving device.

[0052] The vehicle control device 30 may be realized using one or more computers. The vehicle control device 30 includes a processor 31, a memory 32, a storage 33, a communication unit 34, and a bus connecting these. The processor 31 may be a CPU or the like. The processor 31 corresponds to a control unit. The memory 32 is a rewritable volatile storage medium. The memory 32 is, for example, a RAM (Random Access Memory). The memory 32 may include multiple types of non-transient storage media. The storage 33 is, for example, a rewritable non-volatile memory such as a flash memory. The storage 33 stores a vehicle control program, which is a program executed by the processor 31. Execution of the vehicle control program by the processor 31 corresponds to execution of a vehicle control method.

[0053] The communication unit 34 is hardware that enables the processor 31 to communicate with other devices that constitute the vehicle system 1, such as the environmental sensor 11. The communication unit 34 may include a circuit that is compatible with a communication method with other devices. The communication unit 34 may be an input / output circuit or an input / output port. The communication unit 34 corresponds to the communication circuit. The communication unit 34 may support any method of wired communication or wireless communication. A part or all of the wireless communication device 15 may be included in the communication unit 34. Digital data corresponding to a signal received by the communication unit 34 may be temporarily stored in the memory 32. COMM-IF in FIG. 3 is an abbreviation for communication interface and represents the communication unit 34.

[0054] The communication unit 34 receives information required for performing vehicle control such as autonomous driving and driving assistance. Reception may be rephrased as acquisition. The communication unit 34 acquires sensor data (i.e., detection results) from the environmental sensors 11. The sensor data includes data on objects present around the vehicle, such as moving bodies, features, and obstacles. Data on detected objects may include the position, moving speed, and type or size of the detected object.

[0055] The sensor data related to features may include data on lane marks and road edges. The lane mark data may include not only position data but also line type data. The line type may be expressed as a continuous line (solid line) or a dashed line. The line type data may include information on the color of the line (yellow or white, etc.). The sensor data may include data indicating the lane mark recognition status, such as whether the lane marks are recognized, and the road edge recognition status, such as whether the road edge is recognized.

[0056] The communication unit 34 also acquires sensor data related to the state of the vehicle Hv, such as the traveling speed, acceleration, yaw rate, and external illuminance of the vehicle Hv, from the vehicle state sensor 12. Furthermore, the communication unit 34 acquires vehicle position data from the locator 13. The communication unit 34 may acquire map data of the area around the vehicle Hv by referring to the map storage unit 14.

[0057] The communication unit 34 may acquire data transmitted from an external device in cooperation with the wireless communication device 15. For example, the communication unit 34 may acquire vehicle data transmitted from a preceding vehicle via vehicle-to-vehicle communication. The communication unit 34 also acquires dynamic map data for a road section that the vehicle Hv is scheduled to pass through within a predetermined time in cooperation with the wireless communication device 15. The dynamic map data here includes at least one of traffic congestion information, obstacle information, weather information, road surface condition information, and regulation information.

[0058] The communication unit 34 also acquires information indicating the driver's operation of the vehicle system 1 based on a signal from the input device 18. For example, the communication unit 34 acquires instructions related to the start and end of autonomous driving from the input device 18. The communication unit 34 may acquire information indicating the operating status of devices connected to the vehicle control device 30, such as whether the environmental sensor 11 is operating normally. The communication unit 34 may acquire driver status data indicating the eye opening degree and line of sight from the occupant status sensor 16.

[0059] Various data sequentially acquired by the communication unit 34 is stored in a temporary storage medium such as the memory 32 and is used by the environment recognition unit F1, the mode management unit F2, etc. Data may be discarded after a certain time has passed since acquisition. Various data (information) may be acquired by generation, conversion, determination, or calculation based on signals received from other devices. The communication unit 34 or the processor 31 may have a function to generate other data (also referred to as secondary data) based on raw data (also referred to as primary data) received from other devices.

[0060] The vehicle control device 30 has multiple operation modes with different automation levels. Each operation mode has a different range of driving tasks that the driver is responsible for, in other words, a different range of driving tasks in which the vehicle control device 30 intervenes. The operation mode may be referred to as the driving mode. Here, as an example, the vehicle control device 30 is configured to be able to switch between multiple operation modes, including a manual driving mode and an automated driving mode.

[0061] The manual driving mode is an operating mode in which the driver performs all driving tasks. The manual driving mode may be referred to as a fully manual mode. Even in the manual driving mode, the vehicle control device 30 may execute processes to mitigate collision damage or avoid collisions, such as advanced emergency braking (AEB) or advanced emergency steering (AES). To quickly start autonomous driving in response to a driver request, the vehicle control device 30 may continue to perform a driving environment recognition process in the background (in other words, potentially) even during the manual driving mode. The manual driving mode may be a mode in which functional modules other than the mode management unit F2 are stopped.

[0062] The autonomous driving mode is an operation mode in which autonomous driving control without the obligation to monitor surroundings, i.e., vehicle control equivalent to automation level 3, is executed. The term "autonomous driving" in this embodiment basically means control at level 3 or higher. In the present disclosure, the autonomous driving mode may also be referred to as AD mode.

[0063] The autonomous driving mode may be a mode that performs control equivalent to level 4. The vehicle control device 30 may be configured to be switchable between level 3 mode and level 4 mode. The level 3 mode is a mode that performs autonomous driving equivalent to level 3, and the level 4 mode is an operation mode that performs autonomous driving equivalent to automation level 4. The level 4 mode may be interpreted as an operation mode in which the driver is allowed to sleep. Furthermore, in other embodiments, as will be described later as a separate modified example, the autonomous driving mode may be a mode that performs control equivalent to automation level 2.5. The operation mode may be switched by the driver's operation of the AD switch 185, etc., and by judgment by the vehicle control device 30.

[0064] While in the AD mode, the vehicle control device 30 automatically performs a dynamic driving task to cause the vehicle Hv to travel along a planned travel route toward a destination set by the driver. That is, while in the AD mode, the vehicle control device 30 performs control for autonomously driving the vehicle, such as recognizing the driving environment, planning a travel trajectory, and motion control. Motion control includes speed adjustment by acceleration and deceleration, steering control, etc.

[0065] The AD mode is terminated due to the driver's steering / pedal operation (so-called override), a system limit, exiting the ODD, etc. The vehicle control device 30 may have a function to determine whether the vehicle Hv is present in the ODD.

[0066] <Functions of the Driving System> The vehicle control device 30 includes the functional units shown in Fig. 3 as functional units realized by executing the autonomous driving program. That is, the vehicle control device 30 includes an environment recognition unit F1, a mode management unit F2, a planning unit F3, a motion control unit F4, an HMI control unit F5, a recording unit F6, and a parameter adjustment unit F7.

[0067] The vehicle control device 30 also includes a characteristics memory unit M1 and an AD setting memory unit M2 as memory areas for storing different data. The characteristics memory unit M1 is an area for storing data indicating the driver's driving characteristics during manual driving (hereinafter referred to as manual driving characteristics). The manual driving characteristics may be rephrased as the driver's habits regarding driving operations. The data indicating the manual driving characteristics may include data regarding acceleration operations, deceleration operations, inter-vehicle distances, and the degree of swaying. Details of the manual driving characteristics will be described later. The characteristics memory unit M1 may be implemented using the memory 32 or a storage medium independent of the memory 32. The characteristics memory unit M1 may be implemented using the storage 33 or another storage medium not shown. The characteristics memory unit M1 may be implemented in an external server. The characteristics memory unit M1 corresponds to a first memory unit.

[0068] The AD setting memory unit M2 is an area where a data set of control parameters related to the movement of the vehicle Hv during autonomous driving (hereinafter also referred to as AD setting data) is stored. The AD setting data can specify the target behavior of the vehicle Hv during autonomous driving. The control parameters may also be referred to as a basic control model or behavior rules. Here, basic means excluding emergency situations such as near-crashes. Details of the AD setting data will be described separately below.

[0069] The AD setting storage unit M2 may be realized using the memory 32, or may be realized using a storage medium independent of the memory 32. The AD setting storage unit M2 may be realized using the storage 33 or another storage medium not shown. Some or all of the AD setting data may be stored in an external server. The AD setting storage unit M2 corresponds to a second storage unit.

[0070] The control parameter settings stored in the AD setting memory unit M2, in other words, the AD setting data, are referenced when the planning unit F3 creates a control plan, and are reflected in the behavior of the vehicle Hv in the AD mode. In this embodiment, the content of the AD setting data is updated as needed by the parameter adjustment unit F7 in accordance with the data on manual driving characteristics. This allows the vehicle behavior during autonomous driving to reflect the manual driving characteristics.

[0071] The environment recognition unit F1 recognizes the driving environment of the vehicle Hv based on the sensor data acquired by the communication unit 34. The sensor data may include at least one of map data, detection results of the environmental sensors 11, and data received by the wireless communication device 15. The environment recognition unit F1 may recognize the driving environment of the vehicle Hv by a sensor fusion process that integrates detection results of multiple environmental sensors 11. The driving environment may be rephrased as the external vehicle environment.

[0072] The driving environment includes information related to the structure (i.e., configuration) of roads located within a predetermined distance ahead of the vehicle Hv. The road structure may include the number of lanes, the location of road edges, the road width, the curvature of the road, etc. The road structure may also include the location of lane marks, the location of guardrails, traffic signs, road markings, etc.

[0073] The driving environment may include at least one of the vehicle lane number, weather, and road surface conditions. The vehicle lane number indicates the position of the vehicle lane on the road and is determined based on the left road edge. The vehicle lane number directly or indirectly indicates the number of lanes existing to the left of the vehicle lane. The vehicle lane number may also be assigned based on the right road edge. The environment recognition unit F1 may identify the vehicle lane number using at least one of the distance from the road edge to the vehicle Hv, the number of lane marks detected on the left and right, and map data. The vehicle lane number may also be identified using map data and vehicle position data. The weather and road surface conditions may be identified by combining the recognition results of the camera 111 and weather information acquired by the communication unit 34.

[0074] The driving environment includes the positions and types of objects present around the vehicle Hv. The environment recognition unit F1 may acquire the moving speed and moving direction of the detected moving object. The environment recognition unit F1 recognizes the positions and behaviors of other vehicles based on various data acquired by the communication unit 34. The environment recognition unit F1 may calculate a collision risk for each detected other vehicle. The collision risk may be, for example, TTC (Time-To-Collision) or MTC (Margin-To-Collision). For example, the environment recognition unit F1 calculates the TTC for each other vehicle. TTC and MTC are parameters that indicate a higher collision risk as the values ​​become smaller.

[0075] In addition to the above-mentioned information, the environment recognition unit F1 may acquire data indicating environmental items related to the ODD (such as time of day or communication speed). Furthermore, the environment recognition unit F1 acquires traffic rules around the vehicle Hv based on the sensor data. The traffic rules may include speed limits, lane change prohibitions, etc.

[0076] The environment recognition unit F1 may generate an environment model, which is a three-dimensional model that reproduces (represents) the driving environment of the vehicle Hv, as data indicating the driving environment. The environment model may also be called a world model. The environment model may be a model in which objects detected by the environment sensor 11, such as moving objects such as other vehicles, lane markers, road edges, traffic lights, etc., are arranged in a three-dimensional space based on the vehicle Hv. The environment recognition unit F1 may be understood as a configuration that manages data related to the driving environment. Here, data management may include data acquisition (generation) and updating. In addition, the environment recognition unit F1 may also acquire information indicating the in-vehicle environment, such as in-vehicle temperature and driver state data.

[0077] The mode management unit F2 manages the operation mode of the vehicle control device 30 based on information acquired by the communication unit 34. The management of the operation mode may include management of switching between manual driving and automatic driving, i.e., management of the transfer of authority between the user and the vehicle control device 30, in other words, management of the takeover of driving. The management of the operation mode corresponds to management of the automation level. The mode management unit F2 estimates the operation mode (i.e., the automation level) intended by the driver based on the operation signal input from the input device 18. The mode management unit F2 switches the operation mode based on the estimation result. For convenience in this disclosure, the currently applied operation mode is also referred to as the current mode.

[0078] When the driving environment satisfies ODD, the mode management unit F2 switches the operation mode to AD mode when it receives an instruction signal to start automatic driving from the input device 18. Furthermore, when the mode management unit F2 predicts that the driving environment recognized by the environment recognition unit F1 will no longer satisfy ODD during AD mode, it may decide to transition to manual driving mode and notify the planning unit F3 of this. The environment recognition unit F1 may have a function to predict the driving environment after a predetermined time (i.e., in the future).

[0079] When an override operation by the driver is detected during the AD mode, the mode management unit F2 may switch to the manual driving mode along with a notification regarding a transition to the manual driving mode. An override operation refers to an operation by the occupant of a driving operation member such as the steering wheel 181, the accelerator pedal 182, or the brake pedal 183. An override operation may be referred to as a takeover operation. When the vehicle control device 30 detects that an override operation has been performed by the driver, it quickly transfers driving authority to the driver and notifies the driver by audio output or the like that the driving mode has been switched to manual driving.

[0080] The planning unit F3 is configured to create a driving plan based on data of the driving environment (e.g., an environmental model) managed by the environment recognition unit F1. While in the AD mode, the planning unit F3 generates driving plan data for autonomous driving based on the recognition result of the driving environment by the environment recognition unit F1. The driving plan may be called a control plan or a driving plan.

[0081] The driving plan data may include route data, trajectory data, and motion plan data. The route data is data indicating a comprehensive (long-term) driving plan, such as a route to a destination. The function of creating a comprehensive driving plan may also be called a strategic function in the ADS. The planning unit F3 may generate the route data based on map data indicating road connections, such as map data for navigation.

[0082] Trajectory data is data indicating a relatively local (short-term) driving trajectory. The trajectory plan may include data such as the lane in which the vehicle Hv is traveling, the driving position within the lane, and lane change points. Generating trajectory data may also be called trajectory planning or path planning.

[0083] The planning unit F3 may generate trajectory data based on route data and driving environment data. The motion plan data is data indicating target speed, steering angle, acceleration, etc. for each time. The motion plan data may be generated based on the trajectory data. In this way, the driving plan data may include schedule information for acceleration / deceleration for speed adjustment on the set route / trajectory, and schedule information for steering amount. The motion plan data may be generated according to the AD setting data stored in the AD setting memory unit M2. In other words, motion control in autonomous driving is generated based on normal acceleration, etc. included in the AD setting data. The driving plan created by the planning unit F3 is input to the motion control unit F4.

[0084] In addition to control plans directly related to vehicle driving, the planning unit F3 also generates plans for notifying the driver using an alarm device such as a display. For example, the planning unit F3 plans the timing of issuing notifications / requests to the driver, such as behavior notification, mode change notification, TOR (takeover request), and TOR notification. Behavior notification is a process of notifying the driver of planned vehicle behavior, such as lane change, overtaking, deceleration, etc. Mode change notification is a process of notifying the driver that the operation mode will be changed or that the operation mode will be changed.

[0085] TOR is a request made by the vehicle control device 30 to the driver to take over driving operations, based on the vehicle control device 30's judgment. TOR may be referred to as a takeover request, an intervention request, or a handover request. TOR may include displaying an image on a display requesting the driver to take over driving operations. TOR may also include outputting an audio message or warning sound from a speaker requesting the driver to take over. TOR warning is a process of notifying the driver that the possibility of TOR is increasing.

[0086] Various notifications, including advance notices, suggestions, and requests, include displaying an icon image corresponding to the content on the display. Notifications are outputting information to the driver and may be referred to as alerts. Various notifications may involve outputting a notification sound, outputting a voice message, flashing ambient lights, and / or vibrating a vibrator, depending on the importance and urgency of the notification. The process of alerting the driver to the information may involve generating a signal for driving an alert device and outputting it to the alert device. The planning unit F3 creates notification plan data indicating the content and timing of the notification, and transmits the data to the HMI control unit F5.

[0087] The motion control unit F4 generates control commands for the motion actuator 19 based on the control plan formulated by the planning unit F3. Then, the motion control unit F4 outputs the generated control commands to the motion actuator 19. The motion control unit F4 also controls the lighting state of the turn signals, headlights, hazard lights, etc. according to the driving plan and the driving environment based on the plan of the planning unit F3 and the external environment.

[0088] The HMI control unit F5 notifies the driver using notification devices such as a display and a speaker. Various notifications are implemented by displaying an image on the display and / or outputting a voice message or notification sound from the speaker. The notification sound may be a warning sound. Notification to the driver may be accompanied by turning on an ambient light or activating a vibrator. The HMI control unit F5 executes various notifications based on the plan of the planning unit F3. In other words, the HMI control unit F5 executes notifications to the driver based on a request from the planning unit F3.

[0089] When the manual driving mode is set, the recording unit F6 stores data indicating manual driving characteristics (hereinafter, driving characteristic data) received from at least one of the input device 18, the vehicle state sensor 12, the environmental sensor 11, etc., in the characteristic memory unit M1. As described above, the manual driving characteristics correspond to the driver's habits regarding driving operations. The recording unit F6 corresponds to a configuration that records the driver's habits regarding operations such as acceleration, deceleration, steering, following distance, lateral position, cruising speed, or lane change (in other words, manual driving characteristics). The recording unit F6 acquires measurement values ​​(so-called metrics) of items corresponding to each operation at predetermined sampling intervals and stores them in the characteristic memory unit M1.

[0090] For example, the recording unit F6 records the driving speed, acceleration, jerk, deceleration, steering angle, steering speed, yaw rate, inter-vehicle distance, and lateral position for each time. The recording unit F6 may acquire data such as driving speed, acceleration, steering angle, and yaw rate from the vehicle state sensor 12. The jerk may be calculated from time-series data of acceleration. The steering speed may be calculated from time-series data of steering angle. Here, acquisition may include calculation, generation, or determination in addition to reception. For some metrics, the recording unit F6 may acquire the metrics by performing an arithmetic process equivalent to time differentiation on the measurement values ​​of the related metrics.

[0091] The recording unit F6 may acquire the measured values ​​of the inter-vehicle distance and the lateral position from the environmental sensor 11. The recording unit F6 may calculate the degree of sway from time-series data of the lateral position or time-series data of the steering angle.

[0092] The recording unit F6 may measure and record the driver's reaction time based on a predetermined behavior of the preceding vehicle detected by the environmental sensor 11. For example, the recording unit F6 may record the time it takes for the driver to perform a deceleration operation in response to the deceleration of the preceding vehicle as the reaction time. The timing at which the preceding vehicle is deemed to have decelerated may be the timing at which the brake lights of the preceding vehicle are turned on, or the timing at which the inter-vehicle distance becomes less than a predetermined value. The recording unit F6 may record the time it takes for the driver to perform a deceleration operation in response to another vehicle cutting in, as a basis for determining the reaction time. The deceleration operation is not limited to depressing the brake pedal, but may also be releasing the accelerator pedal, using the sub-brake, etc. The sub-brake here refers to the engine brake or the regenerative brake.

[0093] The recording unit F6 may record data related to the timing of turn signal activation, the duration of turn signal activation, lane change execution conditions, lane change manners, overtaking execution conditions, etc. The data related to the timing of turn signal activation may be the time from when the driver activates the turn signal to when the steering angle is set to a predetermined value or greater. The data related to the duration of turn signal activation may be the time from when the driver actually activates the turn signal to when the driver stops it.

[0094] The data related to the conditions for executing a lane change may be data indicating the traffic conditions when the driver actually changes lanes. The data related to the manner of lane change may also be time-series data of the steering angle when the driver actually changes lanes. The data related to the conditions for executing an overtaking may be data indicating the traffic conditions when the driver actually performs an overtaking operation. When an overtaking operation is performed, the recording unit F6 may record the type of the overtaken target vehicle (i.e., the preceding vehicle) and the speed difference between the vehicle Hv and the target vehicle. This records the driver's habits (in other words, preferences) regarding overtaking, such as whether to actively overtake when the preceding vehicle is a large vehicle such as a truck or when the preceding vehicle is slow.

[0095] The recording unit F6 may have a function to calculate and store a representative value for each metric. The representative value of a certain metric may be the average value, median value, or maximum value of the metric. The representative value may be a value obtained by adding the standard deviation (σ) to the average value (μ) (i.e., μ + σ). The representative value may be a value obtained by subtracting the standard deviation from the average value (i.e., μ - σ). For example, the recording unit F6 may be configured to calculate and store the average or median value of the traveling speed from time-series data of the traveling speed. The recording unit F6 may also be configured to calculate and store representative values ​​for acceleration, deceleration, jerk, steering speed, etc. The representative value may be determined based on measurement values ​​collected when a predetermined condition is met. The predetermined condition may, for example, be that the traveling speed is equal to or greater than a predetermined value. The predetermined condition may include traveling on a highway. The predetermined condition may also include traveling on an ordinary road. The predetermined condition may also be whether or not there is a passenger.

[0096] As shown in FIG. 6 , for example, the recording unit F6 may generate a data set including average speed, average acceleration, maximum acceleration, average jerk, maximum jerk, average deceleration, maximum deceleration, deceleration timing, average steering speed, average inter-vehicle distance, average lateral position, turn signal activation timing, degree of sway, and reaction time, and store the data set in the characteristic memory unit M1. The average lateral position refers to the average value of the lateral position. The average acceleration represents the acceleration operation habit. The average deceleration represents the deceleration operation habit. The average steering speed represents the steering operation habit. The average inter-vehicle distance and the average lateral position represent the driving position habit when following the road. Note that the deceleration timing may be stored separately for the timing of starting deceleration to stop, such as at a red light, and the timing of starting deceleration for cornering, etc. In the present disclosure, the term "cornering" refers to traveling around a curve or a bend. Cornering may include turning right or left. FIG. 6 shows an example in which the average value is used as the representative value, but as described above, other statistical indicators such as the median may be used as the representative value.

[0097] The recording unit F6 may record the frequency of use of the sub-brake. The vehicle control device 30 may learn whether the driver tends to actively use the sub-brake from the frequency of use of the sub-brake. Use of the sub-brake may be detected from a change in the shift position. For example, when the shift position is set to "B", this corresponds to the use of the sub-brake. The recording unit F6 may also record the driver's deceleration operation pattern. If the driver frequently uses the sub-brake before stepping on the brake pedal to decelerate or stop the preceding vehicle, the driver's deceleration operation pattern may be determined to be stepping on the brake pedal after stepping on the sub-brake.

[0098] The data recorded by the recording unit F6 is not limited to the above examples. The recording unit F6 may record measured values ​​of steering angular acceleration and their representative values. The recording unit F6 may be configured to collect and record data necessary for generating / updating AD setting data. The recording unit F6 may also be configured to record data necessary for reproducing a driver's driving habits. The recording unit F6 may record data for reproducing an operation habit during cornering. The operation habit during cornering may be the timing of deceleration start, the terminal velocity due to deceleration operation, the timing of acceleration start, steering speed, trajectory characteristics (whether the car bulges outward), etc. The data indicating the habit may be time-series data of multiple metrics related to steering and speed adjustment.

[0099] The parameter adjustment unit F7 changes the set values ​​of the control parameters based on the driving characteristic data stored in the characteristic storage unit M1. The AD setting data may include, for example, set values ​​for at least one of normal speed, maximum speed, normal acceleration, maximum acceleration, normal jerk, maximum jerk, normal deceleration, maximum deceleration, normal steering speed, maximum steering speed, allowable yaw rate, normal inter-vehicle distance, target lateral position, degree of sway, required convergence time, and reaction time.

[0100] The normal speed is a target value for the driving speed in control. The maximum speed is a control parameter that indicates the maximum value (in other words, the upper limit) of the driving speed allowed in the autonomous driving control. The maximum speed may be referred to as the upper limit of the speed when temporarily accelerating in control such as overtaking. The planning unit F3, which will be described later, can create a driving plan so that the set value of the maximum speed is not exceeded.

[0101] Normal acceleration is the target value of acceleration applied during acceleration. Maximum acceleration is the maximum value of acceleration allowed in automatic driving control (in other words, the upper limit). Normal jerk is the target value of jerk. Maximum jerk is the maximum value of jerk allowed in automatic driving control. Normal deceleration is the target value of acceleration applied during deceleration. Maximum deceleration is the maximum value of deceleration allowed in automatic driving control (in other words, the upper limit). Deceleration may be expressed as an absolute value. Alternatively, deceleration may be expressed as a negative acceleration.

[0102] The normal steering speed is a target value for the steering speed. The maximum steering speed is a control parameter that indicates the maximum value (in other words, the upper limit) of the steering speed allowed in the automatic driving control. The planning unit F3 creates a control plan for changing lanes, turning right, or turning left, within a range that does not exceed the maximum steering speed. The allowable yaw rate is the upper limit of the allowable yaw rate. The planning unit F3 may create a control plan so that the yaw rate does not exceed the allowable yaw rate.

[0103] The normal inter-vehicle distance is a target value for the inter-vehicle distance maintained during automatic driving control. The vehicle control device 30 may be configured to be able to set the normal inter-vehicle distance in multiple stages, such as long, medium, and short. In other embodiments, the normal inter-vehicle distance may be configured to be able to be set to a specific value, such as 30 m. The normal inter-vehicle distance may also be set using the concept of inter-vehicle time, such as 2.5 seconds.

[0104] The target lateral position is a target value for the lateral running position of the vehicle Hv. In the present disclosure, the lateral running position of the vehicle Hv is also referred to as the lateral position or the in-lane position. The lateral position (in other words, the in-lane position) represents the degree of deviation of the position of the vehicle Hv from the lane center. The lane center is the center of the host vehicle's lane. The lateral position and the target lateral position may be expressed as a combination of the direction in which the center of the vehicle Hv is located relative to the lane center and the distance from the lane center to the center of the vehicle Hv. For example, a position 0.2 m to the right of the lane center may be expressed as +0.2, and a position 0.3 m to the left of the lane center may be expressed as -0.3. Basically, the target lateral position may be 0. However, the target lateral position may be set to a position biased to the right or left as a result of reflecting the driver's habits.

[0105] The degree of sway represents the degree of fluctuation in the steering angle when traveling straight. "Traveling straight" here may be interpreted as traveling along the road. The state in which the vehicle Hv is traveling straight is not necessarily limited to a state in which the steering angle is set to 0 degrees. The degree of sway may ideally be 0. However, the degree of sway may be set to a value greater than 0 as a result of reflecting the driver's habits. Parameters for reproducing the degree of sway may be amplitude and period. The amplitude may be the amount of displacement of the traveling position relative to the lane center. The sway may be described as a damped oscillation. Parameters for reproducing the degree of sway may include a damping rate indicating the damping speed of the amplitude. Parameters for reproducing the degree of sway may include the steering angle or the steering speed.

[0106] The convergence time is a parameter representing the time required for the vehicle Hv to reach a stable state from an unstable state. An unstable state may be a state immediately after a steering event, such as exiting a sharp curve, changing lanes, turning right, or turning left. A stable state may be a state in which the steering angle is within a predetermined range centered around 0 degrees. The convergence time may also be the time required for the swaying state to be maintained. Ideally, the convergence time may also be 0 or a relatively small predetermined time (e.g., 2 seconds). However, the convergence time may be a relatively long time, such as 4 seconds, reflecting the driver's habits. The reaction time is a parameter representing the time required for the driver to react to, for example, the braking of a preceding vehicle or the cutting-in of another vehicle.

[0107] The smaller the absolute values ​​of acceleration, deceleration, steering speed, etc., the greater the safety and comfort of the occupants. Note that the normal acceleration, normal deceleration, and normal steering speed are merely reference values ​​for speed control / control planning. The vehicle control device 30 actually applies speed, acceleration, and deceleration according to the traffic situation within an allowable range. The normal speed, normal acceleration, and normal deceleration can be understood as values ​​that are applied when the vehicle Hv is running stably.

[0108] The parameter adjustment unit F7 determines the normal speed and the maximum speed based on the travel speed data accumulated during manual driving. The parameter adjustment unit F7 also determines the normal acceleration and the maximum acceleration based on the acceleration data accumulated during manual driving. Similarly, other parameters may be determined based on the driving characteristic data accumulated in the characteristic storage unit M1.

[0109] The types of items included in the AD setting data are not limited to those described above. The AD setting data may include parameters other than those described above. The AD setting data may include at least one of the following: turn signal activation timing, turn signal activation duration, lane change execution conditions, lane change manner, and overtaking execution conditions.

[0110] For example, the AD setting data may include, as one of the control parameters, data specifying the timing of turn signal activation when changing lanes or turning right or left. The vehicle control device 30 may be configured to be able to set the turn signal activation timing in multiple stages, such as early, late, and intermediate. The vehicle control device 30 may be configured to be able to set the turn signal activation timing to a specific value, such as two seconds before steering begins. The duration of turn signal activation may also be set to a specific value, such as five seconds, or may be selectively set from multiple stages.

[0111] The AD setting data may include one or more parameters that define conditions for executing a lane change. The conditions for executing a lane change are conditions related to traffic conditions under which a lane change is to be performed. The conditions for executing a lane change may include parameters related to the size of an empty space in the target lane, etc.

[0112] The AD setting data may include data specifying a lane change implementation. The lane change implementation is a manner of lane change. The lane change implementation may include steering speed, acceleration, and whether or not there is a pause in lateral movement. An implementation without a pause in lateral movement may be a lane change performed without pausing lateral movement from the center of the source lane (SL) to the center of the target lane (TL), as shown in FIG. 4. An implementation pattern with a pause in lateral movement may be a pattern in which lateral movement is paused at a predetermined pause timing and then lateral movement is resumed to complete the lane change, as shown in FIG. 5. The source lane is the ego lane before the lane change. In FIGS. 4 and 5, the source lane is indicated by SL. In FIGS. 4 and 5, the target lane is indicated by TL.

[0113] The pause timing may be the timing when the wheels on the target lane side (e.g., the right) touch the boundary line, or the timing when the distance between the boundary line and the vehicle body reaches a predetermined value (e.g., 0.2 m). In the present disclosure, a state in which lateral movement for changing lanes is temporarily paused is also referred to as a pause state. The pause state is a state in which the lateral position of the vehicle Hv remains constant relative to the boundary line between the target lane and the source lane. The duration of the pause state may be 1 second, 1.5 seconds, 2 seconds, or the like, and may be set to a value that reflects the driver's manual driving characteristics. However, if the pause state is too long, drivers of surrounding vehicles may be confused. The upper limit of the duration of the pause state may be set to 3 seconds, for example. In the pause state, visibility of the traffic conditions in the target lane is improved, and other vehicles in the target lane can easily recognize that the vehicle Hv is attempting to change lanes. As a result, safety may be improved.

[0114] The AD setting data may include one or more parameters that define the conditions for overtaking. The conditions for overtaking may include the speed difference between the preceding vehicle and the vehicle Hv and the type of the preceding vehicle (whether it is a truck or not), in addition to the conditions for changing lanes. The conditions for overtaking may be configured to be selectable from three levels: aggressive, normal, and passive.

[0115] These control parameter settings may be set to predetermined design values ​​in the initial state, which may be at the time of factory shipment, when the software is newly installed, when the software is reinstalled, when the software is updated, etc.

[0116] An upper limit may be set for each control parameter from a safety standpoint. The upper limit corresponds to an allowable range. The upper limit may be designed as appropriate. For example, if the average acceleration resulting from the driver's manual driving characteristics exceeds the designed upper limit, the normal acceleration in the AD setting data may be set to the upper limit.

[0117] The types of AD characteristic data and the setting methods thereof described above are merely examples. The parameter adjustment unit F7 may be configured to generate AD setting data so as to reproduce the driver's habits during manual driving. The AD setting data generated in this manner is referenced by the planning unit F3 and reflected in the vehicle behavior. The parameter adjustment unit F7 corresponds to a reflection unit.

[0118] <Operation of Vehicle Control Device> Here, the operation of the vehicle control device 30 will be described using the flowcharts shown in Figures 7, 8, and 9. First, the process related to the collection of driving characteristic data by the recording unit F6 will be described using the flowchart shown in Figure 7. The process related to the collection of driving characteristic data may include steps S101 to S103. The series of processes shown in Figure 7 may be started when the vehicle power is turned on and driving in manual driving mode is started. The description of the recording unit F6 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0119] Step S101 is a step in which the recording unit F6 collects driving characteristic data and stores it in the characteristic memory unit M1. Step S101 may be executed at predetermined sampling intervals while the vehicle is in manual driving mode. Step S101 may also be executed based on the receipt of data to be recorded from a sensor while the vehicle is in manual driving mode. By repeating step S101 during manual driving mode, time-series data for each metric (in other words, item) is stored in the characteristic memory unit M1. Note that the various metrics may be organized by acquisition time. The characteristic memory unit M1 may store multiple sets of driving characteristic data acquired at different times.

[0120] The recording unit F6 may acquire and store data related to the conditions for executing a lane change and the manner in which the lane change is performed based on the operation of a turn signal. The recording unit F6 may record data related to the conditions for executing an overtaking maneuver based on the performance of an overtaking maneuver. Data related to driving characteristics when cornering may also be collected and recorded based on the detection of entry into a curve or intersection by referring to a map. The data recorded by the recording unit F6 may include data that is recorded in response to the occurrence of a recording event and data that is always recorded.

[0121] In step S102, the recording unit F6 generates representative values ​​for some of the items based on the driving characteristic data stored in the characteristic storage unit M1. The items for which representative values ​​are generated may include speed, acceleration, steering angle, steering speed, and lateral position. The combination of items for which representative values ​​are generated may be designed as appropriate.

[0122] In one embodiment, the recording unit F6 may divide a plurality of travel speed measurements (i.e., samples) obtained at different times into several clusters and determine a representative value for each cluster. Various methods may be used for clustering the measurement points. Regarding the representative value of the inter-vehicle distance, the measured values ​​may also be divided into several clusters and a representative value for each cluster may be determined. Additionally, as will be described later, the recording unit F6 may be configured to calculate a representative value for each situation.

[0123] Step S102 may be executed, for example, when the manual driving mode is ended or when the vehicle power is turned off. The recording unit F6 may execute step S102 at regular intervals while the vehicle is in the manual driving mode. Furthermore, the recording unit F6 may execute step S102 whenever the situation changes.

[0124] In response to the execution of step S102, the recording unit F6 executes step S103. Step S103 is a step of storing the representative value generated in step S102 in the characteristic storage unit M1. Step S103 may include deleting measurement data that is no longer needed (e.g., speed data for each time period). Upon completion of step S103, the recording unit F6 may transmit an update notification of the driving characteristic data to the parameter adjustment unit F7.

[0125] It is expected that the inter-vehicle distance has a correlation with the speed. In step S102, the recording unit F6 may derive a regression equation of the inter-vehicle distance corresponding to the traveling speed from the distribution of the inter-vehicle distance according to the traveling speed. The regression equation may be a function equivalent to a straight line or a curve that approximately represents the distribution of multiple measurement points (i.e., an approximation equation). The recording unit F6 may generate the regression equation using various methods used in regression analysis, such as the least squares method. Data of the approximation equation may also be stored in the characteristic memory unit M1 as one of the data indicating the manual driving characteristics.

[0126] Next, the operation of the parameter adjustment unit F7 will be described using the flowchart shown in FIG. 8. The flowchart shown in FIG. 8 shows the process of changing the AD setting data by the parameter adjustment unit F7. The process of changing the AD setting data generally includes steps S111 to S113. The description of the parameter adjustment unit F7 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0127] Step S111 is a step in which the parameter adjustment unit F7 reads out the driving characteristic data stored in the characteristic storage unit M1. Step S111 may be executed in response to execution of step S103. In other embodiments, step S111 may be executed at any timing when the vehicle is in manual driving mode. Step S111 may be executed in response to receiving a notification of an update to the driving characteristic data from the recording unit F6. Step S111 may be started, for example, in response to receiving an AD start operation. The AD start operation is a user operation for starting automatic driving. The AD start operation may be, for example, pressing the AD switch 185. Step S111 may be executed in response to switching the vehicle power supply from on to off or from off to on.

[0128] After reading out the driving characteristic data, the parameter adjustment unit F7 executes step S112. Step S112 is a step of changing the AD setting data based on the read out driving characteristic data. For example, if the current normal acceleration setting value is 2.2 m / sec^2 and the average acceleration included in the latest driving characteristic data is 2.0 m / sec^2, the normal acceleration setting value is changed to 2.0 m / sec^2. If the current target lateral position setting value is +0.2 m and the representative value of the lateral position included in the latest driving characteristic data is +0.1 m, the target lateral position setting value is changed to +0.1 m. Other control parameters may also be updated based on the latest driving characteristic data. Similarly, lane change execution conditions, etc. may also be updated based on actual observation results.

[0129] The parameter adjustment unit F7 changes the AD setting data based on the driving characteristic data so that the behavior of automated driving approaches the behavior of manual driving. When the parameter adjustment unit F7 completes the change of the AD setting data, it saves the changes in step S113. When saving the changes, a timestamp indicating the date and time of the change may be added to the AD setting data. Furthermore, a notification of the change of the AD setting may be sent to a user device or server pre-registered in the vehicle control device 30. The notification of the change of the AD setting may include information on the changed item (parameter type), the setting value before the change, and the setting value after the change. By sending such a notification to the user device, the driver can easily recognize the progress of their driving characteristics. The user device here may be a communication terminal such as a smartphone or tablet owned by the user.

[0130] Next, the operation of the planner F3 will be described using the flowchart shown in Fig. 9. The flowchart shown in Fig. 9 shows the process related to the creation of an operation plan by the planner F3. The process related to the creation of an operation plan generally includes steps S121 to S124. The description of the planner F3 as the entity that executes the following steps may be replaced with the vehicle control device 30 or the processor 31.

[0131] Step S121 is a step in which the planning unit F3 reads out the AD setting data. Step S121 may be executed in response to, for example, execution of step S113. Step S121 may also be executed in response to an AD start operation.

[0132] In step S122, the planning unit F3 refers to the environment model. Step S122 may be executed at a predetermined reference interval while in AD mode. The reference interval may be 50 milliseconds, 100 milliseconds, 200 milliseconds, or the like. Independently of this flow, the environment recognition unit F1 periodically executes a process of updating the environment model based on sensor data.

[0133] The planning unit F3 creates a driving plan in step S123 based on the environmental model generated by the environment recognition unit F1. The creation of the driving plan may include corrections and updates. The creation of the driving plan also includes the creation of a trajectory and a motion plan. The trajectory generated here may include a trajectory related to lane changes or overtaking. If the situation indicated in the current environmental model satisfies the conditions for executing a lane change or overtaking, the planning unit F3 may create a plan including the execution of a lane change or overtaking. In principle, the motion plan may be a motion plan in accordance with the AD settings, such as the normal deceleration and normal steering speed indicated in the AD setting data.

[0134] The planning unit F3 outputs the created motion plan to the motion control unit F4 in step S124. The motion control unit F4 outputs control signals corresponding to the motion plan input from the planning unit F3 to the associated motion actuators 19. As a result, the vehicle Hv behaves in accordance with the plan.

[0135] <Effects> According to the above-described vehicle control device 30, the behavior of the vehicle Hv during autonomous driving is similar to the behavior of the vehicle during manual driving. In other words, in one aspect, the above-described vehicle control device 30 corresponds to a system that copies / reflects the driving characteristics of the driver in the autonomous driving system.

[0136] Generally, people find it difficult to improve their driving skills even when advised by other people or systems on how to improve their driving skills. A driving training system that mainly uses audio and video is disclosed in Patent Document 1 and elsewhere. However, even with such a training system, people find it difficult to improve their driving habits. This is thought to be because drivers themselves are unlikely to recognize the disadvantages of continuing their current driving skills and the benefits of improving their driving.

[0137] To address this issue, the vehicle control device 30 of this embodiment allows the driver to experience vehicle behavior that reflects the driver's own driving habits while using the autonomous driving mode. With this system, if there is a problem with the driver's driving characteristics, the driver will be more likely to notice the problem. The driver will then be more likely to feel the benefits of improving their driving habits and the disadvantages of not improving them.

[0138] In this way, the vehicle control device 30 of this embodiment can implicitly provide the driver with an opportunity to reconsider his or her own driving style. As a result, the driver's driving operation can be guided to a more comfortable and safer method. Furthermore, as the driver's driving operation improves, the vehicle behavior in the autonomous driving mode will also improve toward a more comfortable and safer direction.

[0139] From another perspective, the vehicle control device 30 of this embodiment performs autonomous driving control that reflects the driving characteristics of the driver. Therefore, vehicle behavior during autonomous driving, such as inter-vehicle distance, cruising speed, and lane change timing, is determined according to the driver's preferences. This reduces the risk that the driver will feel uncomfortable with the autonomous driving behavior. As a result, the driver's satisfaction and comfort with autonomous driving can be improved.

[0140] <Mode switching in autonomous driving> The vehicle control device 30 may be provided with multiple autonomous driving modes with different control parameter settings. For example, as shown in FIG. 10 , the vehicle control device 30 may be provided with 27 preset modes, from a first mode to a 27th mode, in addition to a basic mode. The basic mode here is an autonomous driving mode that reflects manual driving characteristics. The preset mode is an autonomous driving mode that does not reflect manual driving characteristics and applies predefined control parameters. The multiple preset modes have different control parameter settings. The basic mode and the preset modes correspond to specific autonomous driving modes.

[0141] Note that "A" in FIG. 10 indicates that the driving characteristics are good, in other words, at a level that does not cause discomfort to the occupants. "C" in the figure indicates that the driving characteristics are not good, in other words, at a level that may cause discomfort to the occupants. "B" represents a level between "A" and "C." In the example shown in FIG. 10, the first mode indicates the automated driving mode that applies the most comfortable AD setting. Also, the 27th mode indicates the automated driving mode that applies the least comfortable AD setting. In other words, the first mode is the most careful automated driving mode among the preset modes, and the 27th mode is the most rough automated driving mode. However, even in the 27th mode, the setting values ​​of the maximum acceleration and other AD settings are set within a predetermined safety tolerance range.

[0142] The AD setting data may be managed (e.g., stored) separately for each mode. The AD setting updated by the parameter adjustment unit F7 may be considered as AD setting data for the basic mode. The automatic driving mode that reflects manual driving characteristics (i.e., the basic mode) may be called a feedback mode. Furthermore, the preset mode may be called a design mode, etc., because it is a mode that realizes pre-designed vehicle behavior.

[0143] The vehicle control device 30 may be configured to operate in an autonomous driving mode selected by the driver from a total of 28 autonomous driving modes. Accordingly, the input device 18 may include an AD mode switch for switching the autonomous driving mode. Switching the autonomous driving mode corresponds to switching the control parameter settings (i.e., AD settings).

[0144] When the basic mode is selected, the vehicle control device 30 may perform a process of notifying the driver that the basic mode is an autonomous driving mode that reflects the driver's driving characteristics. The notification method may be any method, such as displaying text or outputting a voice message. Furthermore, when the vehicle control device 30 receives an AD start operation, it may display a list of autonomous driving modes that the driver can select. The list may include text that provides an overview of each autonomous driving mode. The overview explanation of the basic mode included in the list display may include an explanation that the autonomous driving mode is an autonomous driving mode that reflects the driver's driving characteristics.

[0145] Furthermore, when the vehicle control device 30 receives a mode switching operation while the basic mode is selected, it may switch to a predetermined preset mode. The predetermined preset mode may be the most comfortable mode among the preset modes, such as the first mode. The mode switching operation may be pressing an AD mode switch. The vehicle control device 30 may be configured to switch specific autonomous driving modes in a predetermined order each time the AD mode switch is pressed. The specific mode to which the basic mode is transitioned by the mode switching operation may be a favorite mode that is pre-set by the driver. For example, the vehicle control device 30 may be configured to obtain information about the driver's favorite preset mode via a predetermined setting screen and store the information in the storage 33.

[0146] The number of preset modes does not necessarily have to be 27, and the number may be changed as appropriate. For example, there may be three preset modes: a power saving mode, a gentle mode, and a busy mode. The power saving mode is an automated driving mode that prioritizes reducing electricity consumption or fuel consumption. The gentle mode is an automated driving mode that prioritizes passenger comfort. The busy mode is an automated driving mode that prioritizes arriving at the destination quickly (i.e., prioritizes time). The busy mode may be understood as an automated driving mode in which the normal acceleration is set to a higher value than in the power saving mode and the gentle mode, and in which overtaking is actively performed.

[0147] In this way, the vehicle control device 30 is configured to be able to select an automated driving mode other than the basic mode, which can increase convenience for the driver. For example, when a guest is on board, the driver can reduce the risk of causing discomfort to the guest by using the first mode or the gentle mode. Furthermore, by alternately experiencing the basic mode and the gentle mode, the driver can perceive the difference between the two. Such an experience can prompt the driver to reconsider their own driving operation.

[0148] <Reflection of manual driving characteristics according to the situation> The recording unit F6 may be configured to classify the driving characteristic data acquired from the sensors by situation and store the data in the characteristic storage unit M1. That is, the driving characteristic data may be stored in association with the situation. The environment recognition unit F1 may be provided with a situation determination function. The environment recognition unit F1 may be configured to notify the recording unit F6, the planning unit F3, etc. of information indicating the current situation (e.g., a situation code). The recording unit F6 may store the driving characteristic data in association with the situation code at the time of data acquisition, based on the situation code notified from the environment recognition unit F1. Note that the situation determination function may be provided in the recording unit F6.

[0149] The situations may be classified into straight driving, curve driving, right turn, left turn, U-turn, starting, decelerating to stop, traffic jam, etc. The situation classification may also be subdivided by weather, such as rainy or sunny. The situation classification may also be subdivided by time of day, such as daytime or night. The situation classification may also be subdivided by road type, such as whether it is a general road or a motorway. A motorway here is a road on which vulnerable road users (VRUs), such as pedestrians and cyclists, are prohibited from traveling. Motorways include expressways, etc. The number of situation classifications may be two or more, and the specific number is not limited. The situation classification may be designed as appropriate.

[0150] In response to the operation of the recording unit F6, the parameter adjustment unit F7 may also be configured to generate a set of control parameters according to a situation and store the set in the AD setting memory unit M2. That is, the AD setting data may include multiple sets of control parameters corresponding to multiple situations defined in advance, as shown in FIG. 11 . For example, the AD setting data may include control parameters for driving straight, control parameters for curves, control parameters for intersections, control parameters for starting, and control parameters for stopping. The AD setting data may also include control parameters according to weather, control parameters according to time periods, and the like. The AD setting data may include separate control parameters for expressways and control parameters for general roads.

[0151] In the autonomous driving mode, the planning unit F3 creates a driving plan using control parameters according to the situation. The control flow of FIG. 9 may include a step of switching the control parameters according to the situation. With this configuration, the driver's habits according to the situation are reflected in the autonomous driving. As a result, the driver can easily understand situations in which he or she is not good at driving.

[0152] The term "situation" above may be replaced with the term "scenario." A scenario may be a concept corresponding to a traffic situation. A scenario may be defined by a combination of the type of other road users present around the vehicle Hv and their direction of presence. The vehicle control device 30 may include a scenario database in which a list of scenarios the vehicle Hv may encounter is registered. The multiple scenarios registered in the scenario database may include a scenario in which the vehicle passes by the side of a stopped vehicle, a scenario in which the vehicle travels in a lane adjacent to a sidewalk where pedestrians are present, and a scenario in which the vehicle travels on a road without a center line. The recording unit F6 may collect driving characteristic data according to the scenario, the parameter adjustment unit F7 may generate AD setting data for each scenario, and the planning unit F3 may create a driving plan using the AD setting data according to the scenario.

[0153] <Application to Semi-Automated Driving / Advanced Driving Assistance> Reflecting driver habits in the motion control of a hybrid vehicle may also be applied to level 2 control. For example, the vehicle control device 30 may be a device that has a manual driving mode and a hands-off level 2 mode. The hands-off level 2 mode is an operating mode in which the driver is required to monitor the surroundings (so-called eyes-on), but hands-off is permitted. Even in the hands-off level 2 mode, actual behavior control, such as speed adjustment and steering, is performed by the vehicle control device 30. The hands-off level 2 mode may be interpreted as an operating mode that performs automated driving control with the obligation to monitor the surroundings. The hands-off level 2 mode may also be referred to as a semi-autonomous driving mode. The term "autonomous driving" may be interpreted in a narrow sense (in one aspect) as control equivalent to automation level 3 or higher. However, in a broad sense (i.e., in other aspects), autonomous driving may include driving assistance such as level 2.

[0154] The vehicle control device 30 may be configured to reflect manual driving characteristics in motion control during driving assistance. Furthermore, the objects to which manual driving characteristics are reflected are not limited to both steering and speed adjustment. The vehicle control device 30 may also be configured to reflect manual driving characteristics only in speed adjustment. Configurations in which the term "autonomous driving" (i.e., AD) in the above description is replaced with "quasi-autonomous driving" or "driving assistance" are also included within the scope of this disclosure. Note that, in this disclosure, "hands-off" refers to the act of removing one's hands from the steering wheel. "Eyes-on" refers to monitoring the area outside the vehicle (mainly the front) related to the direction of movement of the vehicle Hv.

[0155] The vehicle control device 30 of the present disclosure does not have to be installed in the vehicle Hv at the time of factory shipment or when transferred from a dealer shop to the owner. The vehicle control device 30 may be implemented in the vehicle Hv by a software update using wireless distribution. Furthermore, the vehicle control device 30 itself as hardware may be retrofitted to the vehicle Hv. <Additional Remarks (1)> The present disclosure includes the following technical ideas. Also, methods, recording media having programs recorded thereon, programs, computers, etc. corresponding to the following technical ideas are also within the scope of the present disclosure. [Technical Idea 1] A vehicle control device configured to be able to switch between an autonomous driving mode and a manual driving mode, the vehicle control device comprising: a recording unit (F6) that, when the manual driving mode is applied, acquires driving characteristic data indicating a driver's driving characteristics from a sensor and stores the data in a first storage unit; a planning unit (F3) that creates a plan for the autonomous driving in accordance with control parameters for determining vehicle behavior during autonomous driving, which are stored in a second storage unit; and a reflection unit (F7) that performs processing to reflect the driving characteristics in the control parameters using the driving characteristic data recorded in the first storage unit. [Technical Idea 2] The vehicle control device according to Technical Idea 1, wherein the driving characteristics include at least one of driving speed, acceleration, deceleration, jerk, deceleration timing, steering speed, inter-vehicle distance, degree of sway, lateral driving position, and reaction time. [Technical Idea 3] The vehicle control device according to Technical Idea 1, wherein the driving characteristics data includes a parameter indicating a degree of sway, the control parameter includes a parameter for reproducing the degree of sway, the reflecting unit determines a value of the parameter for reproducing the degree of sway based on the driving characteristics data, and the planning unit is configured to create a steering plan in accordance with the determined parameter for the degree of sway. [Technical Idea 4] The vehicle control device according to any one of Technical Ideas 1 to 3, wherein an upper limit of a settable value is set for the control parameter, and the reflecting unit is configured to set the value of the control parameter so that it does not exceed the upper limit.[Technical Idea 5] The vehicle control device according to any one of Technical Ideas 1 to 4, wherein the recording unit stores the driving characteristic data in association with the situation at the time of data acquisition, the second storage unit stores the control parameters for each situation, the reflecting unit adjusts the control parameters for each situation based on the driving characteristic data for each situation, and the planning unit creates the automated driving plan using the control parameters according to the situation. [Technical Idea 6] The vehicle control device according to Technical Idea 5, wherein the situation classification includes at least two classifications: following the road, curving, turning right, turning left, turning around, starting, decelerating to stop, and congestion. [Technical Idea 7] The vehicle control device according to Technical Idea 6, wherein the situation classification is further subdivided according to whether it is raining or not. [Technical Idea 8] The vehicle control device according to Technical Idea 6 or 7, wherein the situation classification is further subdivided according to whether the vehicle is traveling on a motorway. [Technical Idea 9] The vehicle control device according to any one of Technical Ideas 1 to 8, wherein the driving characteristics include a plurality of types of metrics, and the reflecting unit is configured to determine the control parameters based on representative values ​​for each metric collected when a predetermined condition is met. [Technical Idea 10] The vehicle control device according to any one of Technical Ideas 1 to 9, wherein the autonomous driving mode includes a plurality of specific modes in which the control parameters are set differently, and the plurality of specific modes include, in addition to a basic mode in which the driving characteristics are reflected, at least one preset mode in which predefined control parameters are applied without reflecting the driving characteristics, and the planning unit is configured to switch the specific mode of the autonomous driving mode based on a signal from an input device.

[0156] <Supplementary Note (2)> The various flowcharts shown in this disclosure are all examples, and the number of steps constituting the flowcharts and the execution order of the processes can be changed as appropriate. The controls shown in each flowchart may be combined / executed in parallel to the extent that there is no contradiction. Expressions such as acquisition, determination, detection, generation, and calculation may be interchangeable. When a device acquires certain data, it also includes the device generating the data based on a signal input from another device / sensor.

[0157] The apparatus, system, and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to execute one or more functions embodied in a computer program. The apparatus and methods described herein may be implemented using dedicated hardware logic circuits. The apparatus and methods described herein may be implemented by one or more special-purpose computers configured by combining a processor executing a computer program with one or more hardware logic circuits. The processor may be any computing core, such as a CPU, MPU, GPU, or DFP (Data Flow Processor). Some or all of the functions of the driving system may be implemented as hardware. Some or all of the functions of the driving system may be implemented using a system-on-chip (SoC), an integrated circuit (IC), or a field-programmable gate array (FPGA).

[0158] The computer program includes instructions that are executed by a computer. The computer program may be stored in a computer-readable non-transitory tangible storage medium. The storage medium for the computer program may be a variety of media, such as a hard-disk drive (HDD), a solid-state drive (SSD), or a flash memory.

Claims

1. A vehicle control device configured to be able to switch between an autonomous driving mode and a manual driving mode, comprising: a recording unit (F6) that, when the manual driving mode is applied, acquires driving characteristic data, which is data indicating the driving characteristics of the driver, from a sensor and stores the data in a first memory unit; a planning unit (F3) that creates a plan for the autonomous driving in accordance with control parameters for determining vehicle behavior during autonomous driving, which are stored in a second memory unit; and a reflection unit (F7) that performs processing to reflect the driving characteristics in the control parameters using the driving characteristic data recorded in the first memory unit.

2. The vehicle control device according to claim 1, wherein the driving characteristics include at least one of driving speed, acceleration, deceleration, jerk, deceleration timing, steering speed, vehicle-to-vehicle distance, degree of sway, lateral driving position, and reaction time.

3. A vehicle control device as described in claim 1, wherein the driving characteristic data includes a parameter indicating the degree of swaying, the control parameter includes a parameter for reproducing the degree of swaying, the reflection unit determines the value of the parameter for reproducing the degree of swaying based on the driving characteristic data, and the planning unit is configured to create a steering plan in accordance with the determined parameter for the degree of swaying.

4. A vehicle control device as described in claim 1, wherein an upper limit value for the settable value of the control parameter is set, and the reflection unit is configured to set the value of the control parameter so that it does not exceed the upper limit value.

5. A vehicle control device as described in claim 1, wherein the recording unit stores the driving characteristic data in association with the situation at the time of data acquisition, the second memory unit stores the control parameters for each situation, the reflection unit adjusts the control parameters for each situation based on the driving characteristic data for each situation, and the planning unit is configured to create a plan for the automatic driving using the control parameters according to the situation.

6. The vehicle control device according to claim 5, wherein the situation categories include at least two categories of following the road, curving, turning right, turning left, turning around, starting, slowing down to stop, and congestion.

7. The vehicle control device according to claim 6, wherein the situation is further classified according to whether it is raining or not.

8. The vehicle control device according to claim 6, wherein the classification of the situation is further subdivided according to whether or not the vehicle is traveling on a motorway.

9. The vehicle control device according to claim 1, wherein the driving characteristics include a plurality of types of metrics, and the reflection unit is configured to determine the control parameters based on representative values ​​for each metric collected when a predetermined condition is met.

10. A vehicle control device as described in claim 1, wherein the autonomous driving mode includes a plurality of specific modes with different settings of the control parameters, and the plurality of specific modes include, in addition to a basic mode in which the driving characteristics are reflected, at least one preset mode in which predefined control parameters are applied without reflecting the driving characteristics, and the planning unit is configured to switch the specific modes of the autonomous driving mode based on a signal from an input device.

11. A vehicle control method executed by a computer for automatically controlling the driving speed and steering of a vehicle, wherein the computer has operating modes of a manual driving mode and an automatic driving mode, and the vehicle control method includes: switching the operating mode based on a signal from an input device; when the manual driving mode is set, acquiring driving characteristic data that is data indicative of the driver's driving characteristics from a sensor and storing the data in a first memory unit; creating a plan for the automatic driving in accordance with control parameters for determining vehicle behavior during automatic driving that are stored in a second memory unit; and using the driving characteristic data recorded in the first memory unit to reflect the driving characteristics in the control parameters.

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