VEHICLE SYSTEM

专利摘要:
"Vehicle system" The present invention relates to a vehicle system (100) including a driving operation information acquisition unit (15) acquiring an operating amount of a driver driving operation, a driving operation unit. driving state switching (16) switching a driving state of a vehicle between a first driving state and a second driving state based on a relationship between the amount of operation and a first limit, the first driving state including the least one of an autonomous driving state where the vehicle travel is controlled using a travel plan generated based on peripheral vehicle information and map information provided in advance for the vehicle and a cooperative driving state in which the vehicle is authorized to travel with a vehicle control based on the peripheral information regarding the vehicle and the operation of driver undercutting working together with the second driving state allowing the driver's driving operation to be reflected in the vehicle journey, and a notification unit (7) notifying a driver of a relationship between the first limit and a state of the amount of operation. petition 870160019306,
公开号:BR102016001200A2
申请号:R102016001200-7
申请日:2016-01-19
公开日:2018-02-27
发明作者:Urano Hiromitsu；Kindo Toshiki；Sugaiwa Taisuke；Ichikawa Kentaro
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

(54) Title: VEHICLE SYSTEM (51) Int. Cl .: G05D 1/02 (52) CPC: G05D 1/02 (30) Unionist Priority: 19/01/2015 JP 2015008122 (73) Holder (s): TOYOTA JIDOSHA KABUSHIKI KAISHA (72) Inventor (s): HIROMITSU URANO; TOSHIKI KINDO; TAISUKE SUGAIWA; KENTARO ICHIKAWA (74) Attorney (s): EDUARDO OTERO (57) Summary: VEHICLE SYSTEM The present invention relates to a vehicle system (100) that includes a driving operation information acquisition unit (15) acquiring a driving amount of a driver's driving operation, a driving state switching unit (16) switching a vehicle's driving state between a first driving state and a second driving state based on a relationship between the amount of operation and a first limit, the first driving state including at least one of an autonomous driving state where vehicle travel is controlled using a travel plan generated based on peripheral information regarding the vehicle and map information provided in advance for the vehicle and a cooperative driving state in which the vehicle is authorized to travel with a vehicle control based on peripheral information in relation to the vehicle and the operation of driver's driving working together with each other and the second driving state allowing the driver's driving operation to be reflected in the vehicle's journey, and a notification unit (...)
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VEHICLE SYSTEM
TECHNICAL FIELD [001] The invention relates to a vehicle system.
BACKGROUND OF THE INVENTION [002] US Patent No. 8,670,891 is known as an example of the technical literature related to a vehicle system. According to the description of US patent No. 8,670,891, at least one operation amount of a driver driving operation, the operation amount of the driver braking operation, as well as the operation amount of the driver acceleration operation driver is monitored during autonomous driving of a vehicle and the autonomous driving state is interrupted to switch to a manual driving state in a case where the amount of monitored operation exceeds a certain limit.
SUMMARY OF THE INVENTION [003] However, it may be impossible for the driver to switch to the manual driving state in a predicted time because the minimum amount of operation entered by the driver to switch from the autonomous driving state to the manual driving state is not found. This is common for switching between a driving state where driving support control, such as lane maintenance assistant (LKA) and adaptive cruise control (ACC), is performed and manual driving status.
[004] The present invention provides a vehicle system that finds the minimum amount of operation entered by the driver to switch from autonomous driving to manual driving.
[005] A vehicle system according to an aspect of the invention includes a driving operation information acquisition unit acquiring an operation amount from a driver driving operation, a unit
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2/69 driving state switching switching from a vehicle driving state between a first driving state and a second driving state based on a relationship between the amount of operation and a first limit, the first driving state including at least one from an autonomous driving state where the vehicle's route is controlled using a trip plan generated based on peripheral vehicle information and the map information provided in advance for the vehicle and a cooperative driving state in which the vehicle is allowed to travel with a vehicle control based on peripheral information regarding the vehicle and the driving operation of the driver working together and the second driving state that allows the driving operation of the driver to be reflected in the vehicle path, and a notification unit notifying a driver of a relationship between the first limit and a state of operation quantity.
[006] The vehicle system according to the aspect of the invention that switches the vehicle from the first driving state to the second driving state when the amount of operation of the driver's operation becomes equal to or greater than the first limit is provided with the notification unit that notifies the driver of the state of the operating quantity with respect to the first limit, and thus the driver can be aware of the operating quantity until the driving status of the vehicle is switched. Therefore, the driver can carry out the switching of the driving status depending on the amount of operation at a desired time with that vehicle system.
[007] In the vehicle system according to the aspect of the invention, the notification unit can be a display unit showing the relationship between the first limit and the state of the operation quantity.
[008] In the vehicle system according to the aspect of the present invention, the amount of operation can be at least one of a driving operation,
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3/69 an acceleration operation, and a vehicle braking operation.
[009] In the vehicle system according to the aspect of the invention, the driving state switching unit can switch the vehicle to the second state when the amount of operation becomes equal to or greater than the first limit, in a in which case the vehicle is in the first driving state.
[010] In the vehicle system according to the aspect of the present invention, both the autonomous driving state and the cooperative driving state can be included in the first driving state, the driving state switching unit can switch the vehicle to the cooperative driving state when the amount of operation becomes equal to or greater than a second limit and less than the first limit in a case where the vehicle is in the autonomous driving state, you can switch the vehicle to the driving state autonomous when the operating amount becomes less than the second limit in a case where the vehicle is in the cooperative driving state, and can switch the vehicle to the second driving state when the operating amount becomes equal to or greater than the first limit, in a case where the driving state of the vehicle is the cooperative driving state, and the notification unit can notify a state of the amount of operation with respect to the pr first limit and the second limit. According to that vehicle system, the notification unit notifies the status of the amount of operation with respect to the first limit and the second limit to switch the driving status of the vehicle, so that the driver can perform the switching of the driving status. driving, depending on the amount of operation in a desired time.
[011] As described above, the vehicle system according to the various aspects of the present invention allows the driver to switch the driving state depending on the amount of operation in a desired time.
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4/69 [012] DESCRIPTION OF THE DRAWINGS [013] Characteristics, advantages, and technical and industrial significance of exemplified modalities of the invention will be described below with reference to the attached drawings in which similar numbers indicate similar elements, and where:
[014] Figure 1 is a block diagram illustrating the configuration of a vehicle system 100 according to this modality.
[015] Figure 2 is a block diagram showing the ECU in Figure 1.
[016] Figure 3 is a diagram showing an example of a relationship between an amount of operation and a conduction state transition.
[017] Figures 4A to 4D are diagrams that illustrate an example of display, such as an indicator bar with respect to the state of the amount of operation with respect to an intervention determination limit and a manual conduction start limit.
[018] Figure 5 is a flowchart showing an example of travel plan generation processing.
[019] Figure 6 is a flowchart showing an example of switching processing to switch a driving state from an autonomous driving state or a cooperative driving state using the operating amount of a driving operation.
[020] Figures 7A to 7C are diagrams showing an example of a relationship between the amount of operation with the driving state transition, the current driving status notification ON / OFF, and an operating resistance, respectively.
[021] Figures 8A to 8D are diagrams showing an example of a relationship between an increase in the amount of operation with the driving state transition, post-migration ON / OFF notification, pre-migration ON / OFF notification,
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5/69 and operating resistance, respectively.
[022] Figures 9A to 9D are diagrams showing an example of a relationship of a decrease in the amount of operation with the driving state transition, post-migration ON / OFF notification, pre-migration ON / OFF notification, and operating resistance, respectively.
[023] Figure 10 is a flowchart showing an example of the travel plan generation processing.
[024] Figure 11 is a flowchart showing an example of switching processing to switch the driving state from a manual driving state using the driving operation's operation quantity.
[025] Figure 12 is a flow chart showing an example of switching processing to switch the driving state from the autonomous driving state or the cooperative driving state, using the driving operation's operation quantity.
[026] Figure 13 is a flowchart showing an example of processing the amount of operation displayed.
[027] Figures 14A to 14C are diagrams showing another example of the relationship between the increase in the amount of operation with the driving state transition, the post-migration ON / OFF notification, and the pre-migration ON / OFF notification, respectively .
[028] Figures 15A to 15C are diagrams showing another example of the relationship between the decrease in the amount of operation and the driving state transition, the post-migration ON / OFF notification, and the pre-migration ON / OFF notification, respectively .
[029] Figures 16A to 16C are diagrams that show yet another example of the relationship between the increase in the amount of operation with the driving state transition, the post-migration ON / OFF notification, and the prePetition notification 870160019306, from 11/05 / 2016, p. 12/142
6/69 migration ON / OFF, respectively.
DETAILED DESCRIPTION [030] In the following, an embodiment of the invention will be described with reference to the attached drawings. In the drawings, the same reference numbers will be used to refer to the same or corresponding parts and the repetitive description will be omitted.
[031] Figure 1 is a block diagram that illustrates the configuration of a vehicle system 100 according to this modality. Figure 2 is a block diagram showing an electronic control unit (ECU) 10 of vehicle system 100 in Figure 1. As illustrated in Figure 1, vehicle system 100 is mounted on a V vehicle such as a tour. Vehicle system 100 is provided with an external sensor 1, a global positioning system (GPS) receiver unit 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, a human machine interface (HMI) 7 and ECU 10.
[032] External sensor 1 is a detection instrument that detects an external situation such as peripheral information in relation to vehicle V. External sensor 1 includes at least one of a camera, a radar, and image detection and measurement using laser (TO DEAL).
[033] The camera is an image capture instrument that captures the image of the external situation in relation to the V vehicle. The camera is arranged, for example, on the rear side of the V windshield. The camera can be a monocular camera or it can be a stereo camera. The stereo camera has, for example, two image capture units that are arranged to reproduce the binocular disparity. The depth direction information is included in the information captured by the stereo camera. The camera emits information with images related to the external situation in relation to vehicle V to the
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ECU 10.
[034] The radar detects an object outside the V vehicle, using radio waves. Radio waves are, for example, millimeter waves. The radar detects the object by transmitting radio waves to an area around the V vehicle and receiving the radio waves reflected by the object. The radar can emit, for example, the distance to the object or the direction of the object as object information. The radar transmits the detected object information to the ECU 10. In a case where the sensor fusion is performed, information about the reflected radio waves can be sent to the ECU 10.
[035] LIDAR detects an object outside the V vehicle using light. LIDAR measures the distance to a reflection point and detects the object by transmitting light to an area around the vehicle V and receiving the reflected light from the object. The LIDAR can output, for example, the distance to the object or the direction of the object as object information. The LIDAR sends the detected object information to the ECU 10. In a case where the sensor fusion is performed, the reception information about the reflected light can be sent to the ECU 10. The camera, the LIDAR, and the radar they do not necessarily have to be provided overlapping.
[036] The GPS receiver unit 2 acquires position information showing the position of the V vehicle by receiving signals from at least three GPS satellites. Position information includes, for example, latitude and longitude. The GPS receiver unit 2 transmits the measured position information from vehicle V to ECU 10. Another means to allow the latitude and longitude where vehicle V is present to be identified can be used in place of the GPS receiver unit 2.
[037] The internal sensor 3 is a detector that detects information correlated with the travel status of vehicle V and information correlated with a driving operation performed by a driver driving vehicle V
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8/69 (driving operation information). The internal sensor 3 includes at least one of the vehicle's speed sensor, an acceleration sensor, and a yaw rate sensor, in order to detect information correlated with the vehicle's travel status V. In addition, the sensor internal 3 includes at least one of an accelerator pedal sensor, brake pedal sensor, and a steering sensor in order to detect driving operation information.
[038] The vehicle speed sensor is a detector that detects the speed of the vehicle V. A vehicle wheel speed sensor is used as an example of the vehicle speed sensor. The vehicle wheel speed sensor is arranged in relation to a vehicle vehicle wheel V, a drive shaft that rotates integrally with the vehicle wheel, or the like, and detects the speed of rotation of the vehicle wheel. The vehicle speed sensor sends vehicle speed information (vehicle wheel speed information), which includes vehicle speed V, to ECU 10.
[039] The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle V and a lateral acceleration sensor that detects the acceleration vehicle V side. The acceleration sensor outputs acceleration information, which includes vehicle V acceleration, to ECU 10.
[040] The yaw rate sensor is a detector that detects the yaw rate (angular speed of rotation) around the vertical axis of the vehicle's center of gravity. A gyroscopic sensor can be used as an example of the rate sensor yaw. The yaw rate sensor outputs yaw rate information, which includes vehicle yaw rate V, to ECU 10.
[041] The accelerator pedal sensor is a detector that detects, for example, an amount of pressure on the accelerator pedal. The amount of
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9/69 pressure on the accelerator pedal is, for example, the position of an accelerator pedal (pedal position) relative to a predetermined position as a reference. The predetermined position can be a fixed position or it can be a position changed by a predetermined parameter. The accelerator pedal sensor is arranged with respect, for example, to a part of the vehicle V accelerator pedal axis. The accelerator pedal sensor sends operating information correlated with the amount of pressure on the accelerator pedal to the ECU 10. The accelerator pedal sensor detects a pedal position that reflects both an accelerator pedal operation and a system control input in a case where the accelerator pedal position is moved according to a target control value accelerator pedal included in a travel plan (described later). The accelerator pedal sensor detects a pedal position correlated to the accelerator pedal operation in a case where the accelerator pedal position is not moved according to the accelerator pedal control target value included in the travel plan (described later).
[042] The brake pedal sensor is a detector that detects, for example, an amount of pressure in the brake pedal. The amount of pressure on the brake pedal is, for example, the position of a brake pedal (pedal position) with respect to a predetermined position as a reference. The predetermined position can be a fixed position or it can be a position changed by a predetermined parameter. The brake pedal sensor is arranged with respect to, for example, a part of the brake pedal. The brake pedal sensor can detect a brake pedal operating force (pressure force on the brake pedal, pressure from the master cylinder, or similar). The brake pedal sensor outputs operating information correlated with the amount of pressure on the brake pedal or the operating force to the ECU 10. The brake pedal sensor detects a pedal position
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10/69 reflecting both a brake pedal operation and the system control input in a case where the brake pedal position is moved according to a brake pedal control target value included in the travel plan (described later). The brake pedal sensor detects a pedal position correlated to the brake pedal operation in a case where the brake pedal position is not moved according to the brake pedal control target value included in the travel plan (described later).
[043] The steering sensor is a detector that detects, for example, a state of steering rotation. A detected value of the rotation state is, for example, steering torque or a steering angle. The steering sensor is arranged with respect, for example, to a steering axis of the vehicle V. The steering sensor outputs information including steering torque or steering angle to ECU 10. The steering sensor detects torque or a steering angle reflecting both a steering operation and the system control input in the case of steering rotation according to a steering control target value included in the travel plan (described later). Details regarding the acquisition of information on the amount of operation of the driver's driving operation pertaining to this case will be described later. The steering sensor detects the torque or a steering angle correlated with the steering operation in the event of no steering rotation according to the target direction control value included in the travel plan (described later).
[044] Map database 4 is a database provided with map information. The map database 4 is formed within a hard disk drive (HDD) mounted on the V vehicle or similar. Examples of map information include street position information, street shape information, and positional intersection and junction information. Examples of street shape information include the types of a curve and a straight section and the curvature of the
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11/69 curve. An output signal from external sensor 1 can be included in the map information in a case where the vehicle system 100 uses the position information in a protective structure, such as a building and a wall or the mapping and location technique simultaneous (SLAM). The database of map 4 can be stored on a computer in an installation, such as an information processing center that is able to communicate with vehicle V.
[045] The navigation system 5 is a device that guides the driver of the vehicle V to a destination that is defined on a map by the driver of the vehicle V. The navigation system 5 calculates a route for the journey of the vehicle V based on vehicle V position information measured by the GPS receiver unit 2 and the map information from the map database 4. The route can be, for example, the route identifying a travel lane on which the vehicle V travels in sections a plurality of clues. The navigation system 5 calculates, for example, a destination route reaching the destination from the position of the vehicle V and informs the driver of the destination route via display or audio output on loudspeaker. The navigation system 5 emits, for example, information about the destination route of the vehicle V to the ECU 10. The navigation system 5 can use the information stored in the computer at the installation, such as the information processing center that is capable of to communicate with vehicle V. Alternatively, part of the processing that is performed by the navigation system 5 can be performed by the computer at the installation.
[046] Actuator 6 is a device that performs travel control for vehicle V. Actuator 6 includes at least one accelerator actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air delivered to an engine (throttle opening degree) according to a control signal from ECU 10 and controls the driving force of vehicle V. In the case where vehicle V is a hybrid car or an electric car, the driving force is controlled
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12/69 by the control signal of ECU 10 being inserted into a motor as a power source. In this case, the accelerator actuator is not included in actuator 6.
[047] The brake actuator controls a braking system according to a control signal from ECU 10 and controls the braking force that is applied to the vehicle wheel V. A hydraulic braking system can be used as an example the brake system. The steering actuator controls the driving of an auxiliary motor from the steering torque control of an electric steering system according to a control signal from the ECU 10. In this way, the steering actuator controls the steering torque of the vehicle. V (steering torque).
[048] HMI 7 is an interface that allows information to enter and exit between passengers in vehicle V (including the driver) and vehicle system 100. HMI 7 is provided, for example, with a display unit 7a which displays image information for the driver, an audio output unit 7b for audio output, and an operation button or touch panel that allows an input operation to be performed by the passenger. A plurality of types of displays may constitute display unit 7a. For example, the display unit 7a includes at least one of a MID combination meter, a central instrument panel display, a projected display (HUD), and a driver-wearable device. The display unit 7a displays the image information according to a control signal from the ECU 10. The audio output unit 7b is a loudspeaker that notifies the driver via sound or audio output. A plurality of speakers can constitute the audio output unit 7b or the audio output unit 7b can be configured to include a speaker built into the vehicle V. For example, the audio output unit 7b includes at least one of a loudspeaker arranged at the rear of the vehicle's instrument panel V, a loudspeaker arranged inside the driver's seat door of the vehicle V, and the like. The unit of
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13/69 audio output 7b provides the driver with sound output or warning audio according to a control signal from ECU 10. Display unit 7a and audio output unit 7b do not necessarily constitute parts of HMI 7 Display unit 7a and audio output unit 7b can be supplied separately.
[049] As shown in Figure 2, HMI 7 includes an autonomous driving ON / OFF switch 70 which is an input unit for entering the passenger autonomous driving request operation. The autonomous driving ON / OFF switch 70 can be configured to allow the passenger to enter a request operation related to the end of autonomous driving. When the request operation related to the start or end of autonomous driving is performed by the passenger, the autonomous driving ON / OFF switch 70 emits information showing the start that demonstrates the start of autonomous driving or the end of autonomous driving to ECU 10 The input unit is not limited to the switch. The entry unit can take any form, insofar as the information with which the driver's intention regarding the start or end of autonomous driving can be determined can be entered. For example, the input unit can be an autonomous driving start button, an autonomous driving end button, and the like, or it can be an object on a switch or a button displayed on a screen (touch panel) that can be operated by the driver. In a case where a destination where autonomous driving is finished is reached, HMI 7 notifies the passenger of the arrival at the destination. HMI 7 can send the information to the passenger using a wirelessly connected portable information terminal or can be subjected to the passenger input operation using the information from the portable terminal.
[050] ECU 10 which is illustrated in Figures 1 and 2 controls driving
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14/69 autonomous vehicle V. The ECU 10 is an electronic control unit that has a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and the like. ECU 10 performs various types of control by loading a program stored in ROM and RAM and executing the program with the CPU. A plurality of electronic control units can constitute ECU 10.
[051] As shown in Figures 1 and 2, ECU 10 is provided with a vehicle position recognition unit 11, an external situation recognition unit 12, a travel status recognition unit 13, a generation unit travel plan 14, a driving operation information acquisition unit 15, a driving state switching unit 16, a travel control unit 17, and an information output unit 18.
[052] Vehicle position recognition unit 11 recognizes vehicle position V on the map (hereinafter referred to as a “vehicle position”) based on vehicle position information V received by the GPS receiver unit 2 and the map information from the map database 4. The vehicle position recognition unit 11 can recognize the vehicle position by acquiring a position of the vehicle used in the navigation system 5 from the navigation system 5. In a case where the position of the vehicle V can be measured by a sensor disposed on the outside, such as a sensor disposed on a street, the vehicle position recognition unit 11 can acquire the vehicle position from that sensor by communication ( vehicle communication).
[053] The external situation recognition unit 12 recognizes the external situation in relation to vehicle V based on an external sensor detection result 1. Examples of the detection result include the captured information
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15/69 by the camera, the radar object information, and the LIDAR object information. Examples of the external situation may include the position of the white line of the roadway or the position of the center of the road in relation to vehicle V, the width of the street, and the shape of the street. Examples of the street shape can be the curvature of the roadway, a change in the gradient of the street surface that is effective for forecasting and estimating by external sensor 1, undulation, or the like. The external situation can be a situation in relation to an object, such as an obstacle around the vehicle V. Examples of the situation relative to the object may include information to distinguish a fixed obstacle from a moving obstacle, the position of the obstacle with in relation to vehicle V, the direction in which the obstacle moves in relation to vehicle V, and the relative speed of the obstacle in relation to vehicle V. The external situation recognition unit 12 can correct the acquired position and direction of vehicle V by the receiver unit of GPS 2 or similar, referring to the result of the detection of the external sensor 1 and the map information so that the accuracy is improved.
[054] Trip status recognition unit 13 recognizes the travel status of vehicle V based on the result of the detection of the internal sensor 3. Examples of the result of the detection of the internal sensor 3 include the vehicle speed information of the vehicle speed, acceleration sensor acceleration information, and yaw rate information from the yaw rate sensor. Examples of information showing the vehicle V's travel status include the vehicle's speed, acceleration and yaw rate.
[055] The travel plan generation unit 14 generates a course for vehicle V based, for example, on the destination route calculated by the navigation system 5, the vehicle position recognized by the vehicle position recognition unit 11 , and the external situation in relation to vehicle V (including
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16/69 vehicle position and orientation) recognized by the external situation recognition unit 12. The course is a trajectory of vehicle V on the destination route. The travel plan generation unit 14 generates the course for vehicle V to travel on the destination route, while satisfying the references regarding safety, legal compliance, travel efficiency, and so on. In addition, the travel plan generation unit 14 generates the course for vehicle V to avoid contact with the object based on the situation of the object around vehicle V.
[056] The destination route described in this specification includes a travel route that is automatically generated based on the external situation and map information when the destination definition is not explicitly performed by the driver, such as the travel route along the route. street in accordance with “DRIVING DEVICE SUPPORT” described in Japanese Patent Publication No. 5382218 (WO 2011/158347) or “AUTONOMOUS DRIVING DEVICE” described in Japanese Patent Publication No. 2011-162132.
[057] The travel plan generation unit 14 generates the travel plan correlated with the generated course. In other words, the travel plan generation unit 14 generates the travel plan along the destination route defined in advance on the map based, at least, on the external situation such as the peripheral information about the vehicle V and the map information from the map information database 4. With respect to the course of vehicle V, the trip plan generation unit 14 generates the trip plan including a plurality of sets having each of the two elements of a target position P and a target speed V, in the target position in a coordinate system fixed to the vehicle V, that is, a plurality of configuration coordinates (p, v). Each of the plurality of target positions P has at least the positions of the x coordinate or the y coordinate in the coordinate system attached to the vehicle V or equivalent information. The travel plan may include information that shows a
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17/69 behavior of vehicle V and is not limited to the plane including configuration coordinates. For example, the travel plan may include target time t, instead of target speed v as information showing the behavior of vehicle V. In addition, the travel plan may include information related to target time t and vehicle orientation. V at that moment in time.
[058] In general, a travel plan is sufficient as the travel plan is given showing a plan covering approximately a few seconds in the future from the current time. However, data showing a plane for tens of seconds ahead may be necessary depending on situations, such as a right turn at an intersection and overtaking by vehicle V. Assuming such a case, the number of the coordinates of the plane's configuration trip can be variable and the distance between the configuration coordinates can also be variable. In addition, a curve that connects the configuration coordinates adjacent to each other can be approximated by using a spline or similar function and a parameter of the approximate curve can be used as the travel plane. Any known method can be adopted as a trip plan generation method insofar as the behavior of vehicle V can be expressed.
[059] The trip plan includes, for example, a control value that serves as a target when the vehicle 100 system controls the vehicle. For example, the trip plan can be data showing vehicle speed development, acceleration / deceleration, steering torque, and the like of vehicle V during vehicle V travel along the destination route. In other words, the travel plan can include the speed pattern, acceleration / deceleration pattern, and vehicle V torque pattern. Alternatively, the travel plan can be data that show the development of the pedal control target value. accelerator and brake pedal control target value instead
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18/69 of the speed pattern and the acceleration / deceleration pattern of vehicle V. The travel plan generation unit 14 can generate the travel plan so that the travel time (time period required for vehicle V to arrive destination) is minimized.
[060] The speed standard is, for example, target vehicle speed data defined in association with time for each target control position with respect to target control positions defined at predetermined intervals (for example, 1 m) in course. The acceleration / deceleration pattern is, for example, data including a target acceleration / deceleration defined in association with time for each target control position with respect to the target control positions defined at predetermined intervals (for example, 1 m) in the course. The steering pattern is, for example, data including the target steering torque established in association with time for each target control position with respect to the target control positions defined at predetermined intervals (for example, 1 m) on the course. The data showing the development of the accelerator pedal control target value and the brake pedal control target value is, for example, data including a pedal position defined in association with time for each target control position with relative to the target control positions defined at predetermined intervals (for example, 1 m) on the course.
[061] The travel plan generation unit 14 generates the travel plan in a case where, for example, information showing the start of autonomous driving is acquired from the autonomous driving ON / OFF switch 70. In addition In addition, the travel plan generation unit 14 issues the generated travel plan for the driving operation information acquisition unit 15 and the travel control unit 17. In the event that the operation information acquisition unit driver 15 does not have to use the trip plan,
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19/69 whose examples include a case in which the state of the driving operation can be acquired through the use of no more than a value detected by the internal sensor 3 (described later), the trip plan generation unit 14 may not emit the travel plan for the driving operation information acquisition unit 15.
[062] The driving operation information acquisition unit 15 acquires the driving operation information, which is the information correlated with the driving operation of the driver, based on the result of the detection of the internal sensor 3. For example, the driving operation information acquisition unit 15 acquires the driving quantity operation operation of the driver driving operation related to at least one of the steering operation, the acceleration operation, and the vehicle braking operation V, as the driving information. driving operation. The steering operation is, for example, a steering wheel rotation operation performed by the driver. In other words, the driving operation information related to the steering operation includes the amount of steering wheel operation (torque or steering angle). In the case of steering rotation in vehicle V, according to the target steering control value (target steering torque) included in the trip plan, the driving operation information acquisition unit 15 acquires, such as the operation quantity of the steering operation, the difference between the detection value of the steering rotation state in relation to the vehicle V that is detected by the steering sensor and the target value of steering control that is included in the trip plan generated by the generation unit of travel plan 14. The deviation from the target control value may need to be detected, and thus the difference between, for example, the differential value of the detection value of the rotation state and the differential value of the target control value can be used instead. In the case of no steering rotation according to the direction control target value included in the trip plan, the steering unit
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20/69 acquisition of driving operation information 15 acquires the detection value of the steering rotation state in relation to the vehicle V detected by the steering sensor as the operation quantity of the steering operation. In any case, the driving operation information acquisition unit 15 can acquire the absolute value of the driver's operating quantity. The acceleration operation is, for example, a pressure operation on the accelerator pedal that is performed by the driver. In other words, the driving operation information related to the acceleration operation includes information correlated with an amount of accelerator pedal operation (amount of pressure). The braking operation is, for example, a pressure operation on the brake pedal that is performed by the driver. In other words, the driving operation information related to the brake pedal operation includes information correlated with a brake pedal operating amount (amount of pressure). As in the steering operation described above, the difference between the detected value and the target control value is calculated and the absolute value of the driver's operation quantity is acquired in the acceleration operation and in the braking operation in a case where the position of the pedal is changed according to the system control value. In other words, the driving operation information acquisition unit 15 acquires the difference between the detection value of the pedal position with respect to the accelerator pedal of the vehicle V and the target value of the accelerator pedal control included in the plan trip as the amount of operation of the acceleration operation in a case where the vehicle's accelerator pedal position V is moved according to the accelerator pedal control target value included in the travel plan. The target value of the accelerator pedal control can be derived from the vehicle speed, acceleration / deceleration, and the like of the vehicle V included in the travel plan. Likewise, the driving operation information acquisition unit
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21/69 acquires the difference between the pedal position detection value in relation to the vehicle brake pedal V and the brake pedal control target value included in the trip plan as the amount of operation of the braking operation in a in which case the vehicle's brake pedal position V is moved according to the brake pedal control target value included in the travel plan. The target value of brake pedal control can be derived from vehicle speed, acceleration / deceleration, and the like of vehicle V included in the travel plan. The driving operation information acquisition unit 15 outputs the driving operation information to the driving state switching unit 16, the travel control unit 17, and the information output unit 18.
[063] The driving status switching unit 16 switches the driving status of the vehicle V based on the driving operation information that is acquired by the driving operation information acquisition unit 15. The driving status of the vehicle V includes a vehicle control state (first driving state) and a manual driving state (second driving state). In this mode, the vehicle control state is divided into an autonomous driving state and a cooperative driving state.
[064] Figure 3 is a diagram showing an example of a relationship between the amount of operation and a conduction state transition. The horizontal axis in Figure 3 represents the amount of operation T and the vertical axis represents the driving state. As illustrated in Figure 3, transitions to and from the three driving states of the autonomous driving state, the cooperative driving state, and the manual driving state will be described in this modality.
[065] The state of autonomous driving is, for example, a state in which vehicle V travel is controlled by the use of the travel plan. In others
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22/69 words, the autonomous driving state is, for example, a state in which vehicle V travel is carried out based solely on control by vehicle system 100 in a state where the driver does not perform the driving operation and the driver does not interfere with the journey of vehicle V.
[066] The cooperative driving state is, for example, a driving state in which vehicle V travels with vehicle control, based on peripheral information and the driving operation of the driver working together. In other words, the cooperative driving state is a state in which both the driver and the vehicle system 100 can be related to the journey of vehicle V, a state that allows the system to intervene, and a state in which the journey of the vehicle vehicle V is performed based on at least the amount of operation T of the driving operation of the driver. The cooperative driving state includes a state in which the driving support control to support the driving operation of the driver is performed while the driving operation of the driver serves as a main operation.
[067] The lane maintenance assistant (LKA) is an example of driving support control. The LKA is the control to control the vehicle's direction so that the vehicle does not deviate from the travel lane. During the LKA, the driver's steering operation is reflected in the direction of the vehicle within an interval in which, for example, the vehicle does not deviate from the travel lane. In a case where the vehicle is likely to depart from the travel lane, as a result of the driver's steering operation during the execution of the LKA, the vehicle system 100 controls the vehicle's direction, so that the vehicle returns to the travel track. Examples of driving support control include adaptive cruise control (ACC). ACC is, for example, the control to perform constant speed control in a case where no front vehicle is present in front of the vehicle so that the vehicle travels at a constant speed
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23/69 defined in advance and performing the following control in a case where a front vehicle is present in front of the vehicle, so that the vehicle speed is adjusted according to the vehicle-vehicle distance from the front vehicle. Vehicle system 100 decelerates the vehicle according to the driver's braking operation, even during the execution of the ACC. In addition, vehicle system 100 can accelerate the vehicle, according to the driver's acceleration operation, to a maximum permissible speed set in advance (for example, the legal maximum speed applied to the street on which the vehicle is traveling), even during the execution of the ACC.
[068] The state of manual driving is a state in which the amount of operation T of the driver's driving operation is reflected in the travel of the vehicle V. In other words, the state of manual driving is a state in which the amount of operation T of the driver's driving operation is reflected in the journey of vehicle V in a state where system intervention is impossible.
[069] The driving state switching unit 16 switches the driving status of vehicle V to the autonomous driving state, the cooperative driving state, or the manual driving state based on the driving operation quantity T of the driving operation of the driver with respect to at least one of the steering operation, the acceleration operation, and the braking operation. In a case where the driving state of vehicle V is the state of autonomous driving and the amount of operation T is less than an intervention determination limit Tk, the state of autonomous driving is maintained despite the driver's operation. The intervention determination limit Tk is a value that is previously defined and a limit for determining the presence or absence of the driver's operation intervention. In the first mode, the intervention determination limit Tk is a limit (second limit) that is used for determining the switching from autonomous driving to
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24/69 cooperative driving. The limit of determination of intervention TK is adjusted to an appropriate value in relation to the steering operation, the acceleration operation, and the braking operation and taking into account the type of each operation. In a case where the driving state of vehicle V is the autonomous driving state and the amount of operation T is equal to or greater than the intervention determination limit Tk and less than a manual driving start limit Th, the driving state of vehicle V becomes the cooperative driving state. The manual driving start limit Th is a value that is defined in advance and a limit (first limit) for determining the switching from cooperative driving status (or autonomous driving status) to manual driving status. The manual driving start limit Th is set to an appropriate value with respect to steering operation, acceleration operation, and braking operation and in view of the type of each operation. In a case where the driving state of vehicle V is the autonomous driving state or the cooperative driving state and the amount of operation T is equal to or greater than the manual driving start limit Th, the driving state of the vehicle vehicle V becomes the state of manual driving.
[070] Next, the determination (maintenance or transition) of the driving status of vehicle V will be described. Maintenance or transition from autonomous driving status will be described first. In a case where the driving state of the vehicle V is the autonomous driving state and the operating quantity T is less than the intervention determination limit Tk, the driving state switching unit 16 maintains the driving state of vehicle V in the autonomous driving state. Then, the state of autonomous driving is not canceled, even in a case where a steering operation without the intention to cancel autonomous driving is detected, examples of which include a case in which the driver does not intentionally touch the steering wheel. Consequently, the unit
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25/69 driving state switching 16 can prevent the driver's operation from the autonomously driving ON / OFF switch 70 to initiate autonomous driving at each autonomous driving cancellation, without the driver's intention, and thus the inconvenience of the driver can be reduced.
[071] In a case where the driving state of vehicle V is the state of autonomous driving and the amount of operation T becomes equal to or greater than the intervention determination limit Tk and less than the start limit manual driving mode Th, the driving state switching unit 16 switches the driving state to the cooperative driving state. Then, the driving state of vehicle V is transitioned from the autonomous driving state to the cooperative driving state in the event that, for example, the driver operates the steering wheel for the amount of operation T equal to or greater than the that the threshold for determining intervention Tk is less than the threshold for starting manual driving Th in order to intervene in the vehicle in an autonomous driving state. The driving status of vehicle V is switched to the cooperative driving state by the driving state switching unit 16 in a case where, for example, a large vehicle in the opposite direction appears during travel in the autonomous driving state and the driver performs a driving operation to temporarily travel in a position slightly separate from the large vehicle. In this case, vehicle V travels based on the amount of operation T of the driver's operation in a state that allows system intervention, and therefore vehicle system 100 can allow vehicle V to travel in a position based on driver driving operation.
[072] Driving state switching unit 16 can switch the driving state of vehicle V to manual driving status in a case where the driving state of vehicle V is the autonomous driving state and the amount of operation T becomes equal to or greater than the start limit of
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26/69 manual driving Th. In other words, the driving state of vehicle V can be subjected to a direct transition from the autonomous driving state to the manual driving state not through the cooperative driving state.
[073] In the following, the maintenance or transition from cooperative driving status will be described. The driving state switching unit 16 switches the driving status of vehicle V from the cooperative driving state to the autonomous driving state in a case where the driving state of vehicle V is the cooperative driving state and the amount of operation T becomes smaller than the limit of determination of intervention Tk. The driving state is then switched from the cooperative driving state to the autonomous driving state by the driving state switching unit 16, when, for example, the driver performs the driving operation so that the vehicle travels in position slightly separated from the large vehicle in the opposite direction and the driver stops driving after the vehicle and the vehicle in the opposite direction pass through each other. Since the driving state is automatically switched to the autonomous driving state based on the operating quantity T in a case where the operating intervention is temporary, as described above, the driving state switching unit 16 can prevent the operation of the driver of the autonomous driving ON / OFF switch 70 to start autonomous driving on each temporary autonomous driving cancellation, and thus, inconvenience of the driver can be reduced.
[074] The driving state switching unit 16 maintains the cooperative driving state in the event that the vehicle driving state V is the cooperative driving state and the amount of operation T remains equal to or greater than the driving limit. determination of intervention Tk and less than the manual driving start limit Th. The driving state switching unit 16
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27/69 switches the driving state of vehicle V from the cooperative driving state to the manual driving state in a case where the driving state of vehicle V is the cooperative driving state and the torque correlated with the steering operation makes it become equal to or greater than the manual driving start limit Th. Then, the amount of operation T of the driving operation of the driver is reflected in the journey of vehicle V in a state where system intervention is impossible.
[075] Next, maintenance or transition from manual driving status will be described. In the case where, for example, the driving state of vehicle V is the manual driving state, the driving state switching unit 16 maintains the driving state of vehicle V in the manual driving state, even when the amount of operation T becomes less than the manual driving start limit Th. When the driver performs a driving operation in a sufficient amount of operation T with the intention of allowing the manual driving state to continue in this case, the subsequent switching to the autonomous driving state or the cooperative driving state is limited and thus the operation of the driver of the autonomous driving ON / OFF switch 70 to end autonomous driving can be avoided. Therefore, the driver's inconvenience can be reduced.
[076] In the case where the driving state of vehicle V is the manual driving state, the driving state switching unit 16 maintains the manual driving state until the autonomous driving start request operation is inserted in the autonomous driving ON / OFF switch 70. In other words, the transition to cooperative driving state or autonomous driving state is limited, even in the case where the amount of operation T becomes less than the start limit of manual driving Th, until the autonomous driving start request operation is entered. The period
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28/69 during which the manual driving state is maintained is not limited to what is described above and the driving state switching unit 16 can maintain the manual driving state for, for example, a predetermined period. In addition, known input devices other than the autonomously driving ON / OFF driver 70 can be used for entering the autonomous driving start request operation.
[077] As described above with respect to Figure 3, a transition between the state of autonomous driving and the state of cooperative driving is determined based on a comparison between the intervention determination limit Tk and the amount of operation T based on driving operation and is a reversible transition as indicated by the arrow in Figure 3. A transition between the cooperative driving state and the manual driving state, in contrast, is an irreversible transition, in which only a transition from the cooperative driving state to manual driving status is allowed, as indicated by the arrow in Figure 3, although the transition between cooperative driving status and manual driving status is determined based on a comparison between the manual driving start limit Th and the quantity of operation T based on driving operation. The driving state switching unit 16 outputs driving-related information to the travel control unit 17.
[078] In the case where the driving state of vehicle V can be switched based on the amount of operation T of at least two of the steering operation, the acceleration operation, and the braking operation, the vehicle system 100 can give priority to maintaining a high priority driving status or switching to high priority driving status. For example, vehicle system 100 can place cooperative driving status before autonomous driving state and can place manual driving status before state
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29/69 cooperative driving. Specifically, vehicle system 100 can switch vehicle driving status V to cooperative driving status, even when the amount of operation T of any two of the steering operation, the acceleration operation, and the braking operation is less than the intervention determination limit Tk, in a case where, for example, the driving state of vehicle V is the autonomous driving state and the amount of operation T of the other becomes equal to or greater than the limit of intervention determination Tk and less than the manual driving start limit Th. In addition, vehicle system 100 can maintain cooperative driving status, even when the amount of operation T of any two of the steering operation, the acceleration operation, and the braking operation is reduced to become less than the intervention determination limit Tk, in a case where, for example, the driving state of vehicle V is the cooperative driving state and the amount of operating speed T of the other is equal to or greater than the intervention determination limit Tk and less than the manual driving start limit Th. Vehicle system 100 can switch vehicle driving status V to driving status manual driving, even when the amount of operation T of any two of the steering operation, the acceleration operation, and the braking operation is equal to or greater than the intervention determination limit Tk and less than the start limit of manual driving Th, in a case where, for example, the driving state of vehicle V is the cooperative driving state and the amount of operation T of the other is equal to or greater than the threshold for starting manual driving Th.
[079] Trip control unit 17 allows vehicle V to travel in the driving state that is determined by the driving state switching unit 16. When vehicle V driving status is the autonomous driving state, the unit trip control 17 emits a control signal to the
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30/69 actuator 6 and controls the trip of vehicle V based on the trip plan that is generated by the trip plan generation unit 14. When the driving state of vehicle V is the cooperative driving state, the control unit travel 17 sends a control signal to actuator 6 and works in conjunction with the driving operation for vehicle V travel based on the travel plan that is generated by the travel plan generation unit 14 and the amount of operation T that is acquired by the driving operation information acquisition unit 15. When the driving state of vehicle V is the manual driving state, the travel control unit 17 emits a control signal based on the amount of operating T which is acquired by the driving operation information acquisition unit 15 for the actuator 6 and reflects the amount of operation T of the driving operation in the vehicle V travel. Thus, the travel control unit 17 perceives the three states of between autonomous driving status, cooperative driving status, and manual driving status.
[080] The information output unit 18 transfers information in vehicle V and information about a peripheral situation in relation to vehicle V to the passenger, for example, transmitting a control signal to HMI 7 (display unit 7a and unit of audio output 7b). The information output unit 18 displays the status of the operating quantity T with respect to the intervention determination limit Tk and / or the manual driving start limit Th transmitting the control signal to the display unit 7a. The information output unit 18 displays the status of the operating quantity T with respect to the intervention determination limit Tk and / or the manual conduction start limit Th.
[081] The information output unit 18 displays the state of the operation quantity T in relation to the intervention determination limit Tk and the manual conduction start limit Th in a case where, for example, the state of
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31/69 vehicle driving is the autonomous driving state or the cooperative driving state and the operation that is used for the switching state switching, the acceleration operation, and the braking operation is performed by the driver. In other words, the information output unit 18 may not display the state of the operating quantity T in relation to the intervention determination limit Tk and the manual driving start limit Th in a case where the vehicle driving state is the state of manual driving. When the self-driving ON / OFF switch 70 is ON and the operating quantity T is equal to or greater than the manual driving start limit Th, the information output unit 18 can display the status of the operating quantity T in in relation to the intervention determination limit Tk and the limit of manual driving start Th even in a case where the vehicle driving state is the manual driving state. The driver can then recognize that the driving state of the vehicle is not switched from the manual driving state to the autonomous driving state, although the autonomous driving ON / OFF switch 70 is ON, since the operating quantity T is equal to or greater than the manual driving start limit Th. In addition, the driver is able to recognize how much the amount of operation T decreases in order to switch the vehicle's driving state from the manual driving state to the driving state. autonomous driving or cooperative driving status. In addition, the information output unit 18 can notify the driver, via an audio output or a warning output, that the vehicle's driving status is not switched to autonomous driving status due to a large amount of operation in a case where the amount of operation T is equal to or greater than the manual driving start limit Th and the autonomous driving ON / OFF switch 70 is ON. Vehicle system 100 can switch the vehicle's driving status to autonomous driving status, regardless of the amount of operation
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32/69 current T in a case where the autonomously driven ON / OFF switch 70 is ON.
[082] The information output unit 18 can display the status of the operating quantity T in relation to the intervention determination limit Tk and / or the manual driving start limit Th at all times, regardless of driving status. The information output unit 18 can display only the amount of operation T of the operation that the driver is involved among the steering operation, the acceleration operation, and the braking operation.
[083] Next, the examples of the display of the state of the amount of operation T with respect to the limit of determination of intervention Tk and the limit of beginning of manual conduction Th will be described with respect to Figures 4A to 4D. The display examples as indicator bars are illustrated in Figures 4A to 4D. The display examples in Figures 4A to 4D can be adopted with respect to any of the steering operation, the acceleration operation, and the braking operation.
[084] Figure 4A is a diagram illustrating the example of display of the indicator bar belonging to a case in which the intervention determination limit Tk and the manual conduction start limit Th are fixed. In the indicator bar shown in Figure 4A, only the amount of operation T of the conductor operation varies. According to the indicator bar shown in Figure 4A, the driving state of the vehicle is switched from the autonomous driving state to the cooperative driving state when the operating quantity T exceeds the intervention determination limit Tk. According to the indicator bar shown in Figure 4A, the driving state of the vehicle is switched from the cooperative driving state to the manual driving state when the amount of operation T exceeds the manual driving start limit Th. in which case
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33/69 at least two of the operating quantity T of the steering operation, the operating quantity T of the acceleration operation, and the operating quantity T of the braking operation are used for switching the driving state, the steering unit Information output 18 can display the two or more indicator bars correlated with the respective operating quantities T. In Figure 4A, the manual driving start limit Th does not necessarily have to be at the right end (maximum value) of the indicator bar.
[085] Figure 4B is a diagram illustrating the example of the indicator bar belonging to a case in which the intervention determination limit Tk and the limit for manual conduction start Th vary. In other words, the intervention determination limit Tk and the manual conduction start limit Th can vary. In addition, any of the intervention determination threshold Tk and the manual conduction start limit Th may vary, while the other does not. In the indicator bar shown in Figure 4B, the positions of the intervention determination limit Tk and of the manual conduction start limit Th, as well as the amount of operation T vary.
[086] Vehicle system 100 does not have to be able to switch the driving state of the vehicle to and from the three driving states of the autonomous driving state, the cooperative driving state, and the manual driving state. In other words, the vehicle's control status is not limited to the case where both the autonomous driving state and the cooperative driving state are included and can include at least one of the autonomous driving state and the cooperative driving state. The vehicle system 100 may be able to switch the driving state of the vehicle between, for example, only the two driving states of the autonomous driving state and the manual driving state. In this case, the vehicle control status described above corresponds to the autonomous driving state. In this case, the output unit of
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34/69 information 18 does not have to display the intervention determination limit Tk and only displays the state of the amount of operation T in relation to the manual driving start limit Th. Figure 4C is a diagram illustrating the example of the indicator bar in which the manual driving start limit Th is fixed. In Figure 4C, only the amount of operation T of the conductor operation varies. According to the indicator bar shown in Figure 4C, the driving state of the vehicle is switched from the autonomous driving state to the manual driving state when the amount of operation T exceeds the manual driving start limit Th. In Figure 4C, the manual driving start limit Th does not necessarily have to be at the right end (maximum value) of the indicator bar. Figure 4D is a diagram that illustrates the example of the indicator bar belonging to a case where the limit of manual conduction start Th varies. According to the indicator bar shown in Figure 4D, the position of the manual driving start limit Th, as well as the amount of operation T, vary.
[087] Vehicle system 100 can also be a system that is capable of switching the driving state of the vehicle only between the two driving states between the cooperative driving state and the manual driving state. In this case, the vehicle control status described above corresponds to the cooperative driving state. Since only one limit is used for switching the driving state, in this case, the display example that is illustrated in Figure 4C or Figure 4D can be adopted. Even in the case where the vehicle's driving status can be switched to and from the three driving states of the autonomous driving state, the cooperative driving state, and the manual driving state, vehicle system 100 can only display the state of the amount of operation T in relation to the threshold of manual conduction start Th as illustrated in Figure 4C or in Figure 4D without showing the intervention determination limit Tk.
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35/69 [088] Even when vehicle system 100 is a system that is capable of switching the driving state of the vehicle to and from the three driving states, vehicle system 100 can only display the start limit of manual driving Th and hide the display of the intervention determination limit Tk, in order to facilitate the visualization of the screen when the amount of operation T is equal to the intervention determination limit Tk in the indicator bar that is illustrated in Figure 4A or in Figure 4B. In a case where the vehicle system 100 is a system that is capable of switching the driving state of the vehicle to and from the three driving states and the amount of operation T greater than the manual driving start limit Th on indicator bar which is illustrated in Figure 4A or Figure 4B, vehicle system 100 can display only the manual driving start limit Th and hide the display of the intervention determination limit Tk, in order to facilitate viewing the screen.
[089] Vehicle system 100 may also be a system that is capable of switching the driving state of the vehicle to four or more driving states according to the amount of operation T of the driver's operation. In this case, the information output unit 18 displays, for example, the status of the operation quantity T with respect to three or more limits.
[090] Next, display examples in relation to the amount of operation of the steering operation will be described in relation to Figure 5. Figure 5 is a diagram that illustrates the display examples about the state of the amount of operation of the steering operation with respect to the intervention determination limit Tk and the manual driving start limit Th. Figure 5 shows first to fifth display examples belonging to a case in which a ST steering wheel is in a reference position (initial position) and a in which case the ST steering wheel is in a rotating position after counterclockwise rotation. In a case where the ST steering wheel is in the reference position, the limit for determining
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36/69 intervention Tk and / or the threshold for manual conduction start Th can be displayed or none of the determination limit for intervention Tk and the threshold for manual conduction start Th can be displayed. In a case where the ST steering wheel is in the reference position and the intervention determination limit Tk and / or the manual driving start limit Th is displayed, both for those for counterclockwise and for clockwise rotation, it can be displayed.
[091] In the case where the ST steering wheel rotates according to the direction of the vehicle V in the autonomous driving state, the reference position of the ST steering wheel can be the position of the steering control target value (steering angle), from according to the travel plan for vehicle V in the state of autonomous driving. In this case, vehicle system 100 displays, for example, the difference between the detection value of the direction of rotation state in relation to vehicle V that is detected by the direction sensor and the target value of direction control that is included in the travel plan that is generated by the travel plan generation unit 14 as the operation quantity of the steering operation.
[092] The first display example is an example belonging to a case in which the ST steering wheel is illustrated in an abstract representation. In the first display example, a Ha bar in the center of the steering wheel according to the abstract representation rotates according to the angle of the steering wheel ST. In other words, the rotation angle of the Ha bar is correlated with the amount of operation of the steering operation. In the first display example, the driving state of the vehicle is switched from the autonomous driving state to the cooperative driving state when the Ha bar rotates in excess of the intervention determination limit Tk. Likewise, the driving state of the vehicle is switched from the cooperative driving state to the manual driving state when the Ha bar rotates in excess of the manual driving start limit Th.
[093] The Tk intervention determination limit and the start of intervention limit
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37/69 Th manual steering belonging to the case of counterclockwise rotation are illustrated here as the first example of display in relation to the rotation of the ST steering wheel. In the case of clockwise rotation, however, the intervention determination limit Tk and the manual driving start limit Th for counterclockwise rotation are hidden and the intervention determination limit Tk and the manual driving start limit Th for clockwise rotation are displayed. In addition, the Ha-bar can rotate according to the direction of the vehicle V in the autonomous driving state in a case where the steering wheel ST rotates according to the direction of the vehicle V in the autonomous driving state. In this case, the display of the intervention determination limit Tk and the manual driving start limit Th also rotates according to the direction of the vehicle V in the autonomous driving state. When the driver's steering operation is performed, in this case, only the Ha bar rotates according to the amount of steering operation. In this respect, the first display example is identical to the second display example (described later).
[094] As is the case with the first display example, the second display example is an example belonging to a case in which the ST steering wheel is illustrated in an abstract representation. In the second display example, the intervention determination limit Tk and the manual conduction start limit Th of the first display example are regionally illustrated. In other words, the current bar Ha and the regions up to the limit of determination of intervention Tk or the limit of beginning of manual conduction Th are illustrated by using a color different from the background color.
[095] The third display example is an example belonging to a case in which the amount of operation of the ST steering wheel is illustrated by the use of a meter. In the third display example, the slope of a measuring bar Hb corresponds to the amount of operation of the driver's steering operation. At the
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38/69 third display example, the measuring bar Hb points directly upwards in case the ST steering wheel is in the reference position and the measuring bar Hb tilts to the right or to the left, according to the rotation of the steering wheel ST. For example, the intervention determination limit Tk and the manual conduction start limit Th for counterclockwise rotation and the intervention determination limit Tk and the manual conduction start limit Th for clockwise rotation are shown in the third display example. The measuring rod Hb can tilt to the right or to the left, according to the direction of vehicle V in the autonomous driving state in a case where the steering wheel ST rotates according to the direction of the vehicle V in the autonomous driving state . In this case, the display of the intervention determination limit Tk and the manual driving start limit Th also rotates according to the direction of the vehicle V in the autonomous driving state. When the driver's steering operation is performed, in this case, only the measuring bar Hb tilts to the right or to the left, according to the amount of operation of the steering operation.
[096] The fourth display example is an example belonging to a case where the amount of operation of the ST steering wheel is illustrated by the use of a sliding bar. In the fourth display example, the position of a bar Hc corresponds to the amount of operation of the driver's steering operation. In the fourth display example, the Hc bar is positioned in the center in a case where the ST wheel is in the reference position and the Hc bar slides to the right or left, according to the direction in which the ST wheel rotates. . For example, the intervention determination limit Tk and the manual conduction start limit Th for counterclockwise rotation and the intervention determination limit Tk and the manual conduction start limit Th for clockwise rotation are shown in fourth display example. The Hc bar can slide to the right or left, according to the direction of the vehicle V in the autonomous driving state in one case
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39/69 in which the steering wheel ST rotates according to the direction of the vehicle V in the autonomous driving state. In this case, the display positions of the intervention determination limit Tk and the manual driving start limit Th are also moved to the right or left, according to the direction of vehicle V in the autonomous driving state. When the driver's steering operation is performed in this case, only the Hc bar slides according to the amount of steering operation.
[097] The fifth display example is an example belonging to a case in which the amount of operation of the ST steering wheel is illustrated by the use of numerical values. In the fifth display example, the amount of operation of the ST steering wheel (such as the steering angle) is shown as numerical values. In the fifth display example, the intervention determination limit Tk and the manual driving start limit for counterclockwise rotation Th are displayed as numerical values in a case where, for example, the ST handwheel rotates counterclockwise. Likewise, in the fifth display example, the intervention determination limit Tk and the manual driving start limit Th for clockwise rotation are presented as numerical values in a case where, for example, the ST steering wheel rotates in the clockwise. The numerical value of the steering angle may vary according to the direction of the vehicle V in the autonomous driving state in a case where the steering wheel ST rotates according to the direction of the vehicle V in the autonomous driving state. In this case, the numerical values of the intervention determination limit Tk and the manual driving start limit Th also vary according to the direction of vehicle V in the autonomous driving state. When the driver's steering operation is performed in this case, only the Hc bar slides according to the amount of steering operation.
[098] The ST steering wheel can also be realistically represented (for
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40/69 example, represented in the form of the state of the steering wheel illustrated in Figure 5) and the color or brightness can be changed as the amount of operation becomes close to the limit of determination of intervention Tk or the limit of start of manual driving Th. In addition, the ST handwheel can be realistically represented and the ST handwheel in a state where the amount of operation reaches the limit of intervention determination Tk and the ST handwheel in a state where the amount of operation reaches the limit of start of Th manual driving can be displayed at the bottom of the current ST steering wheel screen. In addition, the intervention determination limit Tk and / or the manual conduction start limit Th can be moved, as in Figure 4B and Figure 4D, in the first to fifth display examples.
[099] In the first to fifth display examples, both the intervention determination limit Tk and the threshold for manual conduction start Th are displayed. However, only one of the Tk intervention determination limit and the manual conduction start limit Th can be displayed instead. For example, only the intervention determination limit Tk can be displayed while the manual driving start limit Th is not displayed until the operation quantity T reaches the intervention determination limit Tk. In addition, only the manual driving start limit Th can be displayed while the intervention determination limit Tk is not displayed in a case where the amount of operation T exceeds the manual driving start limit Th.
[0100] In the first to fifth display examples, one of the Tk intervention determination limit and the manual driving start limit Th may not be displayed while the other is highlighted. For example, the intervention determination limit Tk can be highlighted with the increased brightness or the changed color and with the display of the manual conduction start limit Th unchanged until the operation quantity T reaches the intervention determination limit Tk . Likewise, in the first to the fifth exhibition examples, the
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41/69 display of the manual driving start limit Th can be highlighted with the increased brightness or the changed color and with the display of the intervention determination limit Tk unchanged in a case where the amount of operation T exceeds the limit of operation start of manual conduction Th. In addition, one of the limit of determination of intervention Tk and the limit of start of manual conduction Th can be highlighted with the other not displayed.
[0101] Next, other display examples in relation to the amount of operation of the acceleration operation and the amount of operation of the braking operation will be described in relation to Figure 6. Figure 6 is a diagram illustrating examples of display A a And in relation to the states of the amount of operation of the acceleration operation and the amount of operation of the braking operation in relation to the limit of determination of intervention Tk and the limit of manual driving start Th. In a case where the accelerator pedal and the brake pedal are in the reference positions (initial positions), the intervention determination limit Tk and / or the manual driving start limit Th can be displayed or none among the intervention determination limit Tk and the intervention limit Th manual driving start can be displayed.
[0102] A display example A is a diagram illustrating an example in which the operation quantity of the braking operation and the quantity of operation of the acceleration operation are shown by using bar graphs. In display example A, a bar Ba represents the operating amount of the braking operation and a bar Aa represents the operating amount of the acceleration operation. In display example A, bar Ba extends upward as the amount of operation of the braking operation increases and bar Aa extends upward as the amount of operation of the acceleration operation increases. In a case where the driving state of vehicle V is the state of autonomous driving, vehicle system 100 switches the
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42/69 vehicle driving state V to cooperative driving state when bar Ba representing the amount of operation of the braking operation or bar Aa representing the amount of operation of the acceleration operation becomes equal to or greater than than the limit of determination of intervention Tk. In a case where the driving state of vehicle V is the cooperative driving state, the system of vehicle 100 switches the driving state of vehicle V to the manual driving state when the bar Ba representing the operation amount of the operation braking rate or the bar Aa representing the amount of operation of the acceleration operation becomes equal to or greater than the manual driving start limit Th.
[0103] The information output unit 18 can perform the display so that the amount of operation gradually decreases, instead of immediately decreasing the amount of operation to zero, even when the driver takes his foot off the brake pedal or the pedal. accelerator. Both bar Ba and bar Aa can be displayed in display example A when, for example, the driver moves his foot from the accelerator pedal to the brake pedal in this case.
[0104] Display example B is a diagram that illustrates an example in which the operation quantity of the braking operation and the quantity of operation of the acceleration operation are shown using the block-type bar graph. In display example B, a block Bb represents the operating quantity of the braking operation and an Ab block represents the operating quantity of the acceleration operation. In display example B, block Bb accumulates as the amount of operation of the braking operation increases and block Ab accumulates as the amount of operation of the acceleration operation increases.
[0105] Display example C is a diagram that illustrates an example in which the operation quantity of the braking operation and the quantity of
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43/69 operation of the acceleration operation are shown by using the circle sizes. In display example C, a circle Bc represents the amount of operation of the braking operation and a circle Ac represents the amount of operation of the acceleration operation. In display example C, the brake and accelerator are shown by using different circles. The Bc circle and the Ac circle can have different colors as well. In display example C, the circle Bc increases in size as the amount of operation of the braking operation increases and the circle Ac increases in size as the amount of operation of the acceleration operation increases. Each of the intervention determination limit Tk and the manual conduction start limit Th is shown as a circle having a constant size.
[0106] Display example D is a diagram that illustrates an example in which the operation quantity of the braking operation and the quantity of operation of the acceleration operation are shown using the semicircle sizes. In display example D, a semicircle Bd represents the operation quantity of the braking operation and a semicircle Ad represents the operation quantity of the acceleration operation. In display example D, the amount of acceleration operation and the amount of braking operation can be shown by using a single circle. The semicircle Bd and semicircle Ad can have different colors as well. In display example D, the semicircle Bd increases in size as the amount of operation of the braking operation increases and the semicircle Ad increases in size as the amount of operation of the acceleration operation increases. Each of the intervention determination limit Tk and the manual conduction start limit Th is shown as a circle having a constant size. Display example D shows both the operating amount of the acceleration operation and the operating amount of the braking operation
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44/69 through the use of a common concentric circle (concentric circle of circle Tk and circle Th). However, the amount of operation of the acceleration operation and the amount of operation of the braking operation can also be displayed using separate concentric circles and in a state where the amount of operation of the acceleration operation and the amount of operation braking operation are separated from each other.
[0107] The display example E is a diagram that illustrates an example in which the operation quantity of the braking operation and the quantity of operation of the acceleration operation are shown by the use of pie charts. In the display example E, a fan-shaped region Be represents the operating quantity of the braking operation and a fan-shaped region Ae represents the operating quantity of the acceleration operation. In display example E, the amount of operation for the acceleration operation and the amount of operation for the braking operation can be shown by using a single circle. The Be region and the Ae region can have different colors as well. In the display example E, the ratio of region Be to the circle increases as the amount of operation of the braking operation increases and the ratio of region Ae to the circle increases as the amount of operation of the acceleration operation increases. Each of the Tk intervention determination limit and the manual conduction start limit Th is shown as the boundary lines of a region that has a constant relationship with the circle.
[0108] In addition, the information output unit 18 can show, on a color or brightness basis, that the amount of operation of the braking operation or the amount of operation of the acceleration operation becomes close to the determination limit intervention Tk. In addition, the information output unit 18 can show the status of the operation quantity of the braking operation in relation to the intervention determination limit Tk and the driving start limit
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45/69 manual Th and the state of the amount of operation of the acceleration operation in relation to the limit of determination of intervention Tk and the limit of manual conduction start Th in the form of sliders on sliding bars. In this case, the sliding bar in relation to the braking operation and the sliding bar in relation to the acceleration operation can be connected together to form a single axis.
[0109] Both the operation quantity of the acceleration operation and the quantity of operation of the braking operation can be displayed in display example A, display example B, display example D, and display example E. However, a operation quantity of the acceleration operation and the quantity of operation of the braking operation can also be displayed separately. In a case where the amount of operation of the acceleration operation and the amount of operation of the braking operation are shown separately, only the amount of operation of the acceleration operation and the braking operation that is in progress can be displayed. In addition, the intervention determination limit Tk and the manual conduction start limit Th can be moved, as in Figure 4B and Figure 4D, in display examples A to E. Display examples A to E can also be moved be used to show the amount of operation of the steering operation as well as the amount of operation of the acceleration operation and the amount of operation of the braking operation.
[0110] The display of the state of the operation quantity T with respect to the intervention determination limit Tk and the manual conduction start limit Th has been described above. The display examples, however, are not limited to what is described above. For example, the information output unit 18 can change the screen size. In this case, the display can be enlarged when the operating quantity T becomes close to the intervention determination limit Tk or the manual driving start limit Th. In addition, the unit
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46/69 information output 18 can display bar graphs, pie charts, or the like in display examples A to E in three dimensions.
[0111] In the case where the display unit 7a has only one display frame (or display space) on the screen where the amount of operation T is displayed, the information output unit 18 can display, on the display frame, the amount of operation of the operation in which the driver is involved among the amount of operation of the steering operation, the amount of operation of the acceleration operation, and the amount of operation of the braking operation. The information output unit 18 switches the display on the display frame from any one of the first to the fifth display examples illustrated in Figure 5 to any of the Display Examples A to E illustrated in Figure 6 in a case where, for example, the driver interrupts the steering operation and performs the acceleration operation (or the braking operation). The operating quantity of the acceleration operation and the operating quantity of the braking operation can also be displayed simultaneously in the same display frame, as shown in display example A, display example B, display example D, and display example display E in Figure 6.
[0112] The information output unit 18 gives priority to one of the amount of operation of the steering operation and the amount of operation of the braking operation that has a higher ratio of operation quantity to the intervention determination limit Tk in run the display on the display frame in a case where, for example, only one display frame is provided on the screen where the operating quantity T is displayed and the driver simultaneously performs the steering operation with the acceleration operation (or the braking operation). The information output unit 18 can give priority to the amount of operation that has a higher reason for the manual driving start limit Th in performing the display on the display frame. In a case where
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47/69 that only one of the steering operation quantity, the acceleration operation quantity, and the brake operation quantity exceeds the intervention determination limit Tk, the information output unit 18 can give priority to that amount of operation in running the display on the display board. In a case where only one of the operating quantity of the steering operation, the operating quantity of the acceleration operation, and the operating quantity of the braking operation exceeds the manual driving start limit Th, the output unit of information 18 can give priority to that amount of operation in performing the display on the display board. The information output unit 18 can display the amount of operation that is closest to a limit to switch to the current driving state between the amount of operation of the steering operation, the amount of operation of the acceleration operation, and the amount of operation of the braking operation.
[0113] The information output unit 18 can display the current driving status for the driver, using display unit 7a. Figure 7A is a diagram showing an example of a relationship between the amount of operation T and a conduction state transition. Figure 7B is a diagram showing an example of a relationship between the current driving status notification ON / OFF and the amount of operation T. According to Figure 7B, the current driving status notification is ON only in the case cooperative driving status. The information output unit 18 displays the cooperative driving status (current driving status) in the display unit 7a in a case where, for example, the current driving status notification is ON. As shown in Figures 7A and 7B, the information output unit 18 can switch the current driving status notification ON / OFF according to the amount of operation T. In addition, the information output unit 18 can
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48/69 display the autonomous driving status or the manual driving status for the driver.
[0114] Figure 7C is a diagram showing an example of a relationship between an operating resistance and the operating quantity T. As illustrated in Figures 7A and 7C, vehicle system 100 can increase the operating resistance as a way to notify the driver of the cooperative driving status. The operating resistance is the resistance of the steering operation, the braking operation, or the acceleration operation, relative to the amount of operation T in relation to the conductor. Vehicle system 100 makes the driver's driving operation less likely to be performed in a case where, for example, the operating resistance is increased than in a case where the operating resistance is not increased (than in case of a standard operating resistance). A change in the operating resistance is performed when, for example, the travel control unit 17 emits a control signal to the actuator 6. Specifically, the vehicle system 100 changes the operating resistance of the steering operation by controlling the auxiliary motor, which controls the steering torque in the electric steering system, with the signal output from the trip control unit 17.
[0115] During driving state switching, the information output unit 18 can perform pre-migration notification and post-migration notification based on the audio output from the audio output unit 7b. In addition, the output unit 18 can perform pre-migration notification and post-migration notification based on display unit 7a. Pre-immigration notification is, for example, to notify the driver of the start of a driving state transition (migration). Post-migration notification is, for example, to notify the driver of the completion of the driving state transition (migration).
[0116] Figure 8A is a diagram showing an example of a transition
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49/69 driving status attributable to an increase in the amount of operation T. As shown in Figure 8A, vehicle system 100 undergoes a transition from autonomous driving to cooperative driving and driving status. cooperative driving to the manual driving state as a result of an increase in the amount of operation T. The information output unit 18 turns on post-migration notification in a case where, for example, the amount of operation T increases and reaches the limit for determining intervention Tk. The output unit 18 turns off postmigration notification a predetermined period of time after the start of postmigration notification.
[0117] Information output unit 18 can turn off postmigration notification according to an increase in the amount of T operation. Figure 8B is a diagram showing an example of a relationship between the increase in the amount of T operation and the notification post-migration ON / OFF. As illustrated in Figures 8A and 8B, the information output unit 18 can perform post-migration notification regarding the cooperative driving status until the amount of operation T reaches a defined value Tk1 after increasing to reach the determination limit intervention Tk. In other words, the information output unit 18 can turn on post-migration notification in a case where the amount of operation T increases and reaches the intervention determination limit Tk and can turn off post-migration notification in a case where that the amount of operation T continues to increase to reach the defined value Tk1. Likewise, the information output unit 18 can perform post-migration notification regarding the manual driving status until the amount of operation T reaches a defined value Th1 after the increase to reach the manual driving start limit Th The defined value Tk1 is any value that exceeds the intervention determination limit Tk and is less than the limit of start of conduction
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50/69 manual Th. The set value Th1 is any value that exceeds the manual driving start limit Th.
[0118] The output unit 18 turns on pre-migration notification in a case where, for example, the amount of operation T increases and reaches a defined value Th0. The set value Th0 is any value that is less than the manual conduction start limit Th and exceeds the intervention determination limit Tk. The information output unit 18 turns off the pre-immigration notification a predetermined period of time after the start of the pre-immigration notification.
[0119] The information output unit 18 can turn off the pre-immigration notification, according to the increase in the amount of operation T. Figure 8C is a diagram showing an example of a relationship between the increase in the amount of operation T and the pre-migration notification ON / OFF. As illustrated in Figure 8C, the information output unit 18 can perform pre-migration notification in relation to the manual driving status until the amount of operation T reaches the manual driving start limit Th after increasing to reach the set value Th0. Both post-migration notification and pre-migration notification do not necessarily have to be performed with each other and only one post-migration notification and pre-migration notification can be performed. This is applied to the following description.
[0120] Figure 8D is a diagram showing an example of a relationship between an increase in the amount of operation T and the operating resistance. As illustrated in Figure 8D, vehicle system 100 can increase the operating resistance until the operating quantity T reaches the manual driving start limit Th after increasing to reach the set value Th0.
[0121] Figure 9A is a diagram showing an example of a conduction state transition attributable to a decrease in the amount of T operation.
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As shown in Figure 9A, vehicle system 100 undergoes a transition from cooperative driving to autonomous driving, as a result of a decrease in the amount of operation T. Output unit 18 turns on post notification -migration in a case where, for example, the amount of operation T decreases and becomes less than the threshold for determining intervention Tk. The output unit 18 turns off the post-migration notification a predetermined period of time after the start of the post-migration notification.
[0122] The output unit 18 can turn off postmigration notification according to a decrease in the amount of T operation. Figure 9B is a diagram showing an example of a relationship between a decrease in the amount of T operation and the notification post-migration ON / OFF. As illustrated in Figures 9A and 9B, the information output unit 18 can perform post-migration notification with respect to the autonomous driving state until the amount of operation T becomes less than a defined value Tk0 after decreasing to become smaller than the intervention determination limit Tk in a case where the driving state of vehicle V is the cooperative driving state. In other words, the output unit 18 can turn on postmigration notification in a case where the amount of operation T decreases and becomes less than the intervention determination limit Tk and can turn off postmigration notification in one case where the amount of operation T continues to decrease and becomes less than the set value Tk0. The defined value Tk0 is any value that is less than the intervention determination limit Tk.
[0123] The output unit 18 turns on pre-migration notification in a case where, for example, the amount of operation T decreases and becomes less than a defined value Tk2. The defined value Tk2 is any value that exceeds the intervention determination limit Tk and is less than the limit of
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52/69 start of manual driving Th. The output information unit 18 turns off the pre-migration notification a predetermined period of time after the start of the pre-migration notification.
[0124] The information output unit 18 can turn off the pre-immigration notification, according to a decrease in the amount of operation T. Figure 9C is a diagram showing an example of a relationship between the decrease in the amount of operation T and the pre-migration notification ON / OFF. As shown in Figure 9C, the information output unit 18 can perform pre-immigration notification in relation to the autonomous driving status until the amount of operation T becomes less than the intervention determination limit Tk after decreasing to become if less than the defined value Tk2 in a case where the driving state of vehicle V is the cooperative driving state.
[0125] Figure 9D is a diagram showing an example of a relationship between a decrease in the amount of operation T and the operating resistance. As illustrated in Figure 9D, vehicle system 100 can increase the operating resistance until the operating quantity T becomes less than the intervention determination limit Tk after decreasing to become less than the defined value Tk1 in a case where the driving state of vehicle V is the cooperative driving state.
[0126] Next, the processing that is performed by the vehicle system 100 will be described. Figure 10 is a flowchart showing an example of travel plan generation processing. The control processing that is illustrated in Figure 10 is performed when, for example, the autonomous driving start request operation is input to the autonomous driving ON / OFF switch 70.
[0127] First, as shown in Figure 10, the vehicle position recognition unit 11 recognizes the vehicle position from the
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53/69 vehicle position information V received by the GPS receiver unit 2 and the map information from the map database 4. The external situation recognition unit 12 recognizes the external situation in relation to vehicle V from from the result of the detection of the external sensor 1. The trip status recognition unit 13 recognizes the travel status of the vehicle V from the result of the detection of the internal sensor 3 (S1). Then, the travel plan generation unit 14 generates the travel plan for vehicle V from the destination route of the navigation system 5, the vehicle's position, the external situation in relation to vehicle V, and the status vehicle V (S2). The trip plan for vehicle V is generated in this way.
[0128] Next, the processing for switching the driving status of vehicle V which is performed by vehicle system 100 will be described. Figure 11 is a flow chart showing an example of switching processing for switching the driving state of vehicle V from the state of manual driving through the use of steering torque correlated with steering operation. The control processing that is illustrated in Figure 11 is performed repeatedly in a predetermined cycle, in a case where vehicle V is in the state of manual driving.
[0129] First, as shown in Figure 11, the driving state switching unit 16 determines whether or not the autonomous driving start request operation is input to the autonomous driving ON / OFF switch 70 in a case where the driving state of vehicle V is the manual driving state (S10). The driving state switching unit 16 performs the determination processing (S12), using the intervention determination limit Tk in a case where it is determined that the autonomous driving start request operation is input to the ON / switch. Autonomous driving OFF 70.
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54/69 [0130] The driving state switching unit 16 determines whether or not the steering torque based on the detection result of the internal sensor 3 is less than the intervention determination limit Tk as the determination processing using the limit of determination of intervention Tk which is illustrated in S12. In a case where it is determined that the steering torque based on the result of the detection of the internal sensor 3 is less than the intervention determination limit Tk, the driving state switching unit 16 switches the driving status of the vehicle V for autonomous driving status (S14). The flowchart that is illustrated in Figure 11 is completed when the switching processing that is illustrated in Figure 14 is terminated. The driving state of vehicle V undergoes a transition from the state of manual driving to the state of autonomous driving and the driving state of vehicle V is no longer the state of manual driving, which is a precondition for the illustrated flowchart in Figure 11. Therefore, subsequent processing to repeat the flowchart illustrated in Figure 11 is not performed and the flowchart which is illustrated in Figure 12 (described later) is started.
[0131] The driving state switching unit 16 performs determination processing (S16), using the manual driving start limit Th in a case where it is determined that the steering torque based on the result of the sensor detection internal 3 is not less than the limit of determination of intervention Tk. The driving state switching unit 16 determines whether or not the operating quantity T (such as the steering torque) based on the detection result of the internal sensor 3 is less than the manual driving start limit Th as the determination processing using the manual driving start limit Th which is illustrated in S16. Driving status switching unit 16 switches the driving status of vehicle V to cooperative driving status (S18) in a case where it is determined
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55/69 that the steering torque based on the detection result of the internal sensor 3 is less than the manual driving start limit Th. The flowchart that is illustrated in Figure 11 is terminated when the switching processing that is illustrated in S18 is finished. The driving state of vehicle V undergoes a transition from the state of manual driving to the state of cooperative driving and the driving state of vehicle V is no longer the state of manual driving, which is a precondition for the illustrated flowchart in Figure 11. Therefore, subsequent processing to repeat the flowchart illustrated in Figure 11 is not performed and the flowchart which is illustrated in Figure 12 (described later) is started.
[0132] Drive state switching unit 16 maintains manual driving state (S20) in a case where it is determined that the steering torque based on the detection result of the internal sensor 3 is not less than the limit manual driving start mode Th. Likewise, the driving state switching unit 16 maintains manual driving status (S20) in a case where it is determined that the autonomous driving start request operation is not entered for the autonomously driven ON / OFF switch 70. Then, the flowchart that is illustrated in Figure 11 is closed. The driving state of the vehicle V is not subject to a transition from the manual driving state and thus the flowchart which is illustrated in Figure 11 is repeatedly executed subsequently.
[0133] Next, the driving state switching processing that is performed by the vehicle system 100 in a case where the driving state of vehicle V is the autonomous driving state or the cooperative driving state will be described. Figure 12 is a flowchart showing an example of switching processing to switch the driving state of vehicle V to the autonomous driving state or the cooperative driving state through the
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56/69 use of steering torque. The control processing that is illustrated in Figure 12 is performed repeatedly in a predetermined cycle, in a case where vehicle V is in the autonomous driving state or in the cooperative driving state.
[0134] First, as shown in Figure 12, the driving state switching unit 16 determines whether or not the steering torque based on the result of the detection of the internal sensor 3 is less than the intervention determination limit Tk as the processing for determining the intervention determination limit Tk which is illustrated in S32. The driving state switching state 16 determines the driving state of the vehicle V to be the autonomous driving state (S34) in a case where it is determined that the steering torque based on the detection result of the internal sensor 3 is less than the limit of intervention determination Tk. In other words, the driving state switching unit 16 maintains the autonomous driving state in a case where the driving state of vehicle V is the autonomous driving state and switches the driving state of vehicle V to the driving state. autonomous driving in a case where the driving state of vehicle V is the cooperative driving state. The flow chart that is illustrated in Figure 12 is finished when the processing that is illustrated in S34 ends. The driving status of vehicle V is not subject to a transition to manual driving status and, therefore, the flowchart that is illustrated in Figure 12 is repeatedly executed.
[0135] The driving state switching unit 16 performs determination processing (S36), using the manual driving start limit Th in a case where the steering torque is determined based on the detection result of the internal sensor 3 is not less than the limit of determination of intervention Tk. The driving status switching unit
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57/69 determines whether or not the steering torque based on the detection result of the internal sensor 3 is less than the manual driving start limit Th as the determination processing using the manual driving start limit Th is illustrated in S36. The driving state switching unit 16 determines the driving state of vehicle V as the cooperative driving state (S38) in a case where it is determined that the torque based on the detection result of the internal sensor 3 is less than that the manual driving start limit Th. In other words, the driving state switching unit 16 switches the driving state of vehicle V to the cooperative driving state in the event that the driving state of vehicle V is the autonomous driving status and maintains cooperative driving status in the event that vehicle V driving status is cooperative driving status. The operation flow chart that is illustrated in Figure 12 is completed when the processing that is illustrated in S38 is completed. The driving status of vehicle V is not subject to a transition to manual driving status and, therefore, the flow chart that is illustrated in Figure 12 is repeatedly performed.
[0136] The driving state switching unit 16 switches the driving state of the vehicle V to the manual driving state (S40) in a case where the steering torque is determined based on the detection result of the internal sensor 3 is not less than the manual driving start limit Th. Then, the flowchart that is illustrated in Figure 12 is completed. The driving state is subject to a transition from the autonomous driving state or the cooperative driving state to the manual driving state and the vehicle driving state V is no longer the autonomous driving state or the cooperative driving state, which is a precondition for the flowchart illustrated in Figure 12. Therefore, subsequent processing to repeat the flowchart illustrated in Figure 12 is not performed and the flowchart illustrated in Figure 11 is
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58/69 started.
[0137] As described above with respect to Figures 11 and 12, switching to and from the autonomous driving state, the cooperative driving state, and the manual driving state is accomplished by the driving state switching unit 16 with based on the steering torque correlated with the steering operation. Although Figures 11 and 12 do not show a case in which the driving state of vehicle V is the state of autonomous driving or the state of cooperative driving and an autonomous driving end request operation is inserted after entering the request operation of autonomous driving start for autonomous driving ON / OFF switch 70, driving state switching unit 16 performs processing to switch vehicle driving status V from autonomous driving state or cooperative driving state to manual driving status in this case.
[0138] In the description above, a case where the driving state switching unit 16 switches the driving state of the vehicle V based on the operating amount (steering torque) of the steering operation as an example of the driving operation has been described. However, the steering torque can be replaced with the steering angle or it can be replaced with the amount of pressure on the accelerator pedal or on the brake pedal (pedal position). In other words, the driving state switching unit 16 can switch the driving status of vehicle V based on the steering angle of the steering operation or can switch the driving status of vehicle V based on the amount of pressure on the pedal accelerator or brake pedal.
[0139] Next, the processing to display the amount of operation T that is performed by the vehicle system 100 will be described. Figure 13 is a flowchart showing an example of the processing to display the amount of T operation. The control processing, which is illustrated in Figure 13, is performed
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59/69 repeatedly with a predetermined cycle in a case where, for example, the driving state of vehicle V is the autonomous driving state or the cooperative driving state. The control processing that is illustrated in Figure 13 can be performed repeatedly in a predetermined cycle even in a case where the driving state of vehicle V is the state of manual driving.
[0140] First, as shown in Figure 13, the driving operation information acquisition unit 15 determines whether or not driving operation information is acquired (S100). In a case where it is determined that the driving operation information is not acquired, the driving operation information acquisition unit 15 ends the flowchart that is illustrated in Figure 13. Then, the operation information acquisition unit Lead 15 starts the determination of S100 again in a predetermined period of time.
[0141] In the event that it is determined that the driving operation information is not acquired by the driving operation information acquisition unit 15, the information output unit 18 displays the status of the operation quantity T in relation to the limit of intervention determination Tk and the manual driving start limit Th by transmitting the control signal to the display unit 7a based on the driving operation information (S102).
[0142] In the vehicle system 100 according to this modality, the state of the operating quantity T in relation to the intervention determination limit Tk and the manual driving start limit Th is displayed in the display unit 7a in a case where that the driving status of vehicle V is switched according to the operating quantity T, and thus the driver can be aware of the operating quantity T until the driving status of vehicle V is switched. Consequently, with vehicle system 100, the driver can switch the driving status of vehicle V, depending on the amount of operation T in one
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[0143] The vehicle system 100 described above may also be able to switch the driving state of the vehicle between only the two driving states between the autonomous driving state and the manual driving state. In this case, the vehicle system 100 displays the status of the operating quantity T in relation to the manual limit of driving start Th on the display unit 7a, and thus the driver can be aware of the operating quantity T until the status driving vehicle V is switched to manual driving status. In this way, the driver can switch to manual driving status depending on the amount of operation T at a desired time. Likewise, vehicle system 100 may be able to switch the driving state of the vehicle only between the two driving states between the cooperative driving state and the manual driving state. Even in this case, the vehicle system 100 displays the status of the operating quantity T in relation to the manual driving start limit Th on the display unit 7a, so that the driver can switch to manual driving status depending on of the amount of operation T at a desired time.
[0144] A preferred embodiment of the invention has been described above. The invention is not limited to the embodiment described above. The invention can take various forms in which various modifications and improvements are added, based on the knowledge of those skilled in the art, to the modality described above.
[0145] [First Example of Modification] In the previous description of the modality, a case has been described in which a single limit is used as the limit related to switching from autonomous driving status to cooperative driving status and the limit related to switching from cooperative driving to autonomous driving. However, different limits can be used as the limits. Figure 14A is a diagram showing
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61/69 shows another example of the driving state transition, which is attributable to an increase in the amount of operation T. As illustrated in Figure 14A, vehicle system 100 may have, for example, the intervention determination limit Tk as the limit related to the switching from the autonomous driving state to the cooperative driving state and an autonomous driving start limit Tf as the limit related to the switching from the cooperative driving state to the autonomous driving state. In other words, vehicle system 100 maintains the driving state of vehicle V in the cooperative driving state in the event that the amount of operation T is equal to or greater than the autonomous driving start limit Tf, even when the amount of operation operating temperature T becomes lower than the intervention determination limit Tk, after the driving state of vehicle V is switched from the autonomous driving state to the cooperative driving state. When hysteresis is permitted as described above, frequent switching of the state in the vicinity of the limit can be avoided. The autonomous conduction start limit Tf is any value less than the intervention determination limit Tk. Specifically, frequent switching in the driving state can be avoided when the amount of operation is substantially equal to an intervention determination limit T1.
[0146] As shown in Figure 14A, the information output unit 18 switches the limit displayed on the display unit 7a according to the current driving state in the event that the switching related limit changes depending on the current driving state . In a case where the driving state of vehicle V is the autonomous driving state, for example, the information output unit 18 does not display the autonomous driving start limit Tf and displays the intervention determination limit Tk and the manual driving start limit Th. In other words, the information output unit 18 displays the status of the operation quantity T in relation to the intervention determination limit
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Tk and the manual driving start limit Th on display unit 7a. In a case where the driving state of vehicle V is the cooperative driving state, for example, the information output unit 18 does not display the intervention determination limit Tk and displays the autonomous driving start limit Tf and the manual driving start limit Th. In other words, the information output unit 18 displays the status of the operating quantity T in relation to the autonomous driving start limit Tf and the manual driving start limit Th on the display unit. 7th. Even in the case where the driving state of the vehicle V is the manual driving state, for example, the information output unit 18 does not display the intervention determination limit Tk and displays the autonomous driving start limit Tf and the manual driving start limit Th. Alternatively, the information output unit 18 can display only the manual driving start limit Th in a case where the driving state of vehicle V is the manual driving state.
[0147] In the event that the limit related to the switching is changed depending on the current driving state, the information output unit 18 also changes the time of the post-migration notification and the pre-migration notification as illustrated in Figure 14A. In a case where the driving state of vehicle V is the autonomous driving state, for example, the information output unit 18 turns on post-migration notification when the amount of operation T increases and reaches the intervention determination limit Tk. The output unit 18 turns off the post-migration notification a predetermined period of time after the start of the post-migration notification.
[0148] The output unit 18 can turn off postmigration notification according to the increase in the amount of operation T. Figure 14B is a diagram showing another example of the relationship between an increase in the amount of operation T and the notification of post-migration ON / OFF. As illustrated in the Figures
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14A and 14B, the information output unit 18 performs post-migration notification until the amount of operation T reaches the set value Tk1 after increasing to reach the intervention determination limit Tk in a case where, for example, the driving state of vehicle V is the autonomous driving state. In other words, the output unit 18 turns on postmigration notification in a case where the amount of operation T increases and reaches the threshold for determining intervention Tk and turns off postmigration notification in a case where the amount of operation operation T continues to increase and reaches the defined value Tk1.
[0149] In addition, the information output unit 18 turns on pre-migration notification when the amount of operation T increases and reaches the set value Th0 in a case where, for example, the driving status of vehicle V is the cooperative driving status. The information output unit 18 turns off the pre-migration notification a predetermined period of time after the start of the pre-migration notification.
[0150] The information output unit 18 can turn off the pre-immigration notification, according to the increase in the amount of operation T. Figure 14C is a diagram showing another example of the relationship between the increase in the amount of operation T and the notification pre-migration ON / OFF. As illustrated in Figures 14A and 14C, the information output unit 18 performs pre-migration notification until the amount of operation T reaches the threshold for manual conduction start Th after increasing to reach the set value Th0 in a case where that, for example, the driving state of vehicle V is the cooperative driving state.
[0151] Figure 15A is a diagram showing another example of the driving state transition, which is attributable to a decrease in the amount of T operation. As illustrated in Figure 15A, the information output unit 18 does not perform post notification -migration, even when the amount of operation
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T decreases and becomes less than the intervention determination limit Tk, in a case where the driving state of vehicle V is the cooperative driving state because the driving state is not subject to a migration to the state of autonomous driving. The information output unit 18 turns on post-migration notification when the amount of operation T decreases and becomes less than the autonomous driving start limit Tf in a case where, for example, the vehicle's driving status V is the state of cooperative driving. The output unit 18 turns off the post-migration notification a predetermined period of time after the start of the post-migration notification.
[0152] Information output unit 18 can turn off postmigration notification according to a decrease in the amount of T operation. Figure 15B is a diagram showing an example of the relationship between the decrease in the amount of T operation and post notification -Migration ON / OFF. As illustrated in Figures 15A and 15B, the information output unit 18 performs post-migration notification until the amount of operation T reaches a limit Tf0 after decreasing to become less than an autonomous conduction start limit Tf in a case where, for example, the driving state of vehicle V is the cooperative driving state. The Tf0 limit is any value less than the autonomous driving start limit Tf.
[0153] In addition, the information output unit 18 turns on pre-migration notification when the amount of operation T decreases and becomes less than a set value Tf1 in a case, for example, the driving state of vehicle V is the state of cooperative driving. The defined value Tf1 is any value that exceeds the autonomous conduction start limit Tf and is less than the intervention determination limit Tk. The information output unit 18 turns off the pre-migration notification a predetermined period of time after the start of the pre-migration notification.
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65/69 [0154] The information output unit 18 can turn off pre-immigration notification, according to a decrease in the amount of operation T. Figure 15C is a diagram showing an example of the relationship between the decrease in the amount of operation T and pre-migration notification ON / OFF. As shown in Figures 15A and 15C, the information output unit 18 performs pre-immigration notification until the amount of operation T becomes less than the autonomous driving start limit Tf after decreasing to become less than the defined value Tf1 in a case where, for example, the driving state of vehicle V is the cooperative driving state.
[0155] [Second Example of Modification] In the cooperative driving state of the modality described above, cooperative driving can be performed using a value that is obtained by weighting the operation quantity of the driver's operation and the target value of control based on the travel plan. This configuration allows the degree of intervention of the system in the cooperative driving state to change, and thus allows a development of the driving state to be carried out in view of the vehicle's behavior. In a case where, for example, the steering torque is a control target, a target steering torque TR can be derived using the following formula in which TD represents the driver's steering torque and Ts represents a driving torque. system input.
[01 56] Tr = w1-Td + W2-Ts [0157] w1 and W2 are weights. The weights W1, W2 can be constant or they can be variable. For example, weights w1, W2 can change according to the speed of vehicle V.
[0158] Figure 16A is a diagram showing yet another example of the driving state transition, which is attributable to an increase in the amount of T operation. Figure 16A is a diagram showing an example of a change
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66/69 weighted in the state of cooperative driving. According to Figure 16A, vehicle system 100 defines an intermediate limit Tm that exceeds the intervention determination limit Tk and is less than the manual driving start limit Th and makes weights W1, W2 for an M1 section between the intervention determination limit Tk and the intermediate limit Tm other than the weights W1, W2 for a section M2 between the intermediate limit Tm and the limit of manual conduction start Th as illustrated in Figure 16A. In section M1, the target control value based on the trip plan is defined to be more weighted than the amount of operation of the conductor operation (w1 <W2). In section M2, the target control value based on the trip plan is set to be less heavy than the operating amount of the conductor operation (w1> w2). A change in weight in the cooperative driving state can be carried out using the limit setting as described above. Although Figure 16A shows an example of a change in weighting with a single limit, the change in weighting can be done with two or more limits as well.
[0159] In the event that, for example, the three limits of the intervention determination limit Tk, the intermediate limit Tm, and the manual driving start limit Th are used, the information output unit 18 displays all three limits on display unit 7a as shown in Figure 16A. The information output unit 18 displays the status of the operating quantity T with respect to the three limits of the intervention determination limit Tk, the intermediate limit Tm, and the manual driving start limit Th on the display unit 7a.
[0160] For example, the information output unit 18 displays the intermediate limit Tm in a similar way to the way in which the intervention determination limit Tk and the manual conduction start limit Th shown in Figures 4 to 6 are displayed. Alternatively, the information output unit 18 can display the
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67/69 intermediate limit Tm, which is a limit related to an internal parameter such as weight, less clearly than the limit of determination of intervention Tk and the limit of manual conduction start Th. In other words, the output unit information 18 may not display the character of Tm in the second display example that is illustrated in Figure 5, for example, while showing the intermediate limit Tm as a boundary line based on a color difference or a boundary line based on a brightness difference between the intervention determination limit Tk and the manual conduction start limit Th. By a similar method, the intermediate limit Tm can also be displayed less clearly in the third and fourth display examples in Figure 5.
[0161] As shown in Figure 16A, the information output unit 18 turns on post-migration notification when the amount of operation T increases and reaches any of the intervention determination limit Tk, the intermediate limit Tm, and the limit of manual drive start Th. The output information unit 18 turns off post-migration notification a predetermined period of time after the start of post-migration notification.
[0162] The output unit 18 may turn off postmigration notification according to the increase in the amount of operation T. Figure 16B is a diagram showing yet another example of the relationship between the increase in the amount of operation T and the notification post-migration ON / OFF. As shown in Figures 16A and 16B, the information output unit 18 performs post-migration notification until the amount of operation T reaches the set value Tk1 after increasing to reach the threshold for determining intervention Tk in a case where , for example, vehicle V driving status is autonomous driving status. In addition, the information output unit 18 performs post-migration notification until the amount of operation T reaches a defined value Tm1 after increasing to reach the intermediate limit Tm in a case where the
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68/69 vehicle driving status V is the cooperative driving status. In addition, the information output unit 18 performs post-migration notification until the amount of operation T reaches the set value Th1 after increasing to reach the threshold for starting manual conduction Th. The set value Tm1 is any value that exceeds the intermediate limit Tm e is less than the limit of manual conduction start Th.
[0163] The information output unit 18 turns on the pre-migration notification when, for example, the amount of operation T increases and reaches the set value Tk0, the set value Tm0, or the set value Th0. The information output unit 18 turns off the pre-migration notification a predetermined period of time after the start of the pre-migration notification. The defined value Tm0 is any value that exceeds the intervention determination limit Tk and is less than the intermediate limit Tm.
[0164] The information output unit 18 can turn off the pre-immigration notification, according to the increase in the amount of operation T. Figure 16C is a diagram showing an example of the relationship between the increase in the amount of operation T and the notification pre-migration ON / OFF. As shown in Figures 16A and 16C, the information output unit 18 can perform pre-migration notification until the amount of operation T reaches the intervention determination limit Tk after increasing to reach the defined value Tk0 in a case where that the driving state of vehicle V is the autonomous driving state. In addition, the information output unit 18 can perform pre-migration notification until the amount of operation T reaches the intermediate limit Tm after increasing to reach the set value Tm0 in a case where the driving state of the vehicle V it is the state of cooperative driving. In addition, the information output unit 18 can perform pre-migration notification until the amount of operation T reaches the manual conduction start limit Th after increasing to
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69/69 reaches the set value Th0 in a case where the driving state of vehicle V is the cooperative driving state.
[0165] According to Figures 16B and 16C, the information output unit 18 performs post-migration notification and pre-migration notification related to the intermediate limit Tm. However, the output unit 18 may not perform post-migration notification and pre-migration notification related to the intermediate limit Tm. Likewise, the output unit 18 may not perform post-migration notification and pre-migration notification related to the intervention determination threshold Tk. The information output unit 18 can perform one or none of the postmigration notification and pre-migration notification related to the intermediate limit Tm even in a case where the amount of operation T decreases. In addition, the display of the relationship between the limit and the amount of operation on the display unit can be replaced by an audio notification or a notification in the form of vibration in a part with which the driver is in contact, examples of which include the steering wheel and seat.
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1/3

权利要求:
Claims (6)
[1]
1. Vehicle system (100), CHARACTERIZED by the fact that it comprises:
a driving operation information acquisition unit (15) which acquires a driving operation quantity from a driver;
a driving state switching unit (16) which switches a driving state of a vehicle between a first driving state and a second driving state based on a relationship between the amount of operation and a first limit, the first state driving, including at least one of an autonomous driving state where vehicle travel is controlled using a travel plan generated based on vehicle peripheral information and map information provided in advance for the vehicle and a driving status cooperative in which the vehicle is allowed to travel with a vehicle control based on peripheral information in relation to the vehicle and the driver's driving operation working together, and the second driving state that allows the driver's driving operation is reflected in the vehicle's travel; and a communication unit (7) that notifies a driver of a relationship between the first limit and a state of the amount of operation.
[2]
2. Vehicle system, according to claim 1, CHARACTERIZED by the fact that the notification unit is a display unit that displays the relationship between the first limit and the state of the operation quantity.
[3]
3. Vehicle system, according to claim 1, CHARACTERIZED by the fact that the amount of operation is at least one of a steering operation, an acceleration operation, and a vehicle braking operation.
[4]
4. Vehicle system, according to claim 1, CHARACTERIZED
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2/3 by the fact that the driving state switching unit switches the vehicle to the second state when the amount of operation becomes equal to or greater than the first limit in a case where the vehicle is in the first state of driving.
[5]
5. Vehicle system, according to claim 1, CHARACTERIZED by the fact that:
the notification unit is a display unit that displays the relationship between the first limit and the state of the operation quantity, the operation quantity is at least one of a steering operation, an acceleration operation, and a braking operation. vehicle, and the driving state switching unit switches the vehicle to the second state when the amount of operation becomes equal to or greater than the first limit in a case where the vehicle is in the first driving state.
[6]
6. Vehicle system, according to claim 1, CHARACTERIZED by the fact that:
both the autonomous driving state and the cooperative driving state are included in the first driving state, the driving state switching unit switches the vehicle to the cooperative driving state when the amount of operation becomes equal to or greater than a second limit and less than the first limit, in a case where the vehicle is in the autonomous driving state, switches the vehicle to the autonomous driving state when the amount of operation becomes less than the second limit, in a case where the vehicle is in the cooperative driving state, and switches the vehicle to the second driving state when the amount of operation becomes equal to or greater than the first limit, in a case where the
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3/3 vehicle driving status is the cooperative driving status, and the notification unit notifies a status of the amount of operation with respect to the first limit and the second limit.
Petition 870160019306, of 11/05/2016, p. 79/142
1/16
CM CO Tt
Petition 870160019306, of 11/05/2016, p. 80/142
2/16
Csl
Ο
LL
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6/16

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法律状态:
2018-02-27| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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2018-10-30| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2020-05-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-09-21| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|

优先权:

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申请号 | 申请日 | 专利标题

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JP2015-008122|2015-01-19|

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JP2015008122A|JP6237656B2|2015-01-19|2015-01-19|Vehicle system|

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