Vehicle control system and vehicle control method

Abstract

A vehicle control system comprises: a steering support mechanism that supports a steering wheel in an axially rotatable manner, and supports the left and right sides of the steering wheel in a manner in which the left and right sides of the steering wheel can be relatively pushed and pulled, so that when one of the left and right sides of the steering wheel is displaced rearward in the front-rear direction of the vehicle, the other side is displaced forward in the front-rear direction of the vehicle; and a control device that executes driving assistance control for assisting driving of the vehicle. After a predetermined authority transfer condition for transferring the driving authority of the vehicle to the driver is satisfied during the execution of the driving support control, the control device controls the driving of the vehicle on the basis of a shaft rotation operation and the a right and left push-pull operation of the steering wheel.

Description

Vehicle control system and vehicle control method

[0001] The present disclosure relates to a vehicle control system and a vehicle control method.

[0002] In recent years, an advanced driver assistance system that acquires information on the surrounding environment of a vehicle using sensors such as cameras, LiDAR (Light Detection and Ranging), and millimeter-wave radars and automatically controls the driving of the vehicle has been put into practical use. In the advanced driver assistance system, the system executes all driving tasks including steering and acceleration / deceleration, etc., while in an emergency, the driving authority is transferred from the system to the driver. Examples of emergencies where the driving authority is transferred from the system to the driver include cases where the system has failed, such as an abnormality in the sensor, or cases where avoidance behavior by control is impossible due to a decrease in the detection accuracy of the sensor.

[0003] Japanese Unexamined Patent Application Publication No. 2024 - 082998, Japanese Unexamined Patent Application Publication No. 2021 - 112608

[0004] However, in situations where avoidance behavior by the system is impossible or when a sudden transfer of driving authority occurs, the driver will receive the transfer of driving authority in a panicked state. In such cases, it is not easy for the driver to take a calm driving action, and for example, when an obstacle suddenly appears in front of the vehicle, there is a risk that the driver may not be able to take an action to avoid a collision.

[0005] The present disclosure has been made in view of the above problems, and the object of the present disclosure is to provide a vehicle control system and a vehicle control method that can realize an action to avoid an obstacle in front of the vehicle based on the driver's behavior when the driving authority of the vehicle is transferred from the system to the driver in an emergency.

[0006] To solve the above problems, according to one aspect of this disclosure, a vehicle control system is provided comprising: a steering support mechanism that supports the steering wheel so as to be rotatable on an axis, and supports the left and right sides of the steering wheel so as to be able to push and pull relative to each other such that when one of the left or right sides of the steering wheel is displaced to the rear in the longitudinal direction of the vehicle, the other side is displaced to the front in the longitudinal direction of the vehicle; and a control device that performs driving support control to assist in driving the vehicle, wherein the control device controls the driving of the vehicle based on the axial rotation and left and right pushing and pulling movements of the steering wheel after a predetermined authority transfer condition is met in which the authority to drive the vehicle is transferred to the driver during the execution of the driving support control.

[0007] Furthermore, in solving the above problems, according to another aspect of this disclosure, a vehicle control method is provided, comprising: a support mechanism that supports the steering wheel so as to be rotatable on an axis, and that supports the left and right sides of the steering wheel so as to be able to push and pull relative to each other such that when one of the left or right sides of the steering wheel is displaced to the rear in the longitudinal direction of the vehicle, the other side is displaced to the front in the longitudinal direction of the vehicle; and a control device that performs driving support control to assist in driving the vehicle, wherein the control device controls the driving of the vehicle based on the axial rotation and left and right pushing and pulling movements of the steering wheel after a predetermined authority transfer condition is met in which the authority to drive the vehicle is transferred to the driver during the execution of the driving support control.

[0008] As explained above, according to this disclosure, when the driving authority of the vehicle is transferred from the system to the driver in an emergency, it is possible to perform actions to avoid obstacles in front of the vehicle based on the driver's actions.

[0009] This is a schematic diagram showing an example of the configuration of a vehicle equipped with a vehicle control system according to an embodiment of the present disclosure. This is an explanatory diagram showing an example of the configuration of a steering wheel and steering support mechanism applied to the vehicle control system according to the same embodiment this embodiment. This is an explanatory diagram showing the operation of the steering support mechanism applied to the vehicle control system according to this embodiment. This is an explanatory diagram showing the operation of the steering support mechanism applied to the vehicle control system according to this embodiment. This is an explanatory diagram showing the operation of the steering support mechanism applied to the vehicle control system according to this embodiment. This is a block diagram showing an example of the configuration of a control device for the vehicle control system according to the same embodiment. This is a flowchart showing the authority transfer process by the control device for the vehicle control system according to the same embodiment. This is a flowchart showing the driving control process when authority is transferred by the control device for the vehicle control system according to the same embodiment.

[0010] Preferred embodiments of this disclosure will be described in detail below with reference to the attached drawings. The specific dimensions, materials, numerical values, etc., shown in the following embodiments are merely examples to facilitate understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and drawings, components having substantially the same functional configuration are denoted by the same reference numerals to avoid redundant explanations.

[0011] <1. Overall Configuration of the Vehicle Control System> First, an example of the configuration of the vehicle control system according to the embodiment of this disclosure will be described.

[0012] Figure 1 is a schematic diagram showing an example of the configuration of a vehicle 1 equipped with the vehicle control system 10 according to this embodiment. The vehicle 1 shown in Figure 1 is configured as a front-wheel drive vehicle that transmits the drive torque output from the drive force source 3 to the front wheels. The drive force source 3 may be an internal combustion engine such as a gasoline engine or a diesel engine, a drive motor, or both an internal combustion engine and a drive motor.

[0013] Vehicle 1 may be, for example, a rear-wheel drive vehicle, a four-wheel drive vehicle, or an electric vehicle equipped with drive motors corresponding to each wheel. Furthermore, if Vehicle 1 is an electric vehicle or a hybrid electric vehicle, Vehicle 1 is equipped with a battery that stores the power supplied to the drive motors, and a generator such as a motor or fuel cell that generates the power charged to the battery.

[0014] The control system 10 includes a drive force source 3, an electric steering device 11, and brake devices 7LF, 7RF, 7LR, and 7RR (hereinafter collectively referred to as "brake device 7" unless otherwise specified) as equipment used for controlling the operation of the vehicle 1. The drive force source 3 outputs drive torque that is transmitted to the front wheel drive shaft 5 via a transmission and a front wheel differential mechanism (not shown). The drive of the drive force source 3 and the transmission is controlled by a control device 50 which is composed of one or more electronic control units (ECUs).

[0015] The electric steering system 11 includes an electric motor and gear mechanism (not shown) and is controlled by the control device 50 to adjust the steering angles of the left and right front wheels. The control device 50 controls the electric steering system 11 so that the vehicle 1 travels within the driving lane when the driver assistance function switch is turned on and the driving mode is set to the driver assistance mode. The control device 50 also controls the electric steering system 11 based on the steering angle of the steering wheel 20 by the driver when the driving mode is set to the manual driving mode.

[0016] The brake system 7 applies braking force to the front, rear, left, and right wheels, respectively. The illustrated brake system 7 is configured as a hydraulic brake system. By controlling the hydraulic pressure supplied to each brake system 7 by the hydraulic control unit 9, a predetermined braking force is generated. If the vehicle 1 is an electric vehicle or a hybrid electric vehicle, the brake system 7 is used in conjunction with regenerative braking by the drive motor.

[0017] Furthermore, the control system 10 is equipped with a LiDAR 31 and a camera 33 as sensors for detecting the surrounding environment of the vehicle 1. The LiDAR 31 is connected to the control device 50 via wired or wireless communication means and transmits the measured point cloud data to the control device 50. In addition, a radar sensor such as a millimeter-wave radar may be provided instead of the LiDAR 31, or in conjunction with the LiDAR 31.

[0018] Camera 33 is a pair of left and right imaging devices equipped with image sensors such as CCD (Charged-Coupled Devices) or CMOS (Complementary Metal-Oxide-Semiconductor). Camera 33 is connected to the control device 50 via wired or wireless communication means and transmits the generated image data to the control device 50. Camera 33 may be a stereo camera, a monocular camera, or both. In addition to the camera that photographs the front, vehicle 1 may also be equipped with a camera that photographs the rear of vehicle 1, or a camera mounted on a side mirror or the like that photographs the left rear or right rear.

[0019] Furthermore, the control system 10 includes a rotation sensor 18 and a brake sensor 19 as sensors for detecting the driving state and operating state of the vehicle 1. The rotation sensor 18 detects, for example, the rotation speed of one or more wheels. The control device 50 calculates the speed of the vehicle 1 based on the sensor signal output from the rotation sensor 18. The brake sensor 19 detects the amount of brake pedal operation by the driver.

[0020] Furthermore, the control system 10 includes a first steering angle sensor and a second steering angle sensor (not shown) provided on the steering support mechanism 25 that supports the steering wheel 20. The first steering angle sensor detects the rotation angle of the steering wheel 20 around its axis (hereinafter also referred to as the "axis rotation angle"). The second steering angle sensor detects the push-pull angle of the steering wheel 20, which will be described later. In addition, the control system 10 includes various other sensors (not shown), such as an accelerator opening sensor, an acceleration sensor, and an angular velocity sensor, as sensors for detecting the driving state and operating state of the vehicle 1. The control device 50 acquires the sensor signals output from these sensors.

[0021] The control system 10 also includes a switch 39 and a notification device 40. The switch 39 is operated by the driver to switch on or off the driving assistance function, in which the system takes over the driving tasks of the vehicle 1. The switch 39 may be a physical switch, a touch panel, or a voice input device.

[0022] The notification device 40 notifies the occupants of various information based on drive commands output from the control device 50, using means such as image display and audio output. The notification device 40 includes, for example, a display device provided in the instrument panel and a speaker provided in the vehicle 1. The display device may be a display device of a navigation system, or it may be a HUD (Head Up Display) that displays on the front windshield.

[0023] The control device 50 consists of one or more electronic control devices that control the control system 10. The control device 50 includes one or more processors such as CPUs (Central Processing Units) and one or more memories that are communicatively connected to one or more processors. The control device 50 functions as a device that controls the control system 10 by having one or more processors execute a computer program. The computer program is a computer program that causes the processor to execute the operations that the control device 50 should perform, as described later. The computer program executed by the processor may be recorded on a recording medium that functions as a memory in the control device 50, or it may be recorded on a recording medium built into the control device 50 or on any external recording medium that can be attached to the control device 50.

[0024] Recording media for storing computer programs may include magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs, DVDs, and Blu-ray®; magneto-optical media such as floppy disks; memory elements such as RAM (Random Access Memory) or ROM (Read Only Memory); flash memory such as USB memory and SSDs; and other media capable of storing programs.

[0025] <2. Steering Wheel and Steering Support Mechanism> Next, the steering wheel and steering support mechanism provided in the vehicle control system 10 according to this embodiment will be described in detail.

[0026] In this embodiment, the steering support mechanism 25 that supports the steering wheel 20 supports the steering wheel 20 so that it can rotate on an axis, and has a configuration that allows the left and right sides of the steering wheel 20 to be pushed and pulled relative to each other such that when one of the left or right sides of the steering wheel 20 is displaced to the rear in the longitudinal direction of the vehicle 1, the other side is displaced to the front in the longitudinal direction of the vehicle 1. Hereinafter, the rear and front sides in the longitudinal direction of the vehicle 1 will be referred to as the "front side" and the "rear side," respectively.

[0027] Figures 2 to 4 are explanatory diagrams showing examples of the configuration of the steering wheel 20 and the steering support mechanism 25. Figure 2 is a view of the steering wheel 20 and the steering support mechanism 25 from the driver's side and the left side. Figure 3 is a view of the deformed steering wheel 20 and the steering support mechanism 25 from the driver's side and the left side. Figure 4 is a view of the steering wheel 20 and the steering support mechanism 25 from above.

[0028] The steering wheel 20 has a rim 21, a hub 22, and spokes 23. The rim 21 is mainly composed of a main body portion 21T which constitutes the upper half of the rim 21, a first movable portion 21L which constitutes the lower left portion of the rim 21, and a second movable portion 21R which constitutes the lower right portion of the rim 21, forming a ring shape overall. Of these, the first movable portion 21L is connected to the left end portion of the main body portion 21T so as to be able to move back and forth. For example, the first movable portion 21L is connected so as to be able to move back and forth so as to be housed inside the left end portion of the main body portion 21T. The left end portion of the main body portion 21T may be connected so as to be able to move back and forth so as to be housed inside the first movable portion 21L.

[0029] The rim 21 has a displacement mechanism 24L that moves the first movable part 21L forward and backward relative to the left end portion of the main body 21T. The displacement mechanism 24L includes, for example, a rack gear, a pinion gear, and a motor, and the control device 50 drives the motor and rotates the pinion gear to move the first movable part 21L forward and backward relative to the left end portion of the main body 21T. However, the displacement mechanism 24L is not limited to a configuration using a rack gear and a pinion gear, and may be configured using other actuators such as an air cylinder.

[0030] The second movable part 21R is connected to the right end portion of the main body 21T so as to be able to move back and forth, similar to the first movable part 21L. The rim 21 also has a displacement mechanism 24R that moves the second movable part 21R back and forth relative to the right end portion of the main body 21T. The second movable part 21R is not connected to the first movable part 21L.

[0031] The rim 21 is connected to the hub 22 by left spoke 23L and right spoke 23R. The hub 22 is located in the center of the rim 21 and serves as the connection point to the steering support mechanism 25. The hub 22 houses, for example, an airbag module and a horn button.

[0032] The spoke 23 includes a left spoke 23L, a right spoke 23R, and a movable spoke 23U. The movable spoke 23U is rotatably connected to the hub 22 around the rotation axis of the displacement mechanism 24U. The displacement mechanism 24U includes, for example, a motor that rotates the rotation axis, and the control device 50 drives the motor to rotate the movable spoke 23U connected to the rotation axis, thereby folding the movable spoke 23U toward the rear when viewed from the driver's side. However, the configuration of the displacement mechanism 24U is not limited to the above example.

[0033] As shown in Figure 3, the steering wheel 20 can store the first movable part 21L and the second movable part 21R in the left and right ends of the main body 21TT, respectively, by displacement mechanisms 24L, 24R, and 24U, and fold the movable spokes 23U inward when viewed from the driver's side. As a result, the steering wheel 20 changes shape so that the rim and spokes that were located below the steering wheel 20 cannot be grasped by the driver. This naturally guides the driver to grasp the left and right portions of the steering wheel 20 that match the natural orientation of their hands. In this state, the driver can operate the steering wheel 20 easily with minimal strain, minimizing elbow movement due to the characteristics of human joints.

[0034] Furthermore, the steering wheel 20 is connected to the steering column 29 by a ball joint 26. On the left and right sides of the steering column 29, as viewed from the driver's side, extendable and retractable cylinders 27L and 27R are provided. The tips of each cylinder 27L and 27R are connected to the left spoke 23L and the right spoke 23R of the steering wheel 20, respectively. In the state shown in Figure 2, the vertical rotation of the steering wheel 20 by the ball joint 26 is restricted, while the horizontal rotation of the steering wheel 20 is possible.

[0035] Each cylinder 27L and 27R is subjected to a predetermined resistance during its extension and retraction. Therefore, when the force with which the driver pushes the left or right side of the steering wheel 20 exceeds a predetermined value, the steering wheel 20 rotates in the left or right direction. This resistance may be the resistance of the cylinders 27L and 27R themselves, or it may be the resistance of a separately provided spring or the like.

[0036] Furthermore, the steering column 29 is equipped with a locking mechanism 28 that restricts the extension and retraction of at least one of the left and right cylinders 27L and 27R, thereby preventing the steering wheel 20 from rotating in the left and right directions. However, the locking mechanism 28 is not particularly limited as long as it is configured to prevent the steering wheel 20 from rotating in the left and right directions.

[0037] As shown in Figure 5, the steering support mechanism 25 supports the steering wheel 20 so that it can rotate around the axis of the steering shaft. Furthermore, as shown in Figure 6, while the locking mechanism 28 is released, the steering support mechanism 25 supports the left and right sides of the steering wheel 20 so that when one side of the steering wheel 20 is displaced towards the driver, the other side is displaced towards the driver. In addition, as shown in Figure 7, while the locking mechanism 28 is released, the steering support mechanism 25 supports the steering wheel 20 in a state that allows for both axial rotation and pushing / pulling movements simultaneously.

[0038] The steering support mechanism 25 includes a first steering angle sensor and a second steering angle sensor (not shown). The first steering angle sensor is, for example, attached to the steering shaft and detects the axial rotation angle of the steering wheel 20. The axial rotation angle of the steering wheel 20 is output as the left and right axial rotation angles with respect to the position of the steering wheel 20 where the steering angle of the wheel is 0 degrees.

[0039] The second steering angle sensor is provided, for example, attached to either cylinder 27L or 27R, and detects the push-pull angle of the steering wheel 20. The push-pull angle of the steering wheel 20 is output as the tilt angle when the left or right side of the steering wheel 20 is tilted towards the driver's side, relative to a state where the steering wheel 20 is not being pushed or pulled left or right. The type and installation position of the first and second steering angle sensors are not particularly limited. The first and second steering angle sensors output a sensor signal indicating the detected angle to the control device 50.

[0040] <3. Control Device> Next, the configuration of the control device 50 provided in the vehicle control system 10 according to this embodiment will be described in detail.

[0041] Figure 8 is a block diagram functionally showing the part of the control device 50 related to the authority transfer process that transfers the driving authority of vehicle 1 from the system to the driver. The control device 50 is connected to the first steering angle sensor 15, the second steering angle sensor 16, the rotation sensor 18, the brake sensor 19, the displacement mechanism 24, the lock mechanism 28, the LiDAR 31, the camera 33, the switch 39, and the notification device 40 via a dedicated line or a communication means such as CAN (Controller Area Network) or LIN (Local Internet). The control device 50 is also connected to the hydraulic control unit 9 and the electric steering device 11 via a dedicated line or a communication means such as CAN (Controller Area Network) or LIN (Local Internet).

[0042] The control device 50 comprises a processing unit 51 and a storage unit 53. The processing unit 51 is configured with one or more processors. Part or all of the processing unit 51 may be configured with updatable components such as firmware, or it may be a program module executed by commands from a CPU or the like. The control device 50 may be configured as a single device, or it may be configured as multiple devices connected to each other in a manner that allows them to communicate with one another.

[0043] The storage unit 53 is composed of one or more storage elements (memories) such as a RAM or a ROM that are communicably connected to the processing unit 51. However, the number and type of the storage unit 53 are not particularly limited. The storage unit 53 stores a computer program executed by the processing unit 51, various parameters used for arithmetic processing, detection data, arithmetic results, and other data. A part of the storage unit 53 is used as a work area of the processing unit 51.

[0044] The processing unit 51 includes a driving assistance control unit 61, an authority transfer determination unit 62, a displacement mechanism driving processing unit 63, a locking mechanism driving processing unit 64, and an operation control unit 65 during authority transfer. The driving assistance control unit 61, the authority transfer determination unit 62, the displacement mechanism driving processing unit 63, the locking mechanism driving processing unit 64, and the operation control unit 65 during authority transfer are functions realized by the execution of a computer program by one or more processors. Note that part or all of the driving assistance control unit 61, the authority transfer determination unit 62, the displacement mechanism driving processing unit 63, the locking mechanism driving processing unit 64, and the operation control unit 65 during authority transfer may be constituted by hardware such as an analog circuit.

[0045] The driving assistance control unit 61 executes driving assistance control for automatically controlling the driving of the vehicle 1 in the activated state of the driving assistance function. For example, the driving assistance control unit 61 acquires information on the surrounding environment of the vehicle 1 detected by sensors for detecting the surrounding environment such as the LiDAR 31 and the camera 33, and controls the steering angle and acceleration / deceleration of the wheels so that the vehicle 1 travels at a set vehicle speed within the driving lane. The on / off of the driving assistance function is switched by a signal output from the switch 39.

[0046] The specific content of the driving assistance control by the driving assistance function may be, for example, the driving assistance control by a conventionally known advanced driving assistance function, and a detailed description thereof is omitted.

[0047] During the execution of the driving support control, the authority transfer determination unit 62 determines whether a predetermined authority transfer condition for transferring the driving authority of the vehicle 1 from the system to the driver is satisfied. The predetermined authority transfer condition may be, for example, obtaining an abnormal signal of a sensor that detects the surrounding environment, such as the LiDAR 31 and the camera 33. The abnormal signal of the sensor may be, for example, a signal indicating a failure of the sensor, a signal indicating a decrease in detection accuracy due to poor visibility, or a signal indicating that the vehicle is traveling in an area where there is no road boundary line.

[0048] Further, the predetermined authority transfer condition may be that the system is unable to avoid an obstacle suddenly detected in front of the vehicle 1. For example, based on the distance to the suddenly detected obstacle and the relative speed between the vehicle 1 and the obstacle, when the authority transfer determination unit 62 determines that it is difficult to avoid a collision between the vehicle 1 and the obstacle, the authority transfer determination unit 62 determines that the system is unable to avoid the obstacle.

[0049] In addition, the predetermined authority transfer condition may be arbitrarily set as a condition that can determine that the driving support control by the system is impossible.

[0050] The displacement mechanism drive processing unit 63 controls the drive of the displacement mechanism 24 provided on the steering wheel 20. For example, when the driving support function is activated, the displacement mechanism drive processing unit 63 drives the displacement mechanism 24 to deform the steering wheel 20. The displacement mechanism drive processing unit 63 maintains the steering wheel 20 in a deformed state while the driving support function is activated.

[0051] The lock mechanism drive processing unit 64 controls the drive of the lock mechanism 28 provided on the steering support mechanism 25. For example, when the driving support function is activated, the lock mechanism drive processing unit 64 drives the lock mechanism 28 to enable the left and right pushing and pulling operations of the steering wheel 20. The lock mechanism drive processing unit 64 maintains the state where the left and right pushing and pulling operations of the steering wheel 20 are possible while the driving support function is activated.

[0052] The driver control unit 65 controls the operation of the vehicle 1 based on the axial rotation and left / right pushing / pulling movements of the steering wheel 20 after predetermined driver transfer conditions are met. This makes it possible to drive the vehicle 1 in accordance with the driver's operation in an emergency. In this embodiment, even if the driver who has been transferred driving authority in an emergency is unable to immediately press the brake pedal, the driver control unit 65 controls the turning and deceleration of the vehicle 1 based on the driver's actions detected via the steering wheel 20.

[0053] <4. Operation> Up to this point, the configuration of the vehicle control system 10 according to this embodiment has been described. Next, the method of controlling the vehicle 1 by the vehicle control system 10 according to this embodiment will be described in detail.

[0054] Figure 9 shows a flowchart of the processes performed by the control device 50. When the control device 50 detects that the driver assistance function switch 39 has been turned on (step S11), it starts driver assistance control of the vehicle 1 (step S13). For example, the driver assistance control unit 61 of the control device 50 acquires information about the surrounding environment of the vehicle 1 detected by the LiDAR 31 and camera 33, etc., and controls the steering angle of the wheels and acceleration / deceleration so that the vehicle 1 travels within the driving lane at a set speed.

[0055] Next, the control device 50 deforms the steering wheel 20 (step S15). In this embodiment, the displacement mechanism drive unit 63 of the control device 50 drives the displacement mechanisms 24L, 24R, and 24U to store the first movable part 21L and the second movable part 21R of the steering wheel 20 in the left end and right end portions of the main body 21T, respectively, and fold the movable spokes 23U toward the rear when viewed from the driver's side (see Figure 3). As a result, the driver grips the left and right portions of the steering wheel 20 that match the natural orientation of the hands.

[0056] Next, the control device 50 releases the lock mechanism 28 (step S17). In this embodiment, the lock mechanism drive processing unit 64 of the control device 50 drives the lock mechanism 28 to enable the left and right pushing and pulling movements of the steering wheel 20.

[0057] Next, the control device 50 determines whether a predetermined authority transfer condition has been met for transferring the driving authority of the vehicle 1 from the system to the driver (step S19). For example, the authority transfer determination unit 62 of the control device 50 determines that a predetermined authority transfer condition has been met when it acquires an abnormal signal from a sensor that detects the surrounding environment, such as the LiDAR 31 and the camera 33. Alternatively, the authority transfer determination unit 62 may determine that a predetermined authority transfer condition has been met when, upon sudden detection of an obstacle in front of the vehicle 1, it determines, based on the distance to the obstacle and the relative speed between the vehicle 1 and the obstacle, that it is difficult to avoid a collision between the vehicle 1 and the obstacle.

[0058] If the control device 50 does not determine that the predetermined authority delegation conditions have been met (S19 / No), it determines whether the driver assistance function switch 39 has been turned off (step S21). If the control device 50 does not determine that the driver assistance function switch 39 has been turned off (S21 / No), it returns to step S19. On the other hand, if the control device 50 determines that the driver assistance function switch 39 has been turned off (S21 / Yes), it stops the driver assistance control (step S23).

[0059] Next, the control device 50 restores the shape of the steering wheel 20 to its original shape (step S29), and terminates the process. In this embodiment, the displacement mechanism drive unit 63 of the control device 50 drives the displacement mechanisms 24L, 24R, and 24U to return the first movable part 21L and the second movable part 21R of the steering wheel 20 to their original positions from the left end and right end of the main body 21T, respectively, and also returns the movable spoke 23U to its original position on the side closer to the driver.

[0060] In step S19 described above, if the control device 50 determines that a predetermined authority transfer condition has been met (S19 / Yes), it outputs an alarm sound and displays an alarm (step S25). For example, the authority transfer determination unit 62 of the control device 50 drives the notification device 40 to output an alarm sound and display an indication that the system has become unable to provide driving assistance control.

[0061] Next, the control device 50 executes the operation control process during authority transfer (step S27). In this embodiment, while the driving assistance function is activated, the steering wheel 20 can perform left and right pushing and pulling movements in conjunction with its axial rotation movement. In an emergency where it is necessary to transfer driving authority from the system to the driver, the control device 50 executes driving control of the vehicle 1 using human behavioral characteristics.

[0062] Specifically, when the driver attempts to grip the steering wheel 20 during the transfer of driving authority, the elbow moves forward of the moving body. At this time, the palm is naturally facing inward in the left-right direction, and the driver can naturally grip the left and right portions of the deformed steering wheel 20. Furthermore, in an emergency, it is considered difficult for the driver to perform actions that involve raising the elbow or moving the leg to press the brake pedal. When a driver avoids an object approaching them, as is characteristic of humans, they often reflexively move the shoulder and elbow on the side closer to the direction of approach forward, while pulling the opposite shoulder back. In this embodiment, this pushing and pulling motion of the shoulder and elbow is used to push, pull, and rotate the steering wheel 20, and this is used to control the vehicle 1.

[0063] Figure 10 shows a flowchart of the operation control process during authority transfer by the operation control unit 65 of the control device 50. The operation control unit 65 during authority transfer determines whether or not the brake pedal is being operated (step S31). For example, the operation control unit 65 determines whether or not the brake pedal is depressed based on the sensor signal output from the brake sensor 19.

[0064] When the control transfer operation control unit 65 determines that the brake pedal is being operated (S31 / Yes), it drives the electric steering device 11 to control the steering angle based on the axial rotation angle and push-pull angle of the steering wheel 20, and drives the hydraulic control unit 9 to control deceleration based on the amount the brake pedal is operated (step S33). The situation in which the brake pedal is being operated indicates that the driver has sensed an emergency and is able to operate the brake pedal. For this reason, the control transfer operation control unit 65 sets the deceleration according to the amount the brake pedal is operated and controls the hydraulic control unit 9.

[0065] In this case, the control unit 65 during authority transfer calculates the steering angle of the wheels by setting the axial rotation angle of the steering wheel 20 to the same value and the push-pull angle to twice the value, and adopts the larger of the two angles (select high). The coefficient multiplied by the push-pull angle may be set to any appropriate value, taking into consideration the magnitude of the reaction force to the push-pull operation of the steering wheel 20. Therefore, the control unit 65 during authority transfer sets the steering angle of the wheels to increase in proportion to the axial rotation angle of the steering wheel 20 or the left and right push-pull angles.

[0066] When the driver control unit 65 controls the steering angle of the wheels according to the left and right pushing and pulling motion of the steering wheel 20, it turns the vehicle 1 in the opposite direction to the side of the steering wheel 20 that is pushed away from the driver. This allows the vehicle 1 to turn in a direction to avoid obstacles, even if the driver is unable to calmly perform the axial rotation motion of the steering wheel 20, based on the pushing and pulling motion of the steering wheel 20 caused by the driver's evasive maneuvers, which are a human characteristic.

[0067] On the other hand, if the driver control unit 65 during the transfer of authority does not determine that the brake pedal is being operated (S31 / No), it controls the steering angle based on the push-pull angle of the steering wheel 20 and controls the deceleration based on the axial rotation angle of the steering wheel 20 (step S35). The situation in which the brake pedal is not being operated is a situation in which the driver is unable to react quickly in an emergency. For this reason, the driver control unit 65 during the transfer of authority controls the steering angle and deceleration of the vehicle 1 based on the axial rotation and push-pull movements of the steering wheel 20, which are human characteristics in emergencies.

[0068] For example, when authority is transferred, the driving control unit 65 calculates the push-pull angle of the steering wheel 20 as double, replaces it with the axial rotation angle of the steering wheel 20, and drives the electric steering device 11 to control the steering angle of the wheels. When authority is transferred, the driving control unit 65 sets the steering angle of the wheels to increase in proportion to the left and right push-pull angles of the steering wheel 20. In this case as well, the coefficient multiplied by the push-pull angle may be set to any appropriate value, taking into consideration the magnitude of the reaction force to the push-pull motion of the steering wheel 20. Furthermore, when the driving control unit 65 controls the steering angle of the wheels according to the left and right push-pull motion of the steering wheel 20, it turns the vehicle 1 in the opposite direction to the side of the steering wheel 20 that is pushed away from the driver. This allows the vehicle 1 to turn in a direction to avoid an obstacle, even if the driver is unable to calmly perform the axial rotation motion of the steering wheel 20, based on the push-pull motion of the steering wheel 20 caused by the driver's evasive maneuvers, which is a human characteristic.

[0069] Furthermore, the control unit 65 during authority transfer sets the deceleration of the vehicle 1 based on the axial rotation angle of the steering wheel 20 and controls the hydraulic control unit 9. Alternatively, the control unit 65 during authority transfer may set the deceleration of the vehicle 1 to increase in proportion to the rotational speed of the axial rotation of the steering wheel 20 and the rate of change in the left and right push-pull angles of the steering wheel 20. This allows the steering angle to be set larger and the deceleration to be set larger in response to the driver's sudden actions, increasing the possibility of avoiding the obstacle between the vehicle 1 and the vehicle.

[0070] Next, the driver control unit 65 during the transfer of authority determines whether or not the brake pedal is being operated (step S37). Here, the driver control unit 65 determines whether or not the driver has begun to regain composure and is able to move their foot and press the brake pedal. If the driver control unit 65 does not determine that the brake pedal is being operated (S37 / No), it determines whether or not the vehicle speed has become zero (step S39). If the driver control unit 65 does not determine that the vehicle speed has become zero (S39 / No), that is, if vehicle 1 has not stopped, it returns to step S37. On the other hand, if the driver control unit 65 determines that the vehicle speed has become zero (S39 / Yes), that is, if vehicle 1 has stopped, it terminates the driver control process during the transfer of authority.

[0071] In step S37 described above, if the control transfer control unit 65 determines that the brake pedal is being operated (S37 / Yes), it controls the deceleration based on the amount of brake pedal operation (step S41). In other words, since the driver is now able to operate the brake pedal, the control transfer control unit 65 switches from setting the deceleration based on the push-pull rotation of the steering wheel 20 to setting the deceleration based on the amount of brake pedal operation. However, in order to prevent abrupt changes due to the switching of the deceleration degree, the control transfer control unit 65 transitions the deceleration setting within the upper limit of the deceleration change rate that has been set in advance.

[0072] After step S33 or step S41, the authority transfer operation control unit 65 determines whether the vehicle speed has become zero (step S43). If the authority transfer operation control unit 65 does not determine that the vehicle speed has become zero (S43 / No), that is, if vehicle 1 has not stopped, the determination in step S43 is repeated. On the other hand, if the authority transfer operation control unit 65 determines that the vehicle speed has become zero (S43 / Yes), that is, if vehicle 1 has stopped, the authority transfer operation control process is terminated.

[0073] Returning to Figure 9, after the operation control processing during authority transfer is completed, the control device 50 returns the shape of the steering wheel 20 to its original shape (step S29) and terminates the process. As described above, in this embodiment, the displacement mechanism drive processing unit 63 of the control device 50 drives the displacement mechanisms 24L, 24R, and 24U to return the first movable part 21L and the second movable part 21R of the steering wheel 20 to their original positions from the left end and right end of the main body 21T, respectively, and also returns the movable spoke 23U to its original position on the near side when viewed from the driver's side.

[0074] <5. Effects> As described above, the vehicle control system 10 according to this embodiment includes a steering support mechanism 25 that supports the steering wheel 20 so as to be rotatable on an axis and supports the left and right sides of the steering wheel 20 so as to be able to be pushed and pulled relative to one side of the steering wheel 20 so as to be seen from the driver, when one side of the steering wheel 20 is displaced towards the driver, the other side is displaced towards the driver, and a control device 50 that performs driving support control of the vehicle 1. The control device 50 has a configuration that controls the driving of the vehicle 1 based on the axial rotation and left and right pushing and pulling movements of the steering wheel 20 after a predetermined authority transfer condition is met in which the driving authority of the vehicle 1 is transferred to the driver during the execution of driving support control. For this reason, when the driving authority is transferred, the driving of the vehicle 1 can be controlled by utilizing the human behavioral characteristic of reflexively extending the shoulder and elbow on the side closer to the direction of approach while pulling back the opposite shoulder when avoiding an object approaching oneself. Therefore, even when the driving authority is transferred to the driver in an emergency, driving actions can be taken to avoid a collision between the vehicle 1 and an obstacle.

[0075] Furthermore, in the vehicle control system 10 according to this embodiment, the steering wheel 20 has a displacement mechanism that changes the lower part of the steering wheel 20 to a position or shape that the driver cannot grip. This naturally guides the driver to grip the left and right portions of the steering wheel 20 that match the natural orientation of the hands. Therefore, the driver can operate the steering wheel 20 easily with minimal elbow movement and less strain, due to the characteristics of human joints.

[0076] Furthermore, in the vehicle control system 10 according to this embodiment, after a predetermined authority transfer condition is met, if the brake pedal of the vehicle 1 is pressed, the control device 50 controls the deceleration of the vehicle in accordance with the brake pedal operation and controls the steering angle of the wheels in accordance with the axial rotation and left / right pushing / pulling operation of the steering wheel 20. This allows the driver to press the brake pedal, but if they are unable to calmly perform the axial rotation operation of the steering wheel 20, the vehicle 1 can be turned in a direction to avoid the obstacle based on the pushing / pulling operation of the steering wheel 20 due to the driver's evasive action, which is a human characteristic.

[0077] Furthermore, in the vehicle control system 10 according to this embodiment, if the brake pedal of the vehicle 1 is not pressed after a predetermined authority transfer condition has been met, the control device 50 controls the steering angle of the wheels according to the left and right pushing and pulling motion of the steering wheel 20, and controls the deceleration of the vehicle according to the axial rotation motion of the steering wheel. As a result, even if the driver is unable to operate the brake pedal in an emergency, the steering angle and deceleration of the vehicle 1 can be controlled by the axial rotation motion and pushing and pulling motion of the steering wheel 20, which are human characteristics in emergencies.

[0078] Furthermore, in the vehicle control system 10 according to this embodiment, the control device 50 sets the steering angle of the wheels to increase in proportion to the left and right push-pull angles of the steering wheel 20, and sets the deceleration of the vehicle 1 to increase in proportion to the rotational speed of the steering wheel 20's axis rotation and the rate of change of the left and right push-pull angles of the steering wheel 20. As a result, in response to the driver's sudden actions, the steering angle is set to be larger and the deceleration to be larger the more urgent the situation, thereby increasing the possibility of avoiding the obstacle between the vehicle 1 and the obstacle.

[0079] Furthermore, in the vehicle control system 10 according to this embodiment, when the control device 50 controls the steering angle of the wheels according to the left and right pushing and pulling movements of the steering wheel 20, it turns the vehicle 1 in the opposite direction to the side of the steering wheel 20 that is pushed away from the driver. As a result, even if the driver is unable to calmly perform the axial rotation movement of the steering wheel 20, the vehicle 1 can be turned in a direction to avoid obstacles based on the pushing and pulling movements of the steering wheel 20 caused by the driver's evasive actions, which are a human characteristic.

[0080] While preferred embodiments of the present disclosure have been described in detail above with reference to the attached drawings, the present disclosure is not limited to such examples. It is clear to any person with ordinary skill in the art to which the present disclosure pertains that various modifications or alterations may be conceived within the scope of the technical idea set forth in the claims, and these will naturally also be understood to fall within the technical scope of the present disclosure.

[0081] For example, in the above embodiment, the steering wheel 20 is provided with a first movable part 21L and a second movable part 21R at its lower part, and the first movable part 21L and the second movable part 21R are housed in the main body 21T, but the present disclosure is not limited to this configuration. For example, the steering wheel 20 may be provided with a first movable part and a second movable part on the left and right sides of its upper part, and the first and second movable parts may be housed in the main body, thereby changing the upper part of the steering wheel to a position or shape that the driver cannot grasp. Alternatively, both the upper and lower parts may be housed on the left and right sides of the rim. Even with such a steering wheel, due to the characteristics of human joints, the movement of the elbow is minimized, and the steering wheel 20 can be operated easily with less strain.

[0082] Furthermore, in the above embodiment, when the driver does not operate the brake pedal when the driving authority is transferred, the steering angle of the wheels is controlled according to the left and right pushing and pulling motion of the steering wheel 20, and the deceleration of the vehicle 1 is controlled according to the axial rotation motion of the steering wheel 20. However, the steering angle of the wheels may be controlled according to the axial rotation motion of the steering wheel 20, and the deceleration of the vehicle 1 may be controlled according to the left and right pushing and pulling motion of the steering wheel 20. Even with this control, it becomes possible to control driving using the characteristics of human behavior in emergencies.

[0083] 1: Vehicle 10: Control system 11: Electric steering device 20: Steering wheel 21: Rim 21L: First movable part 21R: Second movable part 21T: Main body 23: Spoke 23U: Movable spoke 24: Displacement mechanism 25: Steering support mechanism 26: Ball joint 29: Steering column 40: Notification device 50: Control device 51: Processing unit 61: Driving support control unit 62: Authority transfer determination unit 63: Displacement mechanism drive processing unit 64: Lock mechanism drive processing unit 65: Driving control unit when authority is transferred

Claims

1. A vehicle control system comprising: a steering support mechanism that supports the steering wheel so as to be rotatable on an axis, and supports the left and right sides of the steering wheel so as to be able to push and pull relative to each other such that when one of the left or right sides of the steering wheel is displaced to the rear in the longitudinal direction of the vehicle, the other side is displaced to the front in the longitudinal direction of the vehicle; and a control device that performs driving support control to assist in driving the vehicle, wherein the control device controls the driving of the vehicle based on the axial rotation and left and right pushing and pulling movements of the steering wheel after a predetermined authority transfer condition is met for transferring the driving authority of the vehicle to the driver during the execution of the driving support control.

2. The vehicle control system according to claim 1, wherein the steering wheel has a displacement mechanism that changes either the upper or lower part of the steering wheel, or both, to a position or shape that the driver cannot grasp.

3. The vehicle control system according to claim 1, wherein, after the predetermined authority transfer conditions are met, if the brake pedal of the vehicle is pressed, the control device controls the deceleration of the vehicle in accordance with the pressing operation of the brake pedal, and controls the steering angle of the wheels in accordance with the axial rotation operation and left and right pushing and pulling operation of the steering wheel.

4. The vehicle control system according to claim 1, wherein, after the predetermined authority transfer conditions have been met and the brake pedal of the vehicle has not been pressed, the control device controls the steering angle of the wheels in accordance with the left and right pushing and pulling motion of the steering wheel, and controls the deceleration of the vehicle in accordance with the axial rotation motion of the steering wheel.

5. The vehicle control system according to claim 4, wherein the control device sets the steering angle of the wheels to increase in proportion to the left and right push-pull angles of the steering wheel, and sets the deceleration of the vehicle to increase in proportion to the rotational speed of the steering wheel's axis rotation and the rate of change of the left and right push-pull angles of the steering wheel.

6. The vehicle control system according to claim 3 or 4, wherein the control device controls the steering angle of the wheels in accordance with the left and right pushing and pulling motion of the steering wheel, and turns the vehicle in the opposite direction to the side of the steering wheel that is pushed forward in the longitudinal direction of the vehicle.

7. A vehicle control method comprising: a support mechanism that supports a steering wheel so as to be rotatable on an axis, and supports the left and right sides of the steering wheel so as to be able to push and pull relative to each other such that when one of the left or right sides of the steering wheel is displaced to the rear in the longitudinal direction of the vehicle, the other side is displaced to the front in the longitudinal direction of the vehicle; and a control device that performs driving support control to assist in driving the vehicle, wherein the control device controls the driving of the vehicle based on the axial rotation and left and right pushing and pulling movements of the steering wheel after a predetermined authority transfer condition is met for transferring the driving authority of the vehicle to the driver during the execution of the driving support control.

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