JP2018088060A - Automatic driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic driving device for switching a driving state of a vehicle to a semi-automatic driving state in consideration of a place where the vehicle is traveling. In an ECU of a vehicle V, a traveling control unit is a steering unit in which a vehicle position is in a steering area when a pedal operation is detected by a pedal operation detection unit while a speed control and a steering control are being executed. When the steering control is within the area and the steering control being executed is the steering control for responding to the steering factor, the execution of the speed control is canceled and the execution of the steering control is continued. And cancel the execution of steering control. [Selection diagram] Figure 1

Description

  The present invention relates to an automatic driving apparatus.

  There is an automatic driving device that performs automatic driving control including vehicle speed control and steering control. Such an automatic driving apparatus is described in Patent Document 1, for example. The automatic driving device described in Patent Document 1 controls the driving state of the vehicle, the automatic driving state, the manual driving state, and one of speed control and steering control according to the operation of the driver of the vehicle. And the other control is switched to the semi-automatic operation state in which the apparatus executes.

JP 2016-38846 A

  Here, in the automatic driving device described in Patent Document 1, the state is switched to the semi-automatic driving state according to the operation of the driver. That is, the automatic driving apparatus does not consider the place where the vehicle is traveling when switching to the semi-automatic driving state.

  Therefore, an object of the present invention is to provide an automatic driving device capable of switching a driving state of a vehicle to a semi-automatic driving state in consideration of a place where the vehicle is traveling.

  The present invention is an automatic driving device that performs automatic driving control of a vehicle, and includes a position recognition unit that recognizes the position of the vehicle, information on a deceleration area in which a deceleration factor that requires deceleration control of the vehicle exists, and steering of the vehicle Includes a map storage unit that stores map information including information on a steering area where a steering factor requiring control exists, and vehicle speed control and steering control based on the vehicle position and map information recognized by the position recognition unit A travel plan generating unit that generates a travel plan for executing automatic driving control, a pedal operation detecting unit that detects at least one pedal operation of an accelerator pedal and a brake pedal of the vehicle performed by a driver of the vehicle, and the vehicle A steering operation detection unit that detects the steering operation of the vehicle performed by the driver of the vehicle, and a travel that executes speed control and steering control based on the travel plan And when the pedal operation is detected while the speed control and the steering control are being performed, the recognized vehicle position is within the steering area and the steering is being performed. When the control is in the state of steering control for responding to the steering factor of the steering area, the execution of the speed control is canceled and the execution of the steering control is continued, and the position of the recognized vehicle is within the steering area and When the steering control that is being executed is not a steering control for responding to the steering factor of the steering area, the execution of the speed control and the steering control is canceled and the speed control and the steering control are being executed. When the steering operation is detected, the recognized vehicle position is in the deceleration area and the speed control being executed is the deceleration control for responding to the deceleration factor of the deceleration area. In such a case, the execution of the steering control is canceled and the execution of the speed control is continued, the recognized vehicle position is in the deceleration area, and the executed speed control corresponds to the deceleration factor of the deceleration area. When the deceleration control is not in the state, the execution of the steering control and the speed control is canceled.

  In this automatic driving device, when a pedal operation is detected while the traveling control unit is executing speed control and steering control, steering control is performed so that the position of the vehicle is within the steering area and corresponds to the steering factor. Execution of steering control by the traveling control unit is continued depending on whether or not it is being executed. Whether or not the vehicle position is within the deceleration area and the deceleration control based on the deceleration factor is executed when a steering operation is detected while the traveling control unit is executing the speed control and the steering control. Accordingly, execution of speed control by the traveling control unit is continued. That is, switching to the semi-automatic driving state in which only one of the speed control and the steering control is performed by the travel control unit is performed in consideration of the place where the vehicle is traveling. Thereby, the automatic driving device can switch the driving state of the vehicle to the semi-automatic driving state in consideration of the place where the vehicle is traveling.

  According to the present invention, it is possible to switch to the semi-automatic driving state in consideration of the place where the vehicle is traveling.

It is a figure showing the schematic structure of the automatic operation device concerning an embodiment. It is a figure shown about transition of the control state of a run control part when an override occurs during automatic operation control. FIG. 3A is a diagram illustrating an example when the steering factor is a curved road. FIG. 3B is a diagram illustrating an example when the steering factor is an obstacle. FIG.3 (c) is a figure which shows the example in case the deceleration factor is the road sign of a stop. FIG. 4A is a diagram illustrating a state in which the vehicle motion at the time of the override occurrence (the direction in which the vehicle was about to go) does not continue on the way. FIG. 4B is a diagram illustrating a state in which the vehicle motion (deceleration control) when the override occurs is continued. It is a flowchart which shows the flow of the transition process of the control state performed in a travel control part, when an override generate | occur | produces during automatic driving | operation control. It is a flowchart which shows the flow of the transition process of the control state performed in a travel control part during semiautomatic driving control. FIG. 7A and FIG. 7B are diagrams showing a state where the steering amount by the driver and the steering amount based on the travel plan match. FIG. 8A is a diagram showing a state where there is no override factor. FIG. 8B is a diagram illustrating a state in which the acceleration / deceleration amount by the driver matches the acceleration / deceleration amount based on the travel plan. It is a flowchart which shows the flow of the transition process of a control state at the time of returning from a semi-automatic operation control state to an automatic operation control state. It is a figure shown about transition of the control state of a run control part when the override by a driver is completed. It is a flowchart which shows the flow of the transition process of the control state performed in a travel control part, when the override by a driver | operator is complete | finished. It is a figure which shows schematic structure of the automatic driving apparatus which concerns on a modification.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  As shown in FIG. 1, the automatic driving apparatus 100 of this embodiment is mounted on a vehicle V such as a passenger car, and switches the driving state of the vehicle V to any one of an automatic driving state, a manual driving state, and a semi-automatic driving state. The manual driving state is a driving state in which the driving operation by the driver is reflected in the travel of the vehicle V. The automatic driving state is a driving state in which the vehicle V automatically travels without requiring the driver to perform a driving operation. The automatic driving state is an operating state in which automatic driving control including speed control and steering control of the vehicle V is executed by the automatic driving device 100. The semi-automatic driving state is a driving state in which the automatic driving device 100 executes one of the speed control and steering control of the vehicle V and the driver performs the other control.

  As shown in FIG. 1, the automatic driving device 100 includes an ECU 10 for executing automatic driving. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like. In the ECU 10, various functions are realized by loading a program stored in the ROM into the RAM and executing the program loaded in the RAM by the CPU. The ECU 10 may be composed of a plurality of electronic control units. An external sensor 1, a GPS receiver 2, an internal sensor 3, a map database (map storage unit) 4, a navigation system 5, an actuator 6, and an HMI [Human Machine Interface] 7 are connected to the ECU 10.

  The external sensor 1 is a detection device for detecting an obstacle or the like around the vehicle V. The external sensor 1 includes at least one of a camera and a radar sensor. The camera is an imaging device that captures an external situation of the vehicle V. The camera is provided on the back side of the windshield of the vehicle V and on the back side of the vehicle V. The camera may be provided on the left and right side surfaces of the vehicle V. The camera transmits imaging information obtained by imaging the front and rear of the vehicle V to the ECU 10. The radar sensor includes at least one of a radar [Radar] and a rider [LIDAR: Laser Imaging Detection and Ranging]. The radar sensor detects obstacles around the vehicle V using radio waves (for example, millimeter waves) or light. The radar sensor detects an obstacle by transmitting a radio wave or light to the periphery of the vehicle V and receiving the radio wave or light reflected by the obstacle. The radar sensor transmits the detected obstacle information to the ECU 10. Obstacles include fixed obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

  The GPS receiver 2 is mounted on the vehicle V and functions as a position measuring unit that measures the position of the vehicle V. The GPS receiving unit 2 measures the position of the vehicle V (for example, the latitude and longitude of the vehicle V) by receiving signals from three or more GPS satellites. The GPS receiver 2 transmits information on the measured position of the vehicle V to the ECU 10.

  The internal sensor 3 is a detector that detects the traveling state of the vehicle V and the driving operation of the driver of the vehicle V. The internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor in order to detect the traveling state of the vehicle V. The internal sensor 3 includes an accelerator pedal sensor, a brake pedal sensor, and a steering sensor in order to detect the driving operation of the driver.

  The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotational speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information to the ECU 10. The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle V and a lateral acceleration sensor that detects lateral acceleration of the vehicle V. The acceleration sensor transmits acceleration information of the vehicle V to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle V. A gyro sensor can be used as the yaw rate sensor. The yaw rate sensor transmits the detected yaw rate information of the vehicle V to the ECU 10.

  The accelerator pedal sensor is a detector that detects the depression operation of the accelerator pedal by the driver. The accelerator pedal sensor is provided with respect to the shaft portion of the accelerator pedal of the vehicle V, for example. The accelerator pedal sensor outputs the detected accelerator pedal depression operation information to the ECU 10. The brake pedal sensor is a detector that detects the depression operation of the brake pedal by the driver. A brake pedal sensor is provided with respect to the shaft part of a brake pedal, for example. The brake pedal sensor outputs the detected brake pedal depression operation information to the ECU 10. The steering sensor is a detector that detects a steering operation by the driver. The steering sensor is provided, for example, with respect to the steering shaft of the vehicle V, and detects a steering angle at which the driver rotates the steering wheel. The steering sensor may detect steering torque in addition to the steering angle. The steering sensor outputs the detected steering operation information to the ECU 10.

  The map database 4 is a database that stores map information. The map database 4 is formed in an HDD [Hard Disk Drive] mounted on the vehicle V. The map information includes, for example, road position information, road shape information, intersection and branch point position information, and road speed limit. The road shape information includes, for example, a curve, a straight line type, a curve curvature, a road slope (uphill, downhill), and the like. The map database 4 may be stored in a server that can communicate with the vehicle V.

  Further, the map database 4 stores map information including information on a deceleration area in which a deceleration factor that requires deceleration control of the vehicle V exists, and information on a steering area in which a steering factor that requires steering control of the vehicle V exists.

  Examples of the deceleration factor include a curved road whose curvature needs to be larger than a preset curvature, a road sign indicating a temporary stop, a signal, and a downhill. The deceleration area may be an area where a deceleration factor exists, such as when the deceleration factor is a curved road, or a predetermined area including a deceleration factor such as when the deceleration factor is a temporary stop road sign. It may be an area. The deceleration factor may include a speed limit determined for each road. For example, when the speed of the vehicle V is faster than the speed limit, it is necessary to decelerate to the speed limit. Depending on the speed of the vehicle V, the speed limit can also be a factor of deceleration.

  Steering factors include, for example, a curved road whose curvature is larger than a preset curvature, a construction section (for example, a lane under construction), an intersection, and the like. The steering area may be an area where a steering factor exists, such as when the steering factor is a curved road, or an area having a predetermined area including the steering factor such as when the steering factor is a construction section. May be.

  The navigation system 5 is mounted on the vehicle V and sets a target route for the vehicle V to travel by automatic driving. The navigation system 5 determines a target route from the position of the vehicle V to the destination based on the preset destination, the position of the vehicle V measured by the GPS receiver 2, and the map information in the map database 4. Calculate. The destination of the automatic driving control is set by operating an input button (or touch panel) provided on the navigation system 5 by the passenger of the vehicle V. The target route is set by distinguishing the lanes that make up the road. The navigation system 5 can set the target route by a known method. The navigation system 5 notifies the driver of the target route by display on the display and sound output from the speaker. The navigation system 5 outputs information on the target route of the vehicle V to the ECU 10.

  The actuator 6 is a device that executes traveling control of the vehicle V. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the driving force of the vehicle V by controlling the amount of air supplied to the engine (throttle opening) according to a control signal from the ECU 10. In the case where the vehicle V is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. When the vehicle V is an electric vehicle, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. The motor as the power source in these cases constitutes the actuator 6.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. A hydraulic brake system can be used as the brake system. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 10. Thereby, the steering actuator controls the steering torque of the vehicle V.

  The HMI 7 is an interface for outputting and inputting information between the driver and the automatic driving device 100. The HMI 7 includes, for example, a display that displays image information to the driver, a speaker that outputs sound, operation buttons or a touch panel for the driver to perform an input operation, a voice input device, and the like. The HMI 7 transmits information input by the driver to the ECU 10. Further, the HMI 7 displays image information on a display and outputs sound from a speaker in accordance with a control signal from the ECU 10.

  Next, a functional configuration of the ECU 10 will be described. The ECU 10 includes a vehicle position recognition unit (position recognition unit) 11, an external situation recognition unit 12, a travel state recognition unit 13, a travel plan generation unit 14, a pedal operation detection unit 15, a steering operation detection unit 16, and a travel control unit 17. Have. A part of the function of the ECU 10 may be executed by a server that can communicate with the vehicle V.

  The vehicle position recognition unit 11 recognizes the position of the vehicle V on the map based on the position information of the GPS reception unit 2 and the map information of the map database 4. The vehicle position recognition unit 11 recognizes the position of the vehicle V using the SLAM technology by using the position information of the fixed obstacle such as a utility pole and the detection result of the external sensor 1 included in the map information of the map database 4. Good.

  The external situation recognition unit 12 recognizes the external situation of the vehicle V based on the detection result of the external sensor 1. The external situation recognition unit 12 recognizes the external situation of the vehicle V including the positions of obstacles around the vehicle V by a known method based on the captured image of the camera and / or the obstacle information of the radar sensor.

  The traveling state recognition unit 13 recognizes the traveling state of the vehicle V including the vehicle speed and direction of the vehicle V based on the detection result of the internal sensor 3. Specifically, the traveling state recognition unit 13 recognizes the vehicle speed of the vehicle V based on the vehicle speed information of the vehicle speed sensor. The traveling state recognition unit 13 recognizes the direction of the vehicle V based on the yaw rate information of the yaw rate sensor.

  The travel plan generation unit 14 generates a travel plan for the vehicle V based on the target route set by the navigation system 5 and the map information in the map database 4. This travel plan is a travel plan from the current position of the vehicle V until the vehicle V reaches a preset destination. The travel plan generation unit 14 generates a travel plan by a known method. The travel plan includes the target vehicle speed and target steering angle of the vehicle V associated with the position on the map.

  The pedal operation detection unit 15 is based on accelerator pedal depression operation information input from an accelerator pedal sensor provided in the internal sensor 3 and brake pedal depression operation information input from the brake pedal sensor. The pedal operation of at least one of the accelerator pedal and the brake pedal of the vehicle V performed by the above is detected.

  The steering operation detection unit 16 detects a steering operation performed by the driver of the vehicle V based on steering operation information input from a steering sensor provided in the internal sensor 3.

  When the driving state of the vehicle V is switched to the automatic driving state, the travel control unit 17 converts the position of the vehicle V recognized by the vehicle position recognition unit 11 on the map and the travel plan generated by the travel plan generation unit 14. Based on this, automatic driving control including speed control and steering control of the vehicle V is executed. The traveling control unit 17 performs automatic driving control by transmitting a control signal to the actuator 6. When the traveling control unit 17 executes the automatic driving control, the driving state of the vehicle V becomes the automatic driving state.

  Moreover, the traveling control unit 17 executes semi-automatic driving control for putting the vehicle V in a semi-automatic driving state. The semi-automatic driving control is control for executing one control of speed control and steering control of the vehicle V based on the position on the map of the vehicle V and the travel plan, and causing the driver to execute the other control. The traveling control unit 17 performs semi-automatic operation control by transmitting a control signal for executing one of speed control and steering control to the actuator 6.

  When the driving state of the vehicle V is a manual driving state, the traveling control unit 17 is in a full control OFF state in which neither the speed control nor the steering control of the vehicle V is executed.

  When the traveling control unit 17 is performing automatic driving control, the driver may perform an intervention operation for speed control or steering control. Hereinafter, the driver's intervention operation for speed control or steering control executed by the traveling control unit 17 is referred to as override. The driver can override the speed control of the traveling control unit 17 by operating an accelerator pedal or a brake pedal. The travel control unit 17 determines whether or not there is an override for the speed control based on the detection result of the pedal operation by the pedal operation detection unit 15. In addition, the driver can override the steering control of the travel control unit 17 by operating the steering wheel. The travel control unit 17 determines whether or not there is an override for the steering control based on the detection result of the steering operation by the steering operation detection unit 16.

  The traveling control unit 17 transitions the control state from the automatic driving control state to the full control OFF state when an override to the driver occurs with respect to the speed control or the steering control during the automatic driving control. However, when the conditions for establishing semi-automatic operation are satisfied when the override occurs, the traveling control unit 17 continues the execution of the speed control and the steering control that are not overridden and cancels the execution of the overridden control. Then, transition to the semi-automatic operation control state. As described above, the semi-automatic operation establishment condition is a condition for determining whether or not to set the control state of the travel control unit 17 to the semi-automatic operation state. Details of the conditions for establishing semi-automatic operation will be described later.

  Details of the transition of the control state of the travel control unit 17 when an override to the speed control or the steering control occurs while the travel control unit 17 is performing automatic driving control will be described with reference to FIG. As shown in FIG. 2, when the control state of the traveling control unit 17 is the automatic driving control state T1, it is assumed that the driver has overridden the speed control or the steering control. The traveling control unit 17 determines whether or not a semi-automatic operation establishment condition is established when an override occurs. When the semi-automatic driving condition is satisfied, the traveling control unit 17 changes the control state from the automatic driving control state T1 to the semi-automatic driving control state T2. The semi-automatic operation control state T2 is a control state in which the execution of the control that is not overridden among the speed control and the steering control is continued and the execution of the overridden control is cancelled. If the semi-automatic driving condition is not satisfied when the override occurs, the traveling control unit 17 changes the control state from the automatic driving control state T1 to the full control OFF state T3.

  After the control state becomes the semi-automatic operation control state T2, the traveling control unit 17 continues the semi-automatic operation control state T2 as the control state while the semi-automatic operation establishment condition is satisfied. Further, when the control state is the semi-automatic operation control state T2, if the semi-automatic operation establishment condition is not satisfied, the traveling control unit 17 changes the control state from the semi-automatic operation control state T2 to the full control OFF state T3.

  Further, when the control state is the semi-automatic operation control state T2, the traveling control unit 17 determines whether or not the automatic operation return condition is satisfied. When the automatic driving return condition is satisfied, the traveling control unit 17 changes the control state from the semi-automatic driving control state T2 to the automatic driving control state T1. The automatic driving return condition is a condition for determining whether or not to return the control state of the traveling control unit 17 from the semi-automatic driving control state T2 to the automatic driving control state T1. Details of the automatic operation return condition will be described later.

(Details of conditions for establishing semi-automatic operation)
Next, a specific example of conditions for establishing semi-automatic operation will be described. In the following, a specific example of a semi-automatic driving establishment condition used when an override (pedal operation) for speed control is detected, and a specific example of a semi-automatic driving establishment condition used when an override (steering operation) for steering control is detected, This will be explained separately. The traveling control unit 17 selects a semi-automatic driving establishment condition used for determination for transitioning the control state depending on whether the override is a pedal operation or a steering operation.

(Details of conditions for establishing semi-automatic operation when speed control override occurs)
First, a specific example of a semi-automatic operation establishment condition used when an override (pedal operation) for speed control is detected will be described. The semi-automatic driving establishment condition is a condition in which the travel control unit 17 cancels or continues the execution of the steering control when a pedal operation is detected.

  As the semi-automatic driving establishment condition, for example, the steering control for the position of the vehicle V to be in the steering area and the steering control that the traveling control unit 17 executes based on the traveling plan corresponds to the steering factor of the steering area. It can be used. The traveling control unit 17 determines whether or not the position of the vehicle V is within the steering area based on the position of the vehicle V recognized by the vehicle position recognition unit 11 and information on the steering area included in the map information. be able to. The traveling control unit 17 can determine whether or not the steering control is for responding to the steering factor based on the map information. Here, for example, the determination can be made based on the road shape included in the map information.

  Specifically, for example, as shown in FIG. 3A, it is assumed that the steering factor is a curved road C that is larger than a preset curvature. Whether or not the steering control corresponds to the steering factor is whether or not the steering control executed based on the travel plan is a steering control for traveling along the shape of the curved road C (road shape). Can be determined based on For this reason, the travel control unit 17 is a steering control for the vehicle V to be located in the steering area where the curved road exists and the steering control being executed based on the travel plan to travel along the curved road C. If there is, it is determined that the semi-automatic operation establishment condition is established.

  As another example, it is assumed that the steering factor is a construction section (lane under construction). In order to avoid the construction section, it is necessary to execute steering control different from steering along the road shape. Therefore, whether or not the steering control corresponds to the steering factor can be determined based on whether or not the steering control executed based on the travel plan is different from the steering control along the road shape. . For this reason, the traveling control unit 17 establishes a semi-automatic operation when the vehicle V is located in the steering area where the construction section exists and the steering control executed based on the traveling plan is not the steering control along the road shape. It is determined that the condition is met.

  As another example, assume that the steering factor is an intersection. Whether or not the steering control corresponds to the steering factor is based on whether or not the steering control executed based on the travel plan is the steering control because the vehicle travels along the road shape of the intersection according to the target route. Can be determined. The travel control unit 17 is a steering control for the vehicle V to be located in the steering area where the intersection exists and the steering control being executed based on the travel plan to travel along the road shape of the intersection according to the target route. If it is, it is determined that the semi-automatic operation establishment condition is established.

  The steering factor is not limited to being included in the map information. For example, as shown in FIG. 3B, the steering factor may be an avoidable obstacle X1 existing on the road R in front of the vehicle V recognized by the external situation recognition unit 12. In this case, in order to avoid the obstacle X1, it is necessary to execute steering control different from the steering along the road shape. Accordingly, whether or not the steering control corresponds to the steering factor can be determined based on the fact that the steering control executed based on the travel plan is different from the steering control along the road shape. For this reason, the traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the obstacle X1 exists and the steering control executed based on the traveling plan is not the steering control along the road shape.

  Here, it is used as the condition for establishing the semi-automatic operation that the steering control executed based on the travel plan is the steering control for responding to the steering factor, but is not limited to the steering control actually executed. Instead, for example, the fact that the travel plan includes steering control for responding to the steering factor may be used as the semi-automatic driving establishment condition. That is, whether or not the position of the vehicle V is in the steering area and the travel plan generated by the travel plan generation unit 14 includes steering control for corresponding to the steering factor of the steering area is determined as a semi-automatic driving establishment condition. It is good. When the position of the vehicle V is within the steering area and the travel plan includes steering control for responding to the steering factor of the steering area, the traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied.

  In the above example, the condition for establishing the semi-automatic driving is that the position of the vehicle V is within the steering area. Alternatively, the fact that the steering area exists within a predetermined distance in front of the vehicle V may be used. Good.

  Further, for example, the relationship with the obstacles around the vehicle V recognized by the external situation recognition unit 12 can be used as the semi-automatic driving establishment condition. Specifically, for example, the semi-automatic driving establishment condition may be that the distance between the vehicle V and the obstacle around the vehicle V recognized by the external situation recognition unit 12 is more than a predetermined distance. it can. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the obstacle around the vehicle V and the vehicle V are separated by a predetermined distance or more. As another example, it can be set as a semi-automatic operation establishment condition that the number of recognized obstacles is equal to or less than a predetermined number. When the number of obstacles around the vehicle V is equal to or less than the predetermined number, the traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied.

  In addition, as a semi-automatic driving condition, for example, a change in the behavior of the vehicle V when an override to the speed control occurs is a predetermined change with respect to the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14. Whether it is within range can be used. The travel control unit 17 establishes the semi-automatic operation establishment condition when the change in the behavior of the vehicle V when the override to the speed control occurs is within a predetermined change range with respect to the behavior of the vehicle V based on the travel plan. Is determined. The behavior of the vehicle V when the override occurs can be grasped based on the detection result of the internal sensor 3 or the like.

  Further, as a condition for establishing the semi-automatic operation, for example, whether or not the position recognition accuracy in the vehicle position recognition unit 11 has decreased more than a predetermined accuracy due to a change in the behavior of the vehicle V when an override to the speed control occurs. Can be used. The position recognition accuracy can be calculated using a known technique, for example, using the accuracy of the GPS receiver 2. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the position recognition accuracy does not decrease more than a predetermined accuracy due to a change in the behavior of the vehicle V when the override to the speed control occurs. .

  Further, as a condition for establishing the semi-automatic operation, for example, whether or not the recognition accuracy of the external situation in the external situation recognition unit 12 has decreased more than a predetermined precision due to a change in the behavior of the vehicle V when an override to the speed control occurs. Can be used. The recognition accuracy of the external situation can be calculated using a known technique, for example, using the accuracy of the camera of the external sensor 1 and / or the radar sensor. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the recognition accuracy of the external situation does not decrease more than a predetermined accuracy due to a change in the behavior of the vehicle V when the override to the speed control occurs. To do.

  Further, as a condition for establishing the semi-automatic driving, for example, when the travel control unit 17 executes only the steering control because the speed control is overridden (in the semi-automatic driving control state T2), the traveling direction of the vehicle V is the speed. It can be used whether or not the vehicle V is going in the direction that the control V is overridden. That is, it is possible to set the semi-automatic operation establishment condition that the vehicle movement in the direction in which the vehicle V is going to go when the override to the speed control occurs. The direction in which the vehicle V was about to go when the override to the speed control occurred and the traveling direction of the vehicle V when the traveling control unit 17 is only performing the steering control are determined based on, for example, a traveling plan. be able to. The traveling control unit 17 is semi-automatic when the traveling direction of the vehicle V when the traveling control unit 17 executes only the steering control is a direction in which the vehicle V is about to go when an override to the speed control occurs. It is determined that the operation establishment condition is established.

  A specific example will be described with reference to FIG. In FIG. 4A, the traveling direction of the vehicle V is indicated by a traveling direction K1 and a traveling direction K2. The vehicle V travels along the traveling direction K1, and then travels along the traveling direction K2. The traveling direction K1 coincides with the direction in which the vehicle V was going when the speed control override occurred. The traveling direction K2 is different from the direction in which the vehicle V was going when the speed control override occurred. Therefore, after the pedal operation is detected, the semi-automatic driving establishment condition is satisfied while the traveling control unit 17 executes the steering control so as to travel along the traveling direction K1. For this reason, the steering control by the traveling control unit 17 is continued, and the semi-automatic driving control state T2 in which the driver executes only the speed control is maintained. On the other hand, when the traveling direction changes from the traveling direction K1 to the traveling direction K2, the semi-automatic operation establishment condition is not satisfied. For this reason, the execution of the speed control and the steering control by the travel control unit 17 is canceled, and the control state of the travel control unit 17 is changed from the semi-automatic operation control state T2 to the full control OFF state T3.

  In addition, the automatic driving device 100 may be able to perform inter-vehicle communication with the preceding vehicle. In this case, for example, whether the vehicle-to-vehicle communication with the preceding vehicle can be continued can be used as the semi-automatic driving establishment condition. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied while the preceding vehicle and the inter-vehicle communication are continued. Here, the traveling control part 17 can acquire the information of the speed of a preceding vehicle, etc. by performing vehicle-to-vehicle communication, for example. By performing the inter-vehicle communication, the traveling control unit 17 grasps the situation ahead of the vehicle V, for example, it can be determined that the road ahead of the vehicle V can travel when the preceding vehicle is traveling. Can do. For this reason, the steering control by the traveling control unit 17 is continued while the vehicle-to-vehicle communication is continued.

  In addition, the automatic driving apparatus 100 may store past travel routes. In this case, for example, whether or not the vehicle V is traveling on a travel route that has traveled two or more times can be used as the semi-automatic operation establishment condition. When the vehicle V is traveling on a travel route that has traveled two or more times, the travel control unit 17 determines that the semi-automatic operation establishment condition is satisfied. For example, in the case of a travel route that has traveled twice or more, the travel control unit 17 can execute steering control on the assumption that the travel route can be traveled this time.

(Details of conditions for establishing semi-automatic operation when steering control override occurs)
Next, a specific example of the semi-automatic driving establishment condition used when an override (steering operation) with respect to the steering control is detected will be described. The semi-automatic driving establishment condition is a condition in which the traveling control unit 17 cancels or continues the execution of the speed control when a steering operation is detected.

  As the conditions for establishing semi-automatic operation, for example, deceleration control is performed so that the position of the vehicle V is within the deceleration area and the speed control executed by the traveling control unit 17 based on the traveling plan corresponds to the deceleration factor of the deceleration area. It can be used. The traveling control unit 17 determines whether or not the position of the vehicle V is within the deceleration area based on the position of the vehicle V recognized by the vehicle position recognition unit 11 and information on the deceleration area included in the map information. be able to. The traveling control unit 17 can determine whether or not the deceleration control is for responding to the deceleration factor based on the map information. Here, the determination can be made based on, for example, the road shape (straight road, curved road, uphill, downhill, etc.) included in the map information, or the deceleration factor (temporary stop road sign, signal, etc.).

  Specifically, for example, it is assumed that the deceleration factor is a curved road that needs to be decelerated because the curvature is larger than a preset curvature. Whether or not the deceleration control corresponds to the deceleration factor can be determined based on whether or not the speed control executed based on the travel plan is a speed control for traveling along a curved road. it can. For this reason, the traveling control unit 17 is a speed at which the vehicle V is located in a deceleration area where there is a curved road that needs to be decelerated and the steering control that is being executed based on the traveling plan travels along the curved road. In the case of control, it is determined that the semi-automatic operation establishment condition is established.

  As another example, for example, as shown in FIG. 3C, it is assumed that the deceleration factor is a road sign X2 that is temporarily stopped on the road R on which the vehicle V travels. A signal may be used instead of the temporarily stopped road sign X2. Whether or not the deceleration control is based on the deceleration factor is determined based on whether or not the speed control executed based on the travel plan is a deceleration control that can be stopped at the position of the road sign X2 that is temporarily stopped. Can do. The travel control unit 17 is a deceleration at which the vehicle V is located in the deceleration area where the temporarily stopped road sign X2 exists and the speed control executed based on the travel plan can be stopped at the position of the temporarily stopped road sign X2. In the case of control, it is determined that the semi-automatic operation establishment condition is established.

  As another example, it is assumed that the speed limit of the road on which the vehicle V travels is lower than the current speed of the vehicle V. In this case, it is necessary to slow down the speed of the vehicle V so as to be equal to or lower than the speed limit. That is, depending on the speed of the vehicle V, the speed limit becomes a deceleration factor, and the road on which the vehicle V travels becomes the deceleration area. Whether or not the speed of the vehicle V is equal to or lower than the speed limit is detected by, for example, the speed limit of the road on which the vehicle V travels obtained based on the position of the vehicle V and the map information, and the speed sensor of the internal sensor 3. It can be determined based on the speed. Whether or not the deceleration control is based on the deceleration factor is determined based on whether or not the speed control executed based on the travel plan is a deceleration control for decelerating the speed to be equal to or less than the speed limit. Can do. The travel control unit 17 is executed based on a travel plan in which the vehicle V travels on a road where the speed limit of the road on which the vehicle V travels is lower than the current speed of the vehicle V (travels in a deceleration area). When the speed control is the deceleration control for decelerating the speed to be equal to or less than the speed limit, it is determined that the semi-automatic operation establishment condition is satisfied.

  As another example, it is assumed that the deceleration factor is a downhill. When the road is downhill, it is necessary to reduce the speed of the vehicle V so that the speed does not go too high. For this reason, the downhill is also a deceleration factor. Whether or not the road on which the vehicle V is traveling can be determined based on, for example, the position of the vehicle V and the road shape of the map information. Whether or not the deceleration control is based on the deceleration factor is based on the deceleration control for decelerating the speed control that is executed based on the travel plan so that the speed corresponds to the slope of the downhill so that the speed is not excessive. It can be determined based on whether or not. The traveling control unit 17 is a deceleration for decelerating the vehicle V so that the position of the vehicle V is a downhill (deceleration area) and the speed control executed based on the travel plan becomes a speed according to the inclination of the downhill. In the case of control, it is determined that the semi-automatic operation establishment condition is established.

  Here, it is used as the condition for establishing the semi-automatic operation that the speed control executed based on the travel plan is a speed control for responding to the deceleration factor, but is not limited to the actually executed speed control. Instead of this, for example, the fact that the travel plan includes speed control for responding to the deceleration factor may be used as the semi-automatic operation establishment condition. That is, whether or not the position of the vehicle V is within the deceleration area and the travel plan generated by the travel plan generation unit 14 includes speed control for corresponding to the deceleration factor of the deceleration area is determined as a semi-automatic operation establishment condition It is good. When the position of the vehicle V is in the deceleration area and the travel plan includes speed control for responding to the deceleration factor of the deceleration area, the traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied.

  In the above example, the condition that the vehicle V is in the deceleration area is used as the semi-automatic operation establishment condition. Alternatively, the deceleration area may exist within a predetermined distance in front of the vehicle V. Good.

  Further, for example, the relationship with the obstacles around the vehicle V recognized by the external situation recognition unit 12 can be used as the semi-automatic driving establishment condition. Specifically, for example, whether or not the distance between the obstacle around the vehicle V recognized by the external situation recognition unit 12 and the vehicle V is equal to or less than a predetermined distance is set as a semi-automatic driving establishment condition. Can do. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the distance between the obstacle around the vehicle V and the vehicle V is equal to or less than a predetermined distance. As another example, whether or not the number of recognized obstacles is greater than or equal to a predetermined number can be set as a semi-automatic operation establishment condition. When the number of obstacles around the vehicle V is equal to or greater than a predetermined number, the traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied. As another example, whether or not the control for causing the vehicle V to travel following the preceding vehicle recognized by the external situation recognition unit 12 is executed can be set as a semi-automatic driving establishment condition. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the control for causing the vehicle V to travel following the preceding vehicle recognized by the external situation recognition unit 12 is executed. For example, when the vehicle V travels following the preceding vehicle, it can be considered that the vehicle V can travel if the preceding vehicle can travel. For this reason, when the traveling control is performed following the preceding vehicle, it is determined that the semi-automatic operation establishment condition is satisfied in order for the traveling control unit 17 to execute the speed control. Further, when the vehicle V is caused to travel following the preceding vehicle, it is necessary to follow the preceding vehicle while maintaining an appropriate distance. That is, for example, if the speed control by the traveling control unit 17 is turned off while trying to follow a preceding vehicle that is slower than the vehicle V, the deceleration control is not executed, so that the preset inter-vehicle distance for following the preceding vehicle is It can be shortened. On the other hand, for example, if the speed control by the traveling control unit 17 is turned off while trying to follow a preceding vehicle faster than the vehicle V, acceleration control is not executed. May be longer. For this reason, when the traveling control is performed following the preceding vehicle, it is determined that the semi-automatic operation establishment condition is satisfied in order for the traveling control unit 17 to execute the speed control.

  Further, as a semi-automatic driving establishment condition, for example, a change in the behavior of the vehicle V when an override to the steering control occurs is a predetermined change with respect to the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14. Whether it is within range can be used. The travel control unit 17 establishes the semi-automatic operation establishment condition when the change in the behavior of the vehicle V when the override to the steering control occurs is within a predetermined change range with respect to the behavior of the vehicle V based on the travel plan. Is determined. The behavior of the vehicle V when the override occurs can be grasped based on the detection result of the internal sensor 3 or the like.

  Further, as a condition for establishing the semi-automatic driving, for example, whether or not the position recognition accuracy in the vehicle position recognition unit 11 has decreased by more than a predetermined accuracy due to a change in the behavior of the vehicle V when an override to the steering control occurs. Can be used. The position recognition accuracy can be calculated using a known technique, for example, using the accuracy of the GPS receiver 2. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the position recognition accuracy does not decrease more than a predetermined accuracy due to a change in the behavior of the vehicle V when an override to the steering control occurs. .

  Further, as a condition for establishing the semi-automatic driving, for example, whether or not the recognition accuracy of the external situation in the external situation recognition unit 12 has decreased more than a predetermined precision due to a change in the behavior of the vehicle V when an override to the steering control occurs. Can be used. The recognition accuracy of the external situation can be calculated using a known technique, for example, using the accuracy of the camera of the external sensor 1 and / or the radar sensor. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied when the recognition accuracy of the external situation does not decrease more than a predetermined accuracy due to a change in the behavior of the vehicle V when an override to the steering control occurs. To do.

  Further, as a condition for establishing the semi-automatic driving, for example, when the traveling control unit 17 is executing only the speed control because the steering control is overriding (in the semi-automatic driving control state T2), the steering control is overridden. Whether or not the speed of the vehicle V is controlled toward the target vehicle speed of the vehicle V can be used. That is, it is possible to set the semi-automatic operation establishment condition that the vehicle motion toward the target vehicle speed of the vehicle V when the override to the steering control occurs is continued. The target vehicle speed of the vehicle V when the override to the steering control occurs, and the speed of the vehicle V when the traveling control unit 17 executes only the steering control can be determined based on, for example, a traveling plan. When the traveling control unit 17 performs only the speed control and controls the speed of the vehicle V toward the target vehicle speed of the vehicle V when the override to the steering control occurs, the condition for establishing the semi-automatic operation is It is determined that it is established.

A specific example will be described with reference to FIG. In the example shown in FIG. 4B, the speed of the vehicle V when an override to the steering control occurs is V _0, and the target vehicle speed at that time is V _des . The speed V ₀ is assumed to be slower than the target vehicle speed V _des . For this reason, after the override to the steering control occurs, while the travel control unit 17 executes the speed control of the vehicle V based on the travel plan so that the target vehicle speed V _des is reached, the semi-automatic operation establishment condition is satisfied. Determined. For this reason, while the traveling control unit 17 is executing the speed control of the vehicle V so that the target vehicle speed V _des is _achieved , the speed control by the traveling control unit 17 is continued, and the driver executes only the steering control semi-automatically. The operation control state T2 is maintained. On the other hand, when the travel control unit 17 starts speed control based on a target vehicle speed that is different from the target vehicle speed V _des when the steering control is overridden, the semi-automatic driving establishment condition is not satisfied. For this reason, the execution of the speed control and the steering control by the travel control unit 17 is canceled, and the control state of the travel control unit 17 is changed from the semi-automatic operation control state T2 to the full control OFF state T3.

  In addition, the automatic driving device 100 may be able to perform inter-vehicle communication with the preceding vehicle. In this case, for example, whether the vehicle-to-vehicle communication with the preceding vehicle can be continued can be used as the semi-automatic driving establishment condition. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied while the preceding vehicle and the inter-vehicle communication are continued. The traveling control unit 17 continues the speed control while the vehicle-to-vehicle communication is continued.

  In addition, the automatic driving apparatus 100 may store past travel routes. In this case, for example, whether or not the vehicle V is traveling on a travel route that has traveled two or more times can be used as the semi-automatic operation establishment condition. The traveling control unit 17 determines that the semi-automatic driving establishment condition is satisfied while the preceding vehicle and the inter-vehicle communication are continued. The traveling control unit 17 continues the speed control while the vehicle-to-vehicle communication is continued.

  Further, as a condition for establishing semi-automatic driving, for example, whether or not the vehicle V is traveling uphill can be used. Whether or not the vehicle V is traveling uphill can be determined based on, for example, the position of the vehicle V recognized by the vehicle position recognition unit 11 and the road shape of the map information. When the vehicle V is traveling uphill, the traveling control unit 17 determines that the semi-automatic driving satisfaction condition is satisfied. Thereby, while the vehicle V is traveling uphill, the speed control by the traveling control unit 17 is continued. Here, when the road on which the vehicle V is traveling is an uphill, if the execution of the speed control by the traveling control unit 17 is canceled, the speed of the vehicle V may suddenly slow down or reverse. For this reason, the speed control by the traveling control unit 17 is continued.

  Next, FIG. 5 is used for the flow of control state transition processing performed by the travel control unit 17 when an override is detected when the control state of the travel control unit 17 is the automatic operation control state T1 shown in FIG. I will explain. The process shown in FIG. 5 is repeatedly executed at predetermined time intervals when the control state of the traveling control unit 17 is the automatic driving control state T1.

  As illustrated in FIG. 5, the traveling control unit 17 determines whether or not an override (pedal operation or steering operation) is detected by the pedal operation detection unit 15 or the steering operation detection unit 16 (S101). When the override is not detected (S101: NO), the traveling control unit 17 continues the execution of the automatic driving control based on the traveling plan (S102). That is, the automatic operation control state T1 in FIG. 2 is continued.

  When the override is detected (S101: YES), the traveling control unit 17 determines whether or not a semi-automatic operation establishment condition is satisfied (S102). When the semi-automatic driving condition is satisfied (S102: YES), the traveling control unit 17 executes semi-automatic driving control (S103). That is, the traveling control unit 17 continues the execution of the control that is not overridden among the speed control and the steering control, and cancels the execution of the overridden control. Thereby, the control state of the traveling control unit 17 transitions from the automatic operation control state T1 of FIG. 2 to the semi-automatic operation control state T2. When the semi-automatic driving condition is not satisfied (S102: NO), the traveling control unit 17 cancels the execution of the speed control and the steering control (S104). Thereby, the control state of the traveling control unit 17 changes from the automatic operation control state T1 of FIG. 2 to the full control OFF state T3.

  Next, the flow of control state transition processing performed by the travel control unit 17 when the control state of the travel control unit 17 is the semi-automatic operation control state T2 shown in FIG. 2 will be described with reference to FIG. The process shown in FIG. 6 is repeatedly executed at predetermined time intervals while the control state of the traveling control unit 17 is the semi-automatic operation control state T2.

  As shown in FIG. 6, the traveling control unit 17 determines whether or not a semi-automatic operation satisfaction condition is satisfied (S201). When the semi-automatic driving conditions are satisfied (S201: YES), the traveling control unit 17 continues the semi-automatic driving control (S202). As a result, the semi-automatic operation control state T2 of FIG.

  On the other hand, when the semi-automatic driving condition is not satisfied (S201: NO), the traveling control unit 17 cancels the execution of the speed control and the steering control (S203). Thereby, the control state of the traveling control unit 17 changes from the semi-automatic operation control state T2 of FIG. 2 to the full control OFF state T3.

(Details of automatic operation return conditions)
Next, a specific example of the automatic driving return condition, which is a condition for changing the control state of the traveling control unit 17 from the semi-automatic driving control state T2 of FIG. 2 to the automatic driving control state T1, will be described. In the following, a specific example of the automatic driving return condition for returning the steering control during the semi-automatic driving control in which the traveling control unit 17 executes only the speed control, and the speed control is returned during the semi-automatic driving control in which only the steering control is executed. This will be described separately with a specific example of the automatic operation return condition for causing the automatic operation to return. The traveling control unit 17 changes the control state depending on whether the currently executed semi-automatic driving control is semi-automatic driving control that executes only speed control or semi-automatic driving control that executes only steering control. Select the automatic operation return condition to be used for the determination.

(Details of automatic operation return conditions used during semi-automatic operation control that executes only speed control)
First, a specific example of the automatic driving return condition for returning the steering control during the semi-automatic driving control in which the steering control override is detected and only the speed control is executed will be described.

  As the automatic driving return condition, for example, it is possible to use whether or not it is highly necessary to return all the controls (speed control and steering control). Specifically, for example, a color displayed by a signal in front of the vehicle V can be used as the automatic driving return condition. As the color displayed by the signal, for example, the color displayed by the signal grasped based on the camera image of the external situation recognition unit 12 can be used. The traveling control unit 17 determines that the automatic driving return condition is satisfied when the color displayed by the signal is yellow or red.

  As another example of the high necessity of returning all the controls, the position of the vehicle V is within the steering area, and the steering amount of the steering control performed by the driver can avoid the steering factor of the steering area. Whether or not the steering amount is used can be used. When the position of the vehicle V is within the steering area and the steering amount of the steering control performed by the driver is not a steering amount that can avoid the steering factor of the steering area, the traveling control unit 17 returns all the controls. It is determined that there is a high need for The traveling control unit 17 determines whether or not the position of the vehicle V is within the steering area based on the position of the vehicle V recognized by the vehicle position recognition unit 11 and information on the steering area included in the map information. be able to. The travel control unit 17 determines whether the steering amount of the steering control performed by the driver is a steering amount that can avoid the steering factor of the steering area, map information, the detection result of the steering sensor of the internal sensor 3, and The determination can be made based on the speed of the vehicle V or the like.

  Specifically, for example, it is assumed that the road is a curved road having a steering factor larger than a preset curvature. Whether or not the steering amount of the steering control performed by the driver is a steering amount that can avoid the steering factor of the steering area depends on the steering that can travel along the shape of the curved road (road shape) included in the map information. It can be determined based on whether it is a quantity. The traveling control unit 17 determines that the automatic driving return condition is satisfied when the vehicle V is located in the steering area where the curved road exists and the vehicle cannot travel along the curved road with the steering amount of the driver's steering control.

  As another example, it is assumed that the steering factor is a construction section. Whether the steering amount of the steering control performed by the driver is a steering amount that can avoid the construction section (the lane under construction) is based on the position of the construction section included in the map information and the detection result of the steering sensor. Can be determined. The traveling control unit 17 determines that the automatic driving return condition is satisfied when the vehicle V is located in the steering area where the construction section exists and the construction section cannot be avoided with the steering amount of the driver's steering control.

  As another example, assume that the steering factor is an intersection. Whether or not the steering control corresponds to the steering factor can be determined based on the target route and the road shape of the intersection. The traveling control unit 17 determines that the automatic driving return condition is satisfied when the vehicle V is located in the intersection and the vehicle cannot travel in the intersection along the target route with the steering amount of the driver's steering control.

  The steering factor is not limited to being included in the map information. For example, the steering factor may be an avoidable obstacle existing on the road ahead of the vehicle V recognized by the external situation recognition unit 12. When there is an obstacle and the obstacle cannot be avoided with the steering amount of the driver's steering control, the traveling control unit 17 determines that the automatic driving return condition is satisfied.

  Further, as the automatic driving return condition, it is possible to use whether or not there is no cause for overriding the steering control by the driver. The traveling control unit 17 determines that the automatic driving return condition is satisfied when there is no override factor for the steering control. For example, it is assumed that the driver has overridden the steering control to avoid an obstacle. In this case, the traveling control unit 17 can determine that the cause of the override has disappeared when the obstacle has been avoided, such as the vehicle V passing through the obstacle. Whether or not the obstacle has been avoided can be determined based on the position of the vehicle V and the position of the obstacle included in the map information. Further, based on the position of the obstacle recognized by the external situation recognition unit 12, it can be determined whether or not the obstacle has been avoided. The traveling control unit 17 may determine that the cause of the override has disappeared when the traveling lane of the vehicle V and the direction of the vehicle V become parallel. Whether or not the direction of the vehicle V is parallel to the traveling lane can be determined based on, for example, the white line of the image captured by the camera of the external sensor 1 or the white line detected by the rider. In addition, the traveling control unit 17 may determine that the cause of the override has disappeared when the obstacle has been avoided and the traveling lane and the direction of the vehicle V have become parallel.

  Further, whether or not the behavior of the vehicle V when the driver is performing the steering control and the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14 coincides with each other as the automatic driving return condition. be able to. The travel control unit 17 determines whether or not the automatic driving return condition is satisfied when the behavior of the vehicle V when the driver is performing the steering control matches the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14. Is determined to be established.

  Specifically, the traveling control unit 17 automatically detects when the steering amount (steering angle or steering torque) by the driver is equal to the steering amount based on the traveling plan, or when the same state continues for a predetermined time. It can be determined that the operation return condition is satisfied. The steering amount (steering angle or steering torque) by the driver can be grasped based on the detection result of the steering sensor of the internal sensor 3.

  A specific example when the steering amount by the driver and the steering amount based on the travel plan are equal will be described with reference to FIGS. 7 (a) and 7 (b). As shown in FIG. 7A, it is assumed that the vehicle V is traveling on the road R and the parked vehicle V1 exists in front of the vehicle V. When the driver of the vehicle V has overridden the steering control (time t1 in FIG. 7B), the travel route deviates from the travel route K10 based on the travel plan at the time of occurrence of the override as shown in the travel route K11. To do. In FIG. 7B, the steering angle before the occurrence of the override for the steering control (that is, the steering angle based on the travel plan) is shown as D10. In FIG.7 (b), after the time t1, the steering angle based on a driver | operator's steering control is shown by D11.

  The travel plan generation unit 14 continues to generate a travel plan while the steering control override occurs and the travel control unit 17 performs semi-automatic operation control. In FIG. 7A, the travel route based on the travel plan generated when the travel control unit 17 is executing the semi-automatic operation control is defined as a travel route K12. In FIG. 7B, the steering angle of the steering control based on the travel plan generated by the travel plan generation unit 14 during the semi-automatic operation is indicated by D12. The travel route K11 based on the driver's steering control and the travel route K12 based on the travel plan generated during the execution of the semi-automatic operation control coincide at the point P, and the steering amount and the travel plan in the driver's steering control are the same. The steering amount based on this coincides (time t2 in FIG. 7B). For this reason, the traveling control unit 17 determines that the steering amount by the driver is equal to the steering amount based on the traveling plan at the point P (time t2).

(Details of automatic driving return conditions used during semi-automatic driving control that executes only steering control)
Next, a specific example of the automatic driving return condition for returning the speed control during the semi-automatic driving control in which the speed control override is detected and only the steering control is executed will be described.

  As the automatic driving return condition, for example, it is possible to use whether or not it is highly necessary to return all the controls (speed control and steering control). The traveling control unit 17 determines that the automatic driving return condition is satisfied when it is highly necessary to return all the controls.

  Specifically, as an example of the high necessity of returning all controls, for example, when the vehicle V is traveling on a curved road that needs to be decelerated because the curvature is larger than a preset curvature, or the curve Whether or not the vehicle V is about to enter the road can be used. The traveling control unit 17 determines whether the position of the vehicle V is traveling on a curved road that needs to be decelerated or is about to enter, based on the position of the vehicle V recognized by the vehicle position recognition unit 11 and the curve road included in the map information. It can be determined based on the information. When the vehicle V is traveling on a curved road that needs to be decelerated or when the vehicle V is about to enter the curved road, the traveling control unit 17 is highly required to return all the controls, and the automatic driving return condition is satisfied. Is determined.

  As another example of the high necessity of returning all the controls, for example, whether or not there is a temporarily stopped road sign or signal in front of the vehicle V can be used. The travel control unit 17 determines whether or not there is a temporary stop road sign or signal in front of the vehicle V, and the stop road sign included in the map information and the position of the vehicle V recognized by the vehicle position recognition unit 11. Alternatively, the determination can be made based on signal information. When there is a temporarily stopped road sign or signal in front of the vehicle V, the traveling control unit 17 determines that the automatic driving return condition is satisfied because it is highly necessary to return all the controls. When the signal is present and the color displayed by the signal is yellow or red, the traveling control unit 17 has a high necessity of returning all the controls, and can determine that the automatic driving return condition is satisfied. .

  As another example of the high necessity of returning all the controls, it can be used whether or not the speed limit of the road on which the vehicle V travels is lower than the current speed of the vehicle V. When the speed limit of the road on which the vehicle V travels is lower than the current speed of the vehicle V, it is necessary to reduce the speed of the vehicle V so as to be equal to or lower than the speed limit. For this reason, when the speed limit of the road on which the vehicle V travels is lower than the current speed of the vehicle V, the travel control unit 17 determines that all control needs to be restored and the automatic driving return condition is satisfied. . Whether the speed of the vehicle V is equal to or lower than the speed limit is detected by, for example, the speed limit of the road on which the vehicle V travels obtained based on the position of the vehicle V and the map information, and the speed sensor of the internal sensor 3. It can be determined based on the speed that has been set. Further, whether or not the speed limit of the road on which the vehicle V travels is faster than the current speed of the vehicle V may be used. When the speed limit of the road on which the vehicle V travels is faster than the current speed of the vehicle V, it is necessary to increase the speed of the vehicle V so as to be the speed limit. For this reason, when the speed limit of the road on which the vehicle V travels is faster than the current speed of the vehicle V, the traveling control unit 17 has a high necessity of returning all controls and determines that the automatic driving return condition is satisfied. .

  Further, as the automatic driving return condition, it is possible to use whether or not there is no override factor for speed control by the driver. The traveling control unit 17 determines that the automatic driving return condition is satisfied when there is no override factor for the speed control. For example, assume that the driver has overridden speed control to avoid obstacles. In this case, the traveling control unit 17 can determine that the cause of the override has disappeared when the obstacle has been avoided, such as the vehicle V passing through the obstacle. Whether or not the obstacle has been avoided can be determined based on the position of the vehicle V and the position of the obstacle included in the map information. Further, based on the position of the obstacle recognized by the external situation recognition unit 12, it can be determined whether or not the obstacle has been avoided. For example, as illustrated in FIG. 8A, the traveling control unit 17 determines that the cause of the override has disappeared when the vehicle V passes the parked vehicle V1 and reaches the obstacle avoidance end point L. can do. The traveling control unit 17 may determine that the cause of the override has disappeared when the traveling lane of the vehicle V and the direction of the vehicle V become parallel. Whether or not the direction of the vehicle V is parallel to the traveling lane can be determined based on, for example, the white line of the image captured by the camera of the external sensor 1 or the white line detected by the rider. For example, as shown in FIG. 8A, the traveling control unit 17 finishes the vehicle V avoiding the parked vehicle V1, and the direction of the vehicle V is parallel to the traveling lane R1 (the vehicle indicated by the broken line in FIG. 8A). V state), it is determined that the cause of the override has been eliminated. In addition, the traveling control unit 17 may determine that the cause of the override has disappeared when the obstacle has been avoided and the traveling lane and the direction of the vehicle V have become parallel.

  Further, whether or not the behavior of the vehicle V when the driver is performing the speed control and the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14 match is used as the automatic driving return condition. be able to. The travel control unit 17 determines that the automatic driving return condition is satisfied when the behavior of the vehicle V when the driver performs speed control matches the behavior of the vehicle V based on the travel plan generated by the travel plan generation unit 14. Is determined to be established.

  Specifically, the traveling control unit 17 establishes the automatic driving return condition when the acceleration / deceleration amount by the driver is equal to the acceleration / deceleration amount based on the travel plan, or when the same state continues for a predetermined time. Can be determined. The acceleration / deceleration amount by the driver can be grasped based on the detection result of the acceleration sensor of the internal sensor 3 or the like.

  A specific example in the case where the acceleration / deceleration amount by the driver is equal to the acceleration / deceleration amount based on the travel plan will be described with reference to FIG. Here, it is assumed that speed control is overridden by operating the brake pedal at time t1. In FIG. 8 (b), the speed before the occurrence of the override for the speed control (that is, the speed based on the travel plan) is shown as SP10. In FIG. 8B, the speed based on the deceleration control of the driver is indicated by SP11 after time t1.

  The travel plan generation unit 14 continues to generate the travel plan while the steering control override occurs and the travel control unit 17 performs the semi-automatic operation control. In FIG.8 (b), the speed based on the travel plan which the travel plan production | generation part 14 produced | generated while performing semiautomatic driving | operation is shown by SP12. The speed SP11 based on the driver's deceleration control and the speed SP12 based on the travel plan generated during the execution of the semi-automatic driving control coincide at the time t2. That is, the acceleration / deceleration amount in the driver's speed control matches the acceleration / deceleration amount based on the travel plan. For this reason, the traveling control unit 17 determines that the acceleration / deceleration amount by the driver is equal to the acceleration / deceleration amount based on the traveling plan at time t2.

  Next, the flow of control state transition processing when returning to the automatic operation control state T1 when the control state of the traveling control unit 17 is the semi-automatic operation control state T2 shown in FIG. 2 will be described with reference to FIG. The process shown in FIG. 9 is repeatedly executed at predetermined time intervals while the control state of the traveling control unit 17 is the semi-automatic operation control state T2. Further, the process shown in FIG. 6 and the process shown in FIG. 9 are executed in parallel in the travel control unit 17.

  As shown in FIG. 9, the traveling control unit 17 determines whether or not an automatic driving return condition is satisfied (S301). When the automatic driving return condition is satisfied (S301: YES), the traveling control unit 17 returns to the automatic driving control (S302). Thereby, the control state of the traveling control unit 17 changes from the semi-automatic operation control state T2 of FIG. 2 to the automatic operation control state T1.

  On the other hand, when the automatic driving return condition is not satisfied (S301: NO), the traveling control unit 17 continues the semi-automatic driving control (S303). As a result, the semi-automatic operation control state T2 of FIG.

  Next, FIG. 10 shows a control state in which the automatic operation control state is returned to the full operation OFF state or the full control OFF state is transitioned to after the override by the driver is finished after the driver has performed the override. It explains using. As shown in FIG. 10, when the control state of the traveling control unit 17 is the automatic driving control state T11, it is assumed that the driver has overridden the speed control or the steering control and the state is changed to the semi-automatic driving control state T12. . After the transition to the semi-automatic operation control state T12, when the override by the driver is completed, the traveling control unit 17 enters a semi-automatic operation control end state T13 that ends the semi-automatic operation control state T12. At this time, when the automatic driving return condition is satisfied, the traveling control unit 17 ends the semi-automatic driving control state T12 (semi-automatic driving control end state T13) and returns to the automatic driving control state T11. On the other hand, when the automatic driving return condition is not satisfied, the traveling control unit 17 ends the semi-automatic driving control state T12 (semi-automatic driving control end state T13), and transitions to the full control OFF state T14. As described above, when the override by the driver is finished during execution of the semi-automatic driving control, the traveling control unit 17 changes the control state to the automatic driving control state T11 according to whether or not the automatic driving return condition is satisfied. Alternatively, the state is changed to the all control OFF state T14.

(Details of automatic operation return conditions at the end of override)
Next, a specific example of the automatic operation return condition will be described. In the following, when semi-automatic driving control is performed based on override for speed control, a specific example of the automatic driving return condition used when the override is completed, and semi-automatic driving control is performed based on override for steering control In this case, the description will be divided into a specific example of the automatic operation return condition used when the override is completed. The traveling control unit 17 selects an automatic driving return condition used for determination for changing the control state, depending on whether the override that has caused the transition to the semi-automatic driving control is a pedal operation or a steering operation.

(Details of automatic operation return conditions at the end of override for speed control)
First, a specific example of the automatic operation return condition used when the override is completed when the semi-automatic operation control is performed based on the override for the speed control will be described. For example, whether or not the distance between the preceding vehicle and the vehicle V when the speed control override ends is equal to or greater than a predetermined distance can be used as the automatic driving return condition used when the speed control override ends. When the distance between the preceding vehicle and the vehicle V is a predetermined distance or more, the traveling control unit 17 determines that the automatic driving return condition used when the override is completed is satisfied. Whether or not the distance between the preceding vehicle and the vehicle V is a predetermined distance or more can be determined based on the information on the preceding vehicle detected by the external situation recognition unit 12. When the distance between the vehicle V and the preceding vehicle is a predetermined distance or more, the possibility that the vehicle V approaches the preceding vehicle is low. For this reason, the driving control unit 17 returns to the automatic driving control state, and the automatic driving control of the vehicle V is performed. On the other hand, when the distance between the preceding vehicle and the vehicle V is not more than a predetermined distance, the traveling control unit 17 determines that the automatic driving return condition used when the override is finished is not satisfied.

  In addition, as an automatic driving return condition used when the speed control override is completed, for example, whether the driver's override is an override by depressing an accelerator pedal or an override by depressing a brake pedal is used. be able to. For example, when the driver depresses the accelerator pedal and the speed control is overridden, and the foot is released from the accelerator pedal (the accelerator pedal is released), the traveling control unit 17 determines that the automatic driving return condition is It can be determined that it is established. On the other hand, for example, when the driver depresses the brake pedal and the speed control override occurs and then releases the brake pedal (releases the depression of the brake pedal), the traveling control unit 17 does not satisfy the automatic driving return condition. Can be determined. As described above, the automatic driving return condition can be changed according to the type of pedal operation that causes the transition to the semi-automatic driving control.

  Moreover, as an automatic driving | operation return condition used when the override of speed control is complete | finished, for example, it can be used whether a driver | operator's override is sudden braking operation and the vehicle V was stopped by sudden braking. When the driver removes his / her foot from the brake pedal (releases the depression of the brake pedal) after the vehicle V has stopped due to the driver's sudden braking operation as an override of speed control, the travel control unit 17 can determine that the automatic driving return condition is satisfied. On the other hand, if the driver suddenly operates the brake as an override of speed control, but the driver removes his / her foot from the brake pedal before the vehicle V enters the stop state, the traveling control unit 17 determines whether the automatic driving return condition is satisfied. Can be determined not to hold. Whether or not the vehicle V has stopped due to the driver's sudden braking operation can be determined based on the detection result of the speed sensor of the internal sensor 3 or the like.

(Details of automatic operation return conditions at the end of override for steering control)
Next, a specific example of the automatic driving return condition used when the override is completed when the semi-automatic driving control is performed based on the override for the steering control will be described. For example, whether or not the distance between the preceding vehicle and the vehicle V when the steering control override is finished is equal to or less than a predetermined distance can be used as the automatic driving return condition used when the steering control override is finished. When the distance between the preceding vehicle and the vehicle V is a predetermined distance or more, the traveling control unit 17 determines that the automatic driving return condition used when the override is completed is satisfied. Whether or not the distance between the preceding vehicle and the vehicle V is a predetermined distance or more can be determined based on the information on the preceding vehicle detected by the external situation recognition unit 12. On the other hand, when the distance between the preceding vehicle and the vehicle V is not a predetermined distance or more, it is determined that the automatic driving return condition used when the override is finished is not satisfied. When the distance between the vehicle V and the preceding vehicle is not more than a predetermined distance (when close to the preceding vehicle), in order to avoid unnecessary control intervention by the traveling control unit 17, it is determined that the automatic driving return condition is not satisfied and the entire control is performed. It will be in the OFF state.

  Next, the flow of the control state transition process when the override is released by the driver when the traveling control unit 17 is in the semi-automatic operation control state T12 shown in FIG. 10 will be described with reference to FIG. The process shown in FIG. 11 is executed only once when the override by the driver is released while the control state of the traveling control unit 17 is in the semi-automatic operation control state T2.

  As shown in FIG. 11, when the override by the driver is released, the traveling control unit 17 determines whether or not an automatic driving return condition used when the override is completed is satisfied (S401). When the automatic driving return condition is satisfied (S401: YES), the traveling control unit 17 returns to the automatic driving control (S402). Thereby, the control state of the traveling control unit 17 ends from the semi-automatic operation control state T12 of FIG. 10 to the semi-automatic operation control state T12 (semi-automatic operation control end state T13) and returns to the automatic operation control state T11.

  On the other hand, when the automatic driving return condition is not satisfied (S401: NO), the traveling control unit 17 does not execute either the speed control or the steering control (S303). As a result, the control state of the travel control unit 17 ends from the semi-automatic operation control state T12 in FIG. 10 to the semi-automatic operation control state T12 (semi-automatic operation control end state T13), and transitions to the full control OFF state T14.

  The present embodiment is configured as described above. In the automatic driving apparatus 100, when a pedal operation is detected in a state where the traveling control unit 17 is executing speed control and steering control, the position of the vehicle V is set to the steering area. The running control unit 17 continues to execute the steering control depending on whether or not the steering control is being executed to cope with the steering factor. In addition, when a steering operation is detected while the travel control unit 17 is executing speed control and steering control, is the position of the vehicle V within the deceleration area and whether deceleration control based on the deceleration factor is being performed. The execution of the speed control by the traveling control unit 17 is continued according to whether or not. That is, the switching to the semi-automatic driving state in which only one of the speed control and the steering control is performed by the traveling control unit 17 is performed in consideration of the place where the vehicle V is traveling. Thereby, the automatic driving device 100 can switch the driving state of the vehicle V to the semi-automatic driving state in consideration of the place where the vehicle V is traveling.

  Next, a modification of the above embodiment will be described. In the description of this modification, the same components as those in the embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. As shown in FIG. 12, the automatic driving apparatus 100A in the present modification includes an external sensor 1, a GPS receiver 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an HMI 7, and an ECU 10A. The ECU 10A further includes a data logging unit 18 in addition to each functional configuration of the ECU 10 of the automatic driving apparatus 100 in the embodiment.

  The data logging unit 18 accumulates travel data of the vehicle V. For example, the data logging unit 18 accumulates travel data from when the ignition of the vehicle V is turned on until when the ignition is turned off. The data logging unit 18 stores, as travel data, for example, calculation results of each functional unit constituting the ECU 10A or calculation results and internal values, operation information of the vehicle V by the driver, and the like. Thereby, it can be determined whether the behavior of the vehicle V is caused by the operation of the driver or the control by the traveling control unit 17.

  In addition, threshold values (curvature of the curved road, distance or number of obstacles, and changes in the behavior of the vehicle V are used for the semi-automatic driving establishment condition and the automatic driving return condition used as determination conditions for the driving control unit 17 to change the control state. As a threshold for determining whether or not the behavior of the vehicle V based on the plan is within a predetermined change range, the threshold may be set using various data accumulated in the data logging unit 18. Good.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment. For example, conditions other than the above-described conditions may be used for the semi-automatic driving establishment condition and the automatic driving return condition used as the determination conditions for the traveling control unit 17 to change the control state.

  In the said embodiment and modification, although the information of the deceleration area in which the deceleration factor exists was used as semi-automatic operation formation conditions, it is not limited to deceleration. For example, instead of information on the deceleration area, information on the acceleration area where the acceleration factor exists may be used. As an acceleration factor, for example, a case where the speed limit of the road is switched from a low speed region to a high speed region (when joining a main road, etc.) can be cited. Whether or not the acceleration control is based on the acceleration factor can be determined based on whether or not the speed control being executed based on the travel plan is an acceleration control for accelerating the vehicle so as to reach a speed limit. it can. Further, instead of the information on the deceleration area, information on the acceleration / deceleration area where the acceleration factor and the deceleration factor exist may be used. Even when information on the acceleration area or information on the acceleration / deceleration area is used, the same determination process as in the case of using information on the deceleration area can be performed.

  Further, the map information including the information on the deceleration area and the information on the steering area stored in the map database 4 is not limited to the map information in which the deceleration area and the steering area are set in advance on the map. For example, the map information including information on the deceleration area and information on the steering area also includes map information that can recognize the deceleration area and the steering area from a stop line, a traffic light, a road shape, etc. on the map by the recognition processing of the traveling control unit 17. It is. The traveling control unit 17 recognizes a deceleration area and a steering area from a stop line, a traffic light, a road structure, and the like on a map by a known method. For example, the traveling control unit 17 recognizes a section of a predetermined distance from a stop line on the map as a deceleration area. That is, the information on the deceleration area includes only information such as stop lines and traffic lights on the map. The information on the steering area includes only information on the road shape on the map.

  DESCRIPTION OF SYMBOLS 4 ... Map database (map memory | storage part), 11 ... Vehicle position recognition part (position recognition part), 14 ... Travel plan production | generation part, 15 ... Pedal operation detection part, 16 ... Steering operation detection part, 17 ... Travel control part, 100 , 100A ... automatic driving device, V ... vehicle.

Claims (1)

An automatic driving device that performs automatic driving control of a vehicle,
A position recognition unit for recognizing the position of the vehicle;
A map storage unit for storing map information including information on a deceleration area in which a deceleration factor that requires deceleration control of the vehicle exists and information on a steering area in which a steering factor that requires steering control of the vehicle exists;
A travel plan generating unit that generates a travel plan for executing automatic driving control including speed control and steering control of the vehicle based on the position of the vehicle recognized by the position recognition unit and the map information;
A pedal operation detection unit that detects a pedal operation of at least one of an accelerator pedal and a brake pedal of the vehicle performed by a driver of the vehicle;
A steering operation detector for detecting a steering operation of the vehicle performed by a driver of the vehicle;
A travel control unit that executes the speed control and the steering control based on the travel plan;
With
The travel controller is
When the pedal operation is detected while the speed control and the steering control are being executed, the recognized position of the vehicle is within the steering area and the steering control being executed is within the steering area. When the steering control is in a state corresponding to the steering factor, the execution of the speed control is canceled and the execution of the steering control is continued, and the recognized position of the vehicle is within the steering area; When the steering control being executed is not in the state of the steering control for responding to the steering factor of the steering area, the execution of the speed control and the steering control is canceled,
When the steering operation is detected while the speed control and the steering control are being executed, the recognized vehicle position is in the deceleration area and the speed control being executed is in the deceleration area. When in the state of the deceleration control to cope with the deceleration factor, the execution of the steering control is canceled and the execution of the speed control is continued, and the recognized position of the vehicle is within the deceleration area and An automatic driving device that cancels the execution of the steering control and the speed control when the speed control being executed is not the state of the deceleration control for responding to the deceleration factor of the deceleration area.

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