JP2021160631A - Automatic operation control system - Google Patents

Abstract

To enable automatic operation modes to be appropriately switched in response to a request from a driver, without making the driver feel cumbersome, in a vehicle having first and second automatic operation modes.SOLUTION: An automatic operation control system 100 comprises: a steering angle sensor 26 that detects operation of a steering wheel by a driver; an ECU 10 configured to switch and execute a first automatic operation mode in which accelerator operation and steering operation of a vehicle 1 are automatically performed and a second automatic operation mode in which the steering operation of the vehicle 1 is manually performed and the accelerator operation of the vehicle 1 is automatically performed. The ECU 10 is configured to switch the mode from the first automatic operation mode to the second automatic operation mode, when the steering angle sensor 26 detects operation of the steering wheel by the driver during execution of the first automatic operation mode.SELECTED DRAWING: Figure 3

Description

The present invention relates to an automatic driving control system that controls the automatic driving of a vehicle.

Conventionally, a technique for switching between manual driving by a driver and automatic driving in which a vehicle is automatically driven has been proposed. For example, in Patent Document 1, a vehicle control system capable of executing automatic driving has a first automatic driving mode having a large automation rate (control degree) and a second automatic driving mode having a low automation rate, and It is disclosed that the automatic driving is stopped by the instruction of the vehicle and the automatic driving is stopped by the operation of the switch. Further, in Patent Document 2, after the driver operates the switch for automatic driving, the driver notifies that the preparation for automatic driving is completed, and after that, the driver releases his / her hand from the steering wheel or puts his / her foot on the accelerator pedal. It is disclosed that when the vehicle is released, automatic operation is started.

JP-A-2019-6280 U.S. Pat. No. 8352110

By the way, the inventors of the present application have described these in a vehicle having a plurality of automatic driving modes having different automation rates as described in Patent Document 1 above, without the driver performing complicated operations (for example, a switch device). I thought it would be good if I could switch the automatic operation mode of. For example, while setting an automatic driving mode with a relatively high automation rate, the automation rate can be performed without switch operation so that the driver can temporarily manually perform the steering operation in order to overtake the vehicle in front of the low vehicle speed. I thought it would be good if I could easily switch to the automatic operation mode with the lowered value.

The present invention has been made to solve the above-mentioned problems, and in a vehicle having the first and second automatic driving modes, the present invention automatically responds to a request from the driver without causing the driver to feel annoyed. An object of the present invention is to provide an automatic operation control system capable of appropriately switching an operation mode.

In order to achieve the above object, the present invention is an automatic driving control system for a vehicle, wherein a steering sensor for detecting the gripping or operation of the steering wheel by a driver and an accelerator operation and a steering operation for the vehicle are automatically performed. It has a controller configured to be able to switch between a 1 automatic driving mode and a 2nd automatic driving mode in which the steering operation of the vehicle is manually performed and the accelerator operation of the vehicle is automatically performed. 1 It is configured to switch from the first automatic operation mode to the second automatic operation mode when the steering wheel detects the gripping or operation of the steering wheel by the driver while the automatic operation mode is being executed. It is characterized by.

According to the present invention configured in this way, when the controller operates or grips the steering wheel (hereinafter, also simply referred to as "steering") while executing the first automatic driving mode. , Switch from the first automatic operation mode to the second automatic operation mode. That is, the controller switches from the first automatic driving mode to the second automatic driving mode by using the steering operation or grip by the driver in the first automatic driving mode as a trigger even if the driver does not operate the switch or the like. Thereby, for example, the driver can quickly switch from the first automatic driving mode to the second automatic driving mode so that the driver can temporarily manually perform the steering operation in order to overtake the vehicle in front of the low vehicle speed in the first automatic driving mode. You can switch.
As described above, according to the present invention, the automatic driving mode can be appropriately switched according to the request from the driver (corresponding to the steering operation or the grip) without causing the driver to feel annoyed. That is, the driver can switch from the first automatic operation mode to the second automatic operation mode at a timing preferred by the driver.
In the first automatic driving mode, automatically performing the accelerator operation means automatically controlling the acceleration of the vehicle, and automatically performing the steering operation means the traveling direction (steering direction) of the vehicle. It means to automatically control the change of. Further, in the second automatic driving mode, manually performing the steering operation means changing the traveling direction of the vehicle according to the steering by the driver, and automatically performing the accelerator operation accelerates the vehicle. It means to control such as automatically.

In the present invention, preferably, after the controller is switched from the first automatic driving mode to the second automatic driving mode, the second automatic driving is performed when the steering wheel gripping or operation by the driver is no longer detected by the steering sensor. It is configured to return from the mode to the first automatic operation mode.
According to the present invention configured as described above, the controller performs the second automatic operation when the driver does not operate or grasp the steering in the second automatic operation mode even if the driver does not operate the switch or the like. Quickly switch from the operation mode to the first automatic operation mode. As a result, it is possible to appropriately return from the second automatic operation mode to the first automatic operation mode without causing the driver to feel annoyed.

In the present invention, preferably, the controller releases the second automatic driving mode when the driver operates the accelerator pedal or the brake pedal after switching from the first automatic driving mode to the second automatic driving mode, and the driver. It is configured to switch to the manual operation mode by.
According to the present invention configured in this way, the controller is second-automatic when the driver operates the accelerator pedal or the brake pedal in the second automatic operation mode even if the driver does not operate a switch or the like. Quickly switch from operation mode to manual operation mode. As a result, it is possible to appropriately switch from the second automatic operation mode to the manual operation mode without causing the driver to feel annoyed.

In the present invention, preferably, the controller determines whether or not the vehicle is in a state in which the first automatic driving mode can be executed when the driver issues a request to set the first automatic driving mode, and the vehicle. Is configured to execute the first automatic operation mode when it is determined that the first automatic operation mode can be executed.
According to the present invention configured in this way, since the driving mode is started in a state where the vehicle can execute the first automatic driving mode, safety and the like at the time of transition to the first automatic driving mode are appropriately ensured. can do.

In a preferred example of the present invention, the second autonomous driving mode follows the preceding vehicle so that the vehicle travels at a predetermined vehicle speed and / or keeps an inter-vehicle distance greater than or equal to a predetermined distance. As described above, it is preferable to set the driving mode in which the speed of the vehicle is automatically controlled.

According to the automatic driving control system of the present invention, in a vehicle having the first and second automatic driving modes, the automatic driving mode can be appropriately switched according to a request from the driver without causing the driver to feel annoyed. can.

It is a block diagram which shows the schematic structure of the automatic operation control system by embodiment of this invention. It is explanatory drawing about the basic concept of switching of an operation mode in embodiment of this invention. It is a flowchart which shows the switching process of the 1st and 2nd automatic operation modes by embodiment of this invention.

Hereinafter, the automatic operation control system according to the embodiment of the present invention will be described with reference to the accompanying drawings.

[System configuration]
First, the configuration of the automatic driving control system according to the embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing a schematic configuration of an automatic driving control system according to an embodiment of the present invention.

The automatic driving control system 100 is configured to automatically drive a vehicle (hereinafter, appropriately referred to as "own vehicle") 1. In one example, the automatic driving control system 100 is configured to set a traveling route for the vehicle 1 to travel on the traveling road and perform automatic driving control so that the vehicle 1 travels along the traveling route. Has been done. As shown in FIG. 1, the automatic operation control system 100 includes an ECU (Electronic Control Unit) 10, a plurality of sensors, and a plurality of control systems.

Specifically, the plurality of sensors include a camera 21, a radar 22, a vehicle speed sensor 23 for detecting the behavior of the vehicle 1 and a driving operation by an occupant, an acceleration sensor 24, a yaw rate sensor 25, a steering angle sensor 26, and the like. An accelerator sensor 27, a brake sensor 28, and a steering pressure sensor 29 are included. Further, the plurality of sensors include a positioning system 30 for detecting the position of the vehicle 1, a navigation system 31, a first automatic driving mode switch 32, and a second automatic driving mode switch 33. The plurality of control systems include an engine control system 41, a brake control system 42, a steering control system 43, and a steering vibration device 44.

Other sensors include a peripheral sonar that measures the distance and position of the peripheral structure with respect to the vehicle 1, a corner radar that measures the approach of the peripheral structure at the four corners of the vehicle 1, and a vehicle interior of the vehicle 1. An inner camera may be included to capture the image.

The ECU 10 executes various calculations based on signals received from a plurality of sensors, and appropriately sets the engine system, the brake system, and the steering system for the engine control system 41, the brake control system 42, and the steering control system 43, respectively. Sends a control signal to operate. The ECU 10 is composed of one or more processors (typically a CPU), a memory (ROM, RAM, etc.) for storing various programs, and a computer including an input / output device and the like. The ECU 10 corresponds to an example of the "controller" in the present invention.

The camera 21 photographs the surroundings of the vehicle 1 and outputs image data. Based on the image data received from the camera 21, the ECU 10 has an object (for example, a preceding vehicle (front vehicle), a following vehicle (rear vehicle), a parked vehicle, a pedestrian, a driving path, a lane marking line (lane boundary line, white line). , Yellow line), traffic signals, traffic signs, stop lines, intersections, obstacles, etc.). The ECU 10 may acquire information on the target object from the outside through transportation infrastructure, vehicle-to-vehicle communication, or the like. Thereby, the type, relative position, moving direction, etc. of the object are specified.

The radar 22 measures the position and speed of an object (particularly, a preceding vehicle, a following vehicle, a parked vehicle, a pedestrian, a falling object on a traveling path, etc.). As the radar 22, for example, a millimeter wave radar can be used. The radar 22 transmits radio waves in the traveling direction of the vehicle 1 and receives the reflected waves generated by reflecting the transmitted waves by the object. Then, the radar 22 measures the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1 based on the transmitted wave and the received wave. In this embodiment, instead of the radar 22, a laser radar, an ultrasonic sensor, or the like may be used to measure the distance to the object and the relative speed. Further, a position and speed measuring device may be configured by using a plurality of sensors.

The ECU 10 sets a traveling route for the vehicle 1 to travel in the automatic driving (particularly, the first automatic driving mode) based on the traveling path information and the obstacle information acquired by the camera 21 and the radar 22. Here, the traveling road information includes, for example, the traveling road regulation information (speed limit, etc.) specified in the driving road shape (straight line, curve, curve curvature), driving road width, number of lanes, lane width, sign, etc. Contains information about intersections, pedestrian crossings, etc. In addition, the obstacle information includes the presence or absence of an obstacle on the traveling path of the vehicle 1 (for example, an object that may be an obstacle in the traveling of the vehicle 1 such as a preceding vehicle, a following vehicle, a parked vehicle, or a pedestrian), and the moving direction of the obstacle. , Contains information on the moving speed of obstacles, etc.

The vehicle speed sensor 23 detects the absolute speed of the vehicle 1. The acceleration sensor 24 detects the acceleration of the vehicle 1. This acceleration includes a longitudinal acceleration and a lateral acceleration (ie, lateral acceleration). It should be noted that the acceleration includes not only the rate of change of speed in the direction of increasing speed but also the rate of change of speed in the direction of decreasing speed (that is, deceleration).

The yaw rate sensor 25 detects the yaw rate of the vehicle 1. The steering angle sensor 26 detects the rotation angle (steering angle) of the steering of the vehicle 1. The ECU 10 can acquire the yaw angle of the vehicle 1 by executing a predetermined calculation based on the absolute speed detected by the vehicle speed sensor 23 and the steering angle detected by the steering angle sensor 26. The accelerator sensor 27 detects the operation of the accelerator pedal by the driver, specifically, the amount of depression of the pedal (accelerator opening degree). The brake sensor 28 detects the operation of the brake pedal by the driver, specifically, the amount of depression of the pedal. The steering pressure sensor 29 is a pressure sensor that detects the pressure applied to the steering by the driver (hereinafter, appropriately referred to as "steering pressure"). The steering angle sensor 26 and the steering pressure sensor 29 correspond to an example of the "steering sensor" in the present invention.

The positioning system 30 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information). The navigation system 31 stores the map information inside, and can provide the map information to the ECU 10. The ECU 10 identifies roads, intersections, traffic signals, buildings, etc. existing around the vehicle 1 (particularly, the traveling direction) based on the map information and the current vehicle position information. The map information may be stored in the ECU 10. The navigation system 31 also acquires the above-mentioned travel path information.

In the present embodiment, when the vehicle 1 is automatically driven, two automatic driving modes (first automatic driving mode and second automatic driving mode) having different automation rates can be selectively applied to the vehicle 1. The first automatic driving mode is a driving mode in which the accelerator operation, the brake operation, and the steering operation of the vehicle 1 are automatically performed. Further, the second automatic driving mode is a driving mode in which the automation rate is lower than that of the first automatic driving mode, and is a driving mode in which the steering operation of the vehicle 1 is manually performed and the accelerator operation and the braking operation of the vehicle 1 are automatically performed. be. For example, in the second automatic driving mode, the preceding vehicle is such that the vehicle 1 travels while maintaining a predetermined vehicle speed (vehicle speed set by the driver) and / or the vehicle 1 maintains an inter-vehicle distance of a predetermined distance or more. This is an operation mode in which the speed of the vehicle 1 is automatically controlled so as to follow. This second automatic driving mode corresponds to so-called cruise control (auto cruise). On the other hand, the first automatic driving mode is typically a driving mode in which the vehicle 1 is controlled (driving control) so as to drive the vehicle 1 along a traveling route set on the traveling path. For example, the first automatic driving mode is a driving mode that can realize a function of automatically maintaining the lane of the vehicle 1 or automatically changing lanes in addition to the function realized in the above-mentioned second automatic driving mode. be.

The first automatic driving mode switch 32 is a switch for setting the first automatic driving mode to the vehicle 1, and the second automatic driving mode switch 33 is a switch for setting the second automatic driving mode to the vehicle 1. be. The first automatic driving mode switch 32 and the second automatic driving mode switch 33 are a button switch (pressing switch) provided on the steering wheel, a center console, or the like, or a touch panel (this) provided on a display unit installed in the vehicle interior. In this case, the driver touches the touch panel to select the operation mode). The operation mode may be selected by the voice of the driver. In that case, the processing device (which may be the ECU 10) that analyzes the voice input from the microphone functions as a switch.

The engine control system 41 controls the engine of the vehicle 1. The engine control system 41 is a component whose engine output (driving force) can be adjusted. For example, a spark plug, a fuel injection valve, a throttle valve, a variable valve mechanism for changing the opening / closing timing of an intake / exhaust valve, and the like. including. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 transmits a control signal to the engine control system 41 in order to change the engine output.

The brake control system 42 controls the brake device of the vehicle 1. The brake control system 42 is a component capable of adjusting the braking force of the brake device, and includes, for example, a hydraulic pump, a valve unit, and the like. When it is necessary to decelerate the vehicle 1, the ECU 10 transmits a control signal to the brake control system 42 in order to generate a braking force.

The steering control system 43 controls the steering device of the vehicle 1. The steering control system 43 is a component capable of adjusting the steering angle of the vehicle 1, and includes, for example, an electric motor of an electric power steering system. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 transmits a control signal to the steering control system 43 to change the steering direction.

The steering vibration device 44 is a device configured to vibrate the steering wheel (steering). For example, the steering vibration device 44 has a vibration motor built in the steering and the like. The steering vibration device 44 operates so as to vibrate the steering when a control signal is transmitted from the ECU 10.

[Switching operation mode]
Next, with reference to FIG. 2, the basic concept of switching the operation mode in the embodiment of the present invention will be described. As shown in FIG. 2, in the present embodiment, as the operation mode, the ECU 10 has a manual operation mode in which the driver manually operates the vehicle and a first automatic operation mode in which the accelerator operation, the brake operation, and the steering operation of the vehicle 1 are automatically performed. And a second automatic driving mode in which the steering operation of the vehicle 1 is manually performed and the accelerator operation and the brake operation of the vehicle 1 are automatically performed.

First, switching from the manual operation mode as shown by the arrow A in FIG. 2 to the first automatic operation mode will be described. First, the ECU 10 determines whether or not the vehicle 1 is in a state in which the first automatic driving mode can be executed when the first automatic driving mode switch 32 is turned on by the driver in the manual driving mode. The ECU 10 is in a state where the vehicle 1 can generate a route (traveling route) to be traveled by the first automatic driving mode, and / or the surrounding conditions of the vehicle 1 make the first automatic driving mode safe. When it is possible to start the vehicle 1, it is determined that the vehicle 1 is in a state in which the first automatic driving mode can be executed. When the ECU 10 can acquire the information (travel road information and obstacle information) necessary for generating the travel route, it determines that the travel route can be generated. For example, the ECU 10 determines that it is not possible to generate a traveling route when accurate information such as a lane or an object cannot be acquired due to a defect in the camera 21 or the radar 22. On the other hand, the ECU 10 uses the vehicle 1 when, for example, the vehicle 1 is traveling on a curve, when there is an intersection or a pedestrian crossing in front of the vehicle 1, or when a preceding vehicle exists in the vicinity of the vehicle 1. It is determined that the surrounding situation is not a situation in which the first automatic operation mode can be safely started.
The ECU 10 causes the driver to grip the steering during the period (which may be a part of the period) during which the vehicle 1 is in a state of being able to execute the first automatic driving mode. , The steering may be vibrated by the steering vibrating device 44.

Next, when the ECU 10 determines that the vehicle 1 is in a state in which the first automatic driving mode can be executed, the ECU 10 permits the vehicle 1 to switch from the manual driving mode to the first automatic driving mode (in other words, in the ECU 10). The operation mode to be set is shifted to the first automatic operation mode). At this time, the ECU 10 starts the calculation of the traveling route used in the first automatic operation mode. Further, the ECU 10 permits the switching to the first automatic operation mode in this way, and at the same time, performs a predetermined display (display on the liquid crystal panel, lighting of the lamp, etc.) and a predetermined voice output, so that the first automatic operation mode can be set. Notify the driver that it is feasible. Next, the ECU 10 starts the first automatic driving mode when the steering is released by the driver while the accelerator pedal and the brake pedal are not operated by the driver after permitting the switching to the first automatic driving mode. .. In this case, the ECU 10 determines whether or not the accelerator pedal and the brake pedal are operated based on the signals from the accelerator sensor 27 and the brake sensor 28, and grips the steering wheel based on the signals from the steering pressure sensor 29. Judge release. In particular, the ECU 10 determines that the steering is released when the pressure (steering pressure) detected by the steering pressure sensor 29 is less than the predetermined value, and when the steering pressure is equal to or more than the predetermined value, the ECU 10 determines that the steering is released. It is determined that the steering is gripped.

Next, switching from the first automatic operation mode to the second automatic operation mode as shown by the arrow B in FIG. 2 will be described. First, the ECU 10 determines whether or not the vehicle 1 is in a state in which the second automatic driving mode can be executed when the second automatic driving mode switch 33 is turned on by the driver in the first automatic driving mode. do. Is the ECU 10 basically in a state in which the vehicle 1 can execute the second automatic driving mode by using the same conditions as those mentioned in the above-mentioned switching from the manual driving mode to the first automatic driving mode. Judge whether or not. For example, the ECU 10 may not be able to acquire accurate information such as a lane or an object due to a defect in the camera 21 or the radar 22, or the vehicle 1 is traveling on a curve, or an intersection in front of the vehicle 1. When there is a pedestrian crossing or when there is a preceding vehicle in the vicinity of the vehicle 1, it is determined that the vehicle 1 is not in a state in which the second automatic driving mode can be executed.

In one example, when the ECU 10 determines that the vehicle 1 is in a state in which the second automatic driving mode can be executed as described above, the ECU 10 immediately cancels the first automatic driving mode and shifts to the second automatic driving mode. do. In another example, after determining that the vehicle 1 is in a state in which the second automatic driving mode can be executed, the ECU 10 releases the first automatic driving mode when the steering is gripped or operated by the driver. The mode shifts to the second automatic operation mode. That is, the ECU 10 does not shift to the second automatic operation mode until the steering is gripped or operated by the driver. In this example, the ECU 10 determines the steering grip based on the signal from the steering pressure sensor 29, or determines the steering operation based on the signal from the steering angle sensor 26. Specifically, the ECU 10 determines that the steering is gripped when the pressure detected by the steering pressure sensor 29 is equal to or higher than a predetermined value, and changes in the steering angle detected by the steering angle sensor 26. When the amount is equal to or greater than a predetermined value, it is determined that the steering has been operated.

Next, switching from the first automatic operation mode to the manual operation mode as shown by the arrow C in FIG. 2 will be described. In one example, when the first automatic operation mode switch 32 is operated off by the driver in the first automatic operation mode, the ECU 10 releases the first automatic operation mode and shifts to the manual operation mode. In another example, in the first automatic operation mode, when the steering is gripped by the driver and the accelerator pedal or the brake pedal is operated by the driver, the ECU 10 releases the first automatic operation mode and manually operates. Move to mode. The method for determining the operation of the steering, accelerator pedal and brake pedal is as described above. In still another example, when the brake pedal is operated by the driver in the first automatic operation mode, the ECU 10 releases the first automatic operation mode and shifts to the manual operation mode. In this example, the ECU 10 may release only a part of the control of the first automatic operation mode without completely releasing the first automatic operation mode and shifting to the manual operation mode, that is, the first automatic operation. The mode may be continued and only a part of the control of the mode may be executed.

Next, switching from the second automatic operation mode to the manual operation mode as shown by the arrow D in FIG. 2 will be described. In one example, when the second automatic operation mode switch 33 is operated off by the driver in the second automatic operation mode, the ECU 10 releases the second automatic operation mode and shifts to the manual operation mode. In another example, when the brake pedal is operated by the driver in the second automatic operation mode, the ECU 10 releases the second automatic operation mode and shifts to the manual operation mode.

[Control details]
Next, a specific control content according to the embodiment of the present invention will be described with reference to FIG. FIG. 3 is a flowchart showing a process of switching between the first and second automatic operation modes according to the embodiment of the present invention. The process related to this flowchart is repeatedly executed by the ECU 10 at a predetermined cycle.

First, in step S1, the ECU 10 acquires various types of information from the plurality of sensors shown in FIG. In particular, the ECU 10 is at least from the camera 21, the radar 22, the steering angle sensor 26, the accelerator sensor 27, the brake sensor 28, the steering pressure sensor 29, the first automatic operation mode switch 32, and the second automatic operation mode switch 33, respectively. Acquires the information corresponding to the output signal of.

Next, in step S2, the ECU 10 determines whether or not the current operation mode is the first automatic operation mode. In one example, the ECU 10 makes a determination in step S2 based on the on / off state of the first automatic operation mode switch 32 and the like. As a result, the ECU 10 proceeds to step S3 when the current operation mode is the first automatic operation mode (step S2: Yes), and proceeds to step S3 when the current operation mode is not the first automatic operation mode (step S2). : No), the process related to the flowchart shown in FIG. 3 is terminated.

Next, in step S3, the ECU 10 determines whether or not the steering has been operated by the driver based on the signal from the steering angle sensor 26. Specifically, the ECU 10 determines in step S3 by determining whether or not the amount of change in the steering angle detected by the steering angle sensor 26 is equal to or greater than a predetermined value. When the amount of change in the steering angle detected by the steering angle sensor 26 is equal to or greater than a predetermined value, the ECU 10 determines that the steering has been operated (step S3: Yes), and proceeds to step S4. On the other hand, when the amount of change in the steering angle is less than a predetermined value, the ECU 10 determines that the steering is not operated (step S3: No), and ends the process according to the flowchart shown in FIG. ..

In step S4, since the steering is operated by the driver, the ECU 10 switches the driving mode of the vehicle 1 from the first automatic driving mode to the second automatic driving mode, and executes the second automatic driving mode. That is, even if the driver does not operate the first automatic operation mode switch 32 or the second automatic operation mode switch 33, the ECU 10 uses the steering operation by the driver in the first automatic operation mode as a trigger to perform the first automatic operation mode. Quickly switches to the second automatic operation mode. In this case, the ECU 10 continues to automatically perform accelerator control and brake control (particularly speed control of the vehicle 1) from the first automatic driving mode, while manually performing steering control according to the steering operation by the driver. conduct.

Next, in step S5, the ECU 10 determines whether or not the steering is operated by the driver based on the signal from the steering angle sensor 26. When the amount of change in the steering angle detected by the steering angle sensor 26 is less than a predetermined value, the ECU 10 determines that the steering is not operated (step S5: Yes), and proceeds to step S6.

In step S6, the ECU 10 switches the operation mode of the vehicle 1 from the second automatic operation mode to the first automatic operation mode in order to return to the first automatic operation mode. That is, the ECU 10 performs the second automatic operation when the driver does not operate the steering in the second automatic operation mode even if the driver does not operate the first automatic operation mode switch 32 or the second automatic operation mode switch 33. Quickly switch from the operation mode to the first automatic operation mode. In this case, the ECU 10 automatically performs all of steering control, accelerator control, and brake control.

On the other hand, in step S5, when the amount of change in the steering angle detected by the steering angle sensor 26 is equal to or greater than a predetermined value, the ECU 10 determines that the steering is being operated (step S5: No), and steps. Proceed to S7. In step S7, the ECU 10 determines whether or not the accelerator pedal or the brake pedal has been operated based on the signals from the accelerator sensor 27 and the brake sensor 28, respectively. As a result, when the accelerator pedal or the brake pedal is not operated (step S7: No), the ECU 10 ends the process according to the flowchart shown in FIG. In this case, the driving mode of the vehicle 1 is maintained in the second automatic driving mode.

On the other hand, when the accelerator pedal or the brake pedal is operated (step S7: Yes), the ECU 10 proceeds to step S8 and cancels the second automatic operation mode. That is, even if the driver does not operate the second automatic driving mode switch 33, the ECU 10 determines that the vehicle 1 can operate the accelerator pedal or the brake pedal while the driver operates the steering wheel in the second automatic driving mode. The operation mode is quickly switched from the second automatic operation mode to the manual operation mode.

In the above-described embodiment, the ECU 10 releases the second automatic operation mode when the accelerator pedal or the brake pedal is operated during the second automatic operation mode (steps S7 and S8 in FIG. 3). In another example, when the accelerator pedal is operated in the second automatic driving mode, the ECU 10 does not release the second automatic driving mode, but the brake pedal is operated in the second automatic driving mode. The second automatic operation mode may be canceled only in the second automatic operation mode. In this example, when the accelerator pedal is operated in the second automatic operation mode, the ECU 10 is based on the accelerator operation by the driver while the accelerator pedal is being operated, regardless of the second automatic operation mode. While controlling the vehicle 1, when the operation of the accelerator pedal by the driver is completed, the accelerator control (including brake control) is automatically performed according to the second automatic driving mode.

[Action and effect]
Next, the operation and effect of the automatic driving control system according to the embodiment of the present invention will be described.

According to the present embodiment, the ECU 10 switches from the first automatic driving mode to the second automatic driving mode when the driver operates the steering while executing the first automatic driving mode. That is, even if the driver does not operate the first automatic operation mode switch 32 or the second automatic operation mode switch 33, the ECU 10 uses the steering operation by the driver in the first automatic operation mode as a trigger to perform the first automatic operation mode. Quickly switches to the second automatic operation mode. Thereby, for example, the driver can appropriately change from the first automatic driving mode to the second automatic driving mode so that the driver can temporarily manually perform the steering operation in order to overtake the vehicle in front of the low vehicle speed in the first automatic driving mode. You can switch.

According to the present embodiment as described above, the automatic driving mode can be appropriately switched according to the request from the driver (corresponding to the steering operation) without causing the driver to feel annoyed. That is, the driver can switch from the first automatic operation mode to the second automatic operation mode at a timing preferred by the driver.

Further, according to the present embodiment, the ECU 10 changes from the second automatic driving mode to the first automatic driving when the driver stops operating the steering after switching from the first automatic driving mode to the second automatic driving mode. Return to mode. That is, the ECU 10 performs the second automatic operation when the driver does not operate the steering in the second automatic operation mode even if the driver does not operate the first automatic operation mode switch 32 or the second automatic operation mode switch 33. Quickly switch from the operation mode to the first automatic operation mode. As a result, it is possible to appropriately return from the second automatic operation mode to the first automatic operation mode without causing the driver to feel annoyed.

Further, according to the present embodiment, the ECU 10 releases the second automatic driving mode when the driver operates the accelerator pedal or the brake pedal after switching from the first automatic driving mode to the second automatic driving mode. That is, even if the driver does not operate the second automatic operation mode switch 33, the ECU 10 sets the operation mode of the vehicle 1 to the second operation mode when the driver operates the accelerator pedal or the brake pedal during the second automatic operation mode. Quickly switch from automatic operation mode to manual operation mode. As a result, it is possible to appropriately switch from the second automatic operation mode to the manual operation mode without causing the driver to feel annoyed.

Further, according to the present embodiment, the ECU 10 determines whether or not the vehicle 1 is in a state in which the first automatic driving mode can be executed when the driver issues a request to set the first automatic driving mode. Then, when it is determined that the vehicle 1 is in a state in which the first automatic driving mode can be executed, the first automatic driving mode is executed. As a result, safety and the like at the time of transition to the first automatic operation mode can be appropriately ensured.

[Modification example]
In the above embodiment, the ECU 10 switches from the first automatic driving mode to the second automatic driving mode when the driver operates the steering during the first automatic driving mode, but in another example, the ECU 10 is When the driver grips the steering wheel during the first automatic driving mode, the first automatic driving mode may be switched to the second automatic driving mode. That is, when the driver grips the steering, the ECU 10 may switch to the second automatic operation mode without the driver operating (rotating) the steering. In this case, the ECU 10 determines that the driver has grasped the steering when the pressure (steering pressure) detected by the steering pressure sensor 29 is equal to or higher than a predetermined value. Similarly, the ECU 10 changes from the second automatic driving mode to the second automatic driving mode when the driver no longer grips the steering wheel after switching from the first automatic driving mode to the second automatic driving mode, that is, when the driver releases the steering wheel. 1 You may return to the automatic operation mode.

Further, in the above-described embodiment, an example in which the present invention is applied to a vehicle 1 having an engine as a drive source is shown (see FIG. 1), but the present invention is a vehicle (electric vehicle or hybrid) using an electric motor as a drive source. It can also be applied to cars). In addition, in the above-described embodiment, the braking force is applied to the vehicle 1 by the braking device (brake control system 42), but in another example, the braking force may be applied to the vehicle by the regeneration of the electric motor. ..

1 vehicle 10 ECU
21 Camera 22 Radar 26 Steering angle sensor 27 Accelerator sensor 28 Brake sensor 29 Steering pressure sensor 32 1st automatic operation mode switch 33 2nd automatic operation mode switch 41 Engine control system 42 Brake control system 43 Steering control system 100 Automatic operation control system

Claims (5)

It is an automatic driving control system for vehicles.
A steering sensor that detects the driver's grip or operation of the steering wheel,
It is possible to switch between the first automatic driving mode in which the accelerator operation and steering operation of the vehicle are automatically performed and the second automatic driving mode in which the steering operation of the vehicle is manually performed and the accelerator operation of the vehicle is automatically performed. With a configured controller,
When the steering wheel detects the gripping or operation of the steering wheel by the driver while the first automatic driving mode is being executed, the controller performs the second automatic driving from the first automatic driving mode. An automated driving control system that is configured to switch to a mode. After the controller is switched from the first automatic driving mode to the second automatic driving mode, when the steering wheel gripping or operation by the driver is no longer detected by the steering sensor, the second automatic driving mode The automatic operation control system according to claim 1, which is configured to return to the first automatic operation mode. When the driver operates the accelerator pedal or the brake pedal after switching from the first automatic driving mode to the second automatic driving mode, the controller releases the second automatic driving mode and manually operates the driver. The automatic driving control system according to claim 1 or 2, which is configured to switch to a mode. When the driver issues a request to set the first automatic driving mode, the controller determines whether or not the vehicle is in a state in which the first automatic driving mode can be executed, and the vehicle determines whether or not the first automatic driving mode can be executed. The automatic operation control according to any one of claims 1 to 3, which is configured to execute the first automatic operation mode when it is determined that the first automatic operation mode can be executed. system. The second automatic driving mode of the vehicle is such that the vehicle travels at a predetermined vehicle speed and / or follows the preceding vehicle while maintaining an inter-vehicle distance of a predetermined distance or more. The automatic operation control system according to any one of claims 1 to 4, which is an operation mode in which the speed is automatically controlled.

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