JP7700686B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

As an example of a vehicle control device, JP 2017-24722 A discloses a system that detects the movement of the occupants relative to the vehicle when the vehicle is in cruise control and travels at a target vehicle speed, and adjusts the target vehicle speed based on the detection information. With this system, when cruise control is being performed, the target vehicle speed is adjusted based on the movement of the occupants in response to, for example, unevenness in the road surface, improving the ride comfort for the occupants.

JP 2017-24722 A

The above system is premised on continuing cruise control even if the unevenness of the road surface is detected by the movement of the occupant. On the other hand, in a vehicle control device mounted on an autonomous vehicle, if the driver performs an operation related to driving during autonomous driving, it is determined as an override, and the driving control (driving mode) is switched from autonomous driving to manual driving. Cruise control is premised on the driver performing the steering operation, but in autonomous driving, the driving mode is switched to manual driving by the driver's steering operation. Here, in the autonomous driving control, when an operation amount related to steering is detected, it is difficult to determine whether it is due to the driver's steering operation or other factors (e.g., vehicle shaking, etc.). In a situation where the driver has no intention of operating the vehicle and no slippage or the like occurs, an override is determined due to other external factors (e.g., unevenness of a bad road), and a phenomenon in which the driving mode is frequently switched from autonomous driving to manual driving may occur. As a result, the driver must be careful of the operation every time the driving mode is switched, which increases the burden on the driver.
An object of the present invention is to provide a vehicle control device that can improve the accuracy of determining whether to switch from automatic driving to manual driving.

The vehicle control device of the present invention includes a first detection unit that detects a predetermined first detection amount related to the driver's operation or the behavior of the vehicle, a mode switching unit that switches the driving mode from automatic driving to manual driving when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving, a second detection unit that detects a predetermined second detection amount related to the behavior of the vehicle or an occupant, a road surface determination unit that determines the road surface conditions based on the second detection amount detected by the second detection unit, and a threshold change unit that changes the switching threshold depending on the determination result of the road surface determination unit.

According to the present invention, the switching threshold, i.e., the threshold used in the override determination, is changed according to the road surface conditions. For example, when a vehicle is driving autonomously on a rough road, the behavior of the vehicle caused by the rough road may cause the driving mode to switch from autonomous to manual driving against the driver's intention. However, according to the present invention, since the switching threshold is variable according to the road surface conditions, the ease of override can be changed according to the road surface conditions. According to the present invention, for example, it is possible to increase the switching threshold on a rough road to make it difficult to execute an override. This makes it possible to suppress frequent execution of overrides on a rough road, and to reduce the burden on the driver. In addition, it is also possible to reduce the switching threshold (for example, return it to the initial value) on a non-bad road such as a paved road. In this way, according to the present invention, the accuracy of the determination of switching from autonomous to manual driving can be improved.

1 is a configuration diagram of a vehicle control device according to an embodiment of the present invention; 4 is a flowchart showing an example of control according to the present embodiment.

Below, as a form for implementing the present invention, a vehicle control device 1, which is one embodiment of the present invention, will be described in detail with reference to the drawings. In addition to the following examples, the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

In this embodiment, the vehicle is equipped with a steering system 2, an automatic driving ECU 3, and a vehicle control device 1. The steering system 2 is equipped with a steering device 2A and a steering ECU 2B. The steering device 2A steers the left and right front wheels 10A, which are steered wheels. The steering device 2A is an electric power steering, and is equipped with a steering knuckle 21, a steering rod 22, a steering wheel 23, which is a steering operation member, a steering shaft 24, a motion conversion mechanism 25, a steering actuator 26, an operation angle sensor 27, and an operation force sensor 28.

The pair of steering knuckles 21 each rotatably hold the front wheels 10A. Both ends of the steering rod 22 are connected to the steering knuckles 21 via tie rods 22a. The steering shaft 24 rotates integrally with the steering wheel 23. The motion conversion mechanism 25 is a rack-and-pinion mechanism that converts the rotational motion of the steering shaft 24 into a linear motion of the steering rod 22 in the left-right direction. The steering actuator 26 is configured to apply a force (hereinafter also referred to as "axial force") to the steering rod 22 to move the steering rod 22 in the left-right direction. The steering actuator 26 is equipped with a steering motor 261 that applies an axial force to the steering rod 22.

The operation angle sensor 27 is a sensor for detecting the steering operation angle (hereinafter, simply referred to as "operation angle"), which is the amount of operation of the steering wheel 23. The operation force sensor 28 is a sensor for detecting the amount of twist of a torsion bar (not shown) provided on the steering shaft 24 caused by the driver's steering operation, that is, a sensor for detecting the operation torque as the operation force applied by the driver to the steering wheel 23.

The steering ECU 2B is an electronic control unit equipped with a CPU, memory, etc., and controls the steering device 2A. The steering ECU 2B sets a control current value (hereinafter also referred to as an "assist current value") to be supplied to the steering motor 261 based on the operation torque and operation direction (and further, for example, vehicle speed information) detected by the operating force sensor 28, and supplies a control current corresponding to the assist current value to the steering motor 261. The actual steering angle, which is the actual steering angle (amount of steering) of the front wheels 10A, is estimated based on the detection value of a rotation angle sensor 261a provided in the steering motor 261. The assist current value is detected by a current sensor 261b provided in the steering motor 261.

The autonomous driving ECU 3 estimates the position of the vehicle based on the detection results of the periphery monitoring device 53 and map data. The periphery monitoring device 53 is composed of multiple sensors, including, for example, a camera that captures images of the vehicle's surroundings, and a millimeter wave radar and lidar (LiDAR) that measures the distance between the vehicle and objects around the vehicle. The periphery monitoring device 53 can also be said to be a device that measures the distance between the vehicle and objects around the vehicle in order to estimate the vehicle's position.

During autonomous driving, the steering ECU 2B sets an assist current value based on the target steering angle received from the autonomous driving ECU 3, and supplies a control current corresponding to the assist current value to the steering motor 261. The steering device 2A operates by the steering motor 261 to which a control current is applied, even if the steering wheel 23 is not operated. During autonomous driving, the front wheels 10A are steered according to the assist current value based on the target trajectory and the target steering angle, without the operation of the steering wheel 23. At this time, the autonomous driving ECU 3 also calculates the target operation angle of the steering wheel 23 corresponding to the target steering angle.

In this way, the steering ECU 2B controls the steering device 2A in response to the target steering angle received from the automatic driving ECU 3 during automatic driving, and in response to the driver's operation of the steering wheel 23 during manual driving. The automatic driving ECU 3 sets a target trajectory for automatic driving in the map data, and transmits a target steering angle based on the target trajectory to the steering ECU 2B during automatic driving.

(Various sensors)
The vehicle is equipped with various sensors, such as a longitudinal acceleration sensor 51 that detects acceleration in the longitudinal direction of the vehicle, a lateral acceleration sensor 52 that detects acceleration in the left-right direction of the vehicle, a surroundings monitoring device 53 that monitors the surroundings of the vehicle, a yaw rate sensor 54 that detects the yaw rate of the vehicle, a roll rate sensor 55 that detects the roll rate of the vehicle, a pitch rate sensor 56 that detects the pitch rate of the vehicle, a wheel speed sensor 57 that detects the wheel speed, and a vertical acceleration sensor 58 that detects acceleration in the vertical direction of the vehicle, etc. The vehicle speed can be calculated based on the detection result of the wheel speed sensor 57, for example.

The suspension device 4 mounted on the vehicle is provided with a suspension stroke sensor 41 that detects the stroke of a shock absorber (not shown). An accelerator stroke sensor 611 that detects the pedal stroke is provided for the accelerator pedal 61. A brake stroke sensor 621 that detects the pedal stroke is provided for the brake pedal 62. The vehicle is also provided with a camera 63 as an occupant behavior detection means for detecting the state of the occupants inside the vehicle. Each seat in the vehicle is also provided with a pressure sensor 64 that detects the pressure (load) applied to the seat by the occupant. The pressure sensor 64 is used, for example, as an occupant seating detection sensor.

The vehicle also includes a brake ECU 8 and a brake device (not shown). The brake ECU 8 controls the brake device in response to the detection value of the brake stroke sensor 621 or a request from the automatic driving ECU 3, and controls the braking force applied to the front wheels 10A and the rear wheels 10B. The brake device is provided on each wheel 10A, 10B, and causes brake fluid to flow into and out of wheel cylinders (not shown) in response to control by the brake ECU 8. The brake ECU 8 is configured to be able to execute anti-skid control (hereinafter referred to as ABS control), vehicle stability control (VSC), or traction control (TRC) depending on the situation.

(Vehicle control device)
The vehicle control device 1 includes a first detection unit 11, a second detection unit 12, and an ECU 13. The vehicle control device 1 includes a plurality of sensors as the first detection unit 11 that detects a predetermined first detection amount related to the driver's operation or the behavior of the vehicle. Specifically, the above-mentioned operation angle sensor 27, operation force sensor 28, accelerator stroke sensor 611, brake stroke sensor 621, and wheel speed sensor 57 also function as the first detection unit 11. The operation angle sensor 27, operation force sensor 28, accelerator stroke sensor 611, and brake stroke sensor 621 each correspond to the first detection unit 11 that detects the first detection amount related to the driver's operation. In addition, the wheel speed sensor 57 corresponds to the first detection unit 11 that detects the first detection amount related to the behavior of the vehicle.

The vehicle control device 1 includes a plurality of sensors as the second detection unit 12 that detects a predetermined second detection amount related to the behavior of the vehicle or the occupant. Specifically, the above-mentioned wheel speed sensor 57, current sensor 261b, suspension stroke sensor 41, roll rate sensor 55, pitch rate sensor 56, vertical acceleration sensor 58, camera 63, etc. each function as the second detection unit 12. The wheel speed sensor 57, current sensor 261b, suspension stroke sensor 41, roll rate sensor 55, pitch rate sensor 56, and vertical acceleration sensor 58 each correspond to the second detection unit 12 that detects the second detection amount related to the behavior of the vehicle. The camera 63 and pressure sensor 64 each correspond to the second detection unit 12 that detects the second detection amount related to the behavior of the occupant.

The ECU 13 is an electronic control unit equipped with a CPU, memory, etc., and includes a mode switching unit 131, a road surface determination unit 132, and a threshold change unit 133 as functions. When the first detection amount detected by the first detection unit 11 becomes equal to or greater than a predetermined switching threshold during automatic driving, the mode switching unit 131 switches the driving mode (which can also be called a control form or control method) from automatic driving to manual driving. Switching the driving mode from automatic driving to manual driving is called override. The mode switching unit 131 determines whether or not to execute an override based on a comparison between a value based on the first detection amount and the switching threshold. When executing an override, the mode switching unit 131 transmits instruction information regarding the override (hereinafter referred to as an "override command") to the automatic driving ECU 3. When the automatic driving ECU 3 receives the override command from the ECU 13, it stops control regarding automatic driving. Although not shown in detail, communication within the vehicle is performed by a car area network or controllable area network (CAN).

(Override decision)
Specifically, the mode switching unit 131, for example, takes the operation torque detected by the operation force sensor 28 as the first detection amount, and when the operation torque becomes equal to or greater than a torque threshold value as a switching threshold value, determines that the driver has performed a steering operation and executes an override. Also, the mode switching unit 131, for example, takes the detection result (actual operation angle) of the operation angle sensor 27 as the first detection amount, and when the difference between the actual operation angle and the target operation angle in the automatic driving becomes equal to or greater than an angle threshold value as a switching threshold value, determines that the driver has performed a steering operation and executes an override. The mode switching unit 131 can also be called an override determination unit. The target steering angle is a target value of the steering angle of the steering wheel 23 calculated by the automatic driving ECU 3.

In addition, the mode switching unit 131 performs an override when the wheel slip amount calculated from the wheel speed, for example, the wheel speed detected by the wheel speed sensor 57, becomes equal to or exceeds a slip threshold as a switching threshold. In addition, the mode switching unit 131 performs an override when the continuous execution time of the vehicle stabilization control (e.g., ABS control, skid prevention control, or tire spin suppression control) by the brake ECU 8 becomes equal to or exceeds an execution time threshold as a switching threshold. In this case, the continuous execution time (duration) of the vehicle stabilization control by the brake ECU 8 becomes the first detection amount, and the brake ECU 8 can be said to be the first detection unit 11.

In this way, the first detection unit 11, which is composed of various sensors, detects state quantities related to steering operation (operation torque, operation angle), state quantities related to accelerator operation (pedal stroke), state quantities related to braking operation (pedal stroke), wheel slip amount, and vehicle stabilization control operation amount (continuous execution time) as first detection quantities. The first detection unit 11 may detect one or more of the quantities listed above as the first detection quantities.

(Road condition judgment)
The road surface determination unit 132 determines the condition of the road surface based on the second detection amount detected by the second detection unit 12. More specifically, the road surface determination unit 132 determines whether the road surface is a bad road or not based on the second detection amount. The road surface determination unit 132 determines that the road surface is a bad road when the value based on the second detection amount is equal to or greater than a predetermined bad road threshold. The road surface determination unit 132 determines the condition of the road surface on which the host vehicle is currently traveling.

Specifically, the road surface determination unit 132 determines whether the road surface is bad, for example, using the wheel speed detected by the wheel speed sensor 57 as the second detection amount. When the vehicle is traveling on a bad road (a road surface with bumps), the wheel speed of each wheel 10A, 10B is more likely to fluctuate than when traveling on a paved road. The road surface determination unit 132 determines that the road surface is bad when the number of times that the differential value of the wheel speed exceeds a predetermined threshold within a predetermined time (corresponding to the "value based on the second detection amount") is equal to or greater than the number threshold as the bad road threshold. In addition, the road surface determination unit 132 determines that the road surface is bad when the number of times that the time difference value of the wheel speed (amount of change per certain time) exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold. For example, if the frequency threshold is 10 times, and the above conditions are detected in terms of the differential value or time difference value 5 times for the right front wheel 10A, 1 time for the left front wheel 10A, 1 time for the right rear wheel 10B, and 3 times for the left rear wheel 10B within a specified time period, the road surface determination unit 132 determines that the road surface is bad.

The road surface determination unit 132 determines the road surface condition using, for example, the assist current value of the control current supplied to the steering motor 261 detected by the current sensor 261b as the second detection amount. When the vehicle is traveling on a rough road, the input to the wheel 10A fluctuates due to unevenness, and the assist current value changes more frequently than when traveling on a paved road. The road surface determination unit 132 determines that the road surface is rough when the number of times that the change in the assist current value is equal to or greater than a predetermined threshold value within a predetermined time period is equal to or greater than a number threshold value as a rough road threshold value. Note that the magnitude of the assist current value correlates with the magnitude of the axial force of the steering device 2A, so the axial force may be set as the second detection amount. In addition to the assist current value, the detection amount of the rotation angle sensor 261a, for example, may be used to detect the state amount of the steering device 2A.

The road surface determination unit 132 also determines the road surface condition using, for example, the suspension stroke detected by the suspension stroke sensor 41 as the second detection amount. When the vehicle is traveling on a rough road, the suspension stroke changes more frequently than when the vehicle is traveling on a paved road. The road surface determination unit 132 determines that the road surface is rough when the number of times that the amount of change in the suspension stroke exceeds a predetermined threshold within a specified time period is equal to or greater than the number of times threshold as the rough road threshold.

The suspension device 4 is, for example, an electronically controlled suspension, and is configured to be able to execute a holding control that attempts to hold the suspension stroke. Examples of electronically controlled suspensions include those that adjust the damping force of a shock absorber by electronic control, and those that adjust hardness by air pressure or hydraulic pressure. On rough roads, the holding control operates relatively frequently, and the control amount (for example, the supply current value) fluctuates relatively a lot. Therefore, the road surface determination unit 132 determines that the road surface is rough when the number of times that the control amount change exceeds a predetermined threshold value becomes equal to or exceeds a number threshold value as a rough road threshold value, for example, using the control amount in the holding control as a second detection amount.

The road surface determination unit 132 also determines the condition of the road surface using the acceleration in the vertical direction (hereinafter also referred to as vertical acceleration) detected by the vertical acceleration sensor 58 as the second detection amount. The road surface determination unit 132 determines that the road surface is a bad road when the number of times that the vertical acceleration exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold as a bad road threshold. Similarly, the road surface determination unit 132 determines that the road surface is a bad road when the number of times that the roll rate exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold. Similarly, the road surface determination unit 132 determines that the road surface is a bad road when the pitch rate detected by the pitch rate sensor 56 is equal to the second detection amount and the number of times that the pitch rate exceeds a predetermined threshold within a predetermined time is equal to or greater than the number threshold. Also, the road surface determination unit 132 determines that the road surface is a bad road when the number of times that at least one of the vertical acceleration, the roll rate, and the pitch rate exceeds a predetermined threshold is equal to or greater than the number threshold. When traveling on a rough road, at least one of the fluctuations in the vertical acceleration, the roll rate, and the pitch rate becomes relatively large. For example, the left-right acceleration (lateral acceleration), the front-rear acceleration, or the yaw rate may be set as the second detection amount. However, in this case, since the front-rear acceleration, the lateral acceleration, and the yaw rate fluctuate directly due to the automatic driving control during traveling, it is necessary to more strictly determine whether the detection amount is due to the control or the rough road.

The road surface determination unit 132 determines that the road surface is a bad road when the number of times that the amount of swaying of the occupant (e.g., the amount of swaying of the occupant's head) detected by the camera 63 exceeds a predetermined threshold within a predetermined time period is equal to or greater than the number of times threshold as a bad road threshold. The road surface determination unit 132 determines that the road surface is a bad road when the number of times that the amount of change in pressure exceeds a predetermined threshold within a predetermined time period is equal to or greater than the number of times threshold. The road surface determination unit 132 may determine that the road surface is a bad road when the number of times that at least one of the amount of swaying of the occupant and the amount of change in pressure exceeds the corresponding predetermined threshold within a predetermined time period is equal to or greater than the number of times threshold. When the vehicle is traveling on a bad road, the amount of swaying of the occupant is relatively large and frequent, and the amount of change in pressure applied to the seat is also large and frequent.

In this way, the second detection unit 12, which is composed of various sensors, detects the wheel speed, the state quantities of the steering device 2A (assist current value, axial force), the state quantities of the suspension device 4 (suspension stroke, control quantity), the vehicle state quantities (vertical acceleration, roll rate, pitch rate), and the occupant state quantities (occupant sway, seat pressure) as second detection quantities. The second detection unit 12 may detect one or more of the quantities listed above as the second detection unit 12. The road surface determination unit 132 determines that the road surface is not a bad road (non-bad road) if the value based on the second detection quantity does not become equal to or greater than the bad road threshold within a predetermined time.

(Threshold change)
The threshold change unit 133 changes the switching threshold used in the override determination, depending on the determination result of the road surface determination unit 132. More specifically, when the road surface determination unit 132 determines that the road surface is bad, the threshold change unit 133 increases the switching threshold. The larger the switching threshold, the more difficult it is to execute an override. On a rough road with bumps and recesses, an override is more likely to be executed due to factors other than the driver's intention.

For example, when autonomous driving is performed on a rough road (e.g., an unpaved road), the vehicle and occupants are likely to be moved by input from the uneven road surface. For example, if a downstream mechanism of the steering system (mechanism near the wheels) is moved by a large input from the unevenness, or if the upstream mechanism, the steering wheel 23, is turned slightly, the ECU 13 cannot determine whether this is due to an operation by the driver. Therefore, an override is executed even if the value based on the first detection amount exceeds the switching threshold value due to unevenness.

However, when the road surface is bad, the threshold change unit 133 increases the switching threshold, making it more difficult to execute an override, and for example, execution of an override due to a slight rotation of the steering wheel 23 caused by unevenness is suppressed. In other words, with this configuration, execution of an override unintended by the driver is suppressed. Furthermore, when the judgment result of the road surface judgment unit 132 changes from a bad road to a non-bad road, the threshold change unit 133 decreases the switching threshold, for example, returning it to the initial value. As a result, during normal driving, the driver's operation can be detected with high accuracy and an override can be executed with high accuracy.

As shown in FIG. 2, during automatic driving (S0: Yes), the ECU 13 determines whether the road surface is bad (S1). If the ECU 13 does not determine that the road surface is bad (S1: No), the switching threshold is left unchanged at the initial value (S5). On the other hand, if the ECU 13 determines that the road surface is bad (S1: Yes), the ECU 13 changes (i.e., increases) the switching threshold so that an override is less likely to be executed than if the road surface is not determined to be bad (if the road is not bad) (S2).

The ECU 13 determines whether to execute an override based on the changed switching threshold (S3). If the ECU 13 determines to execute an override (S3: Yes), it sends an override command to the automatic driving ECU 3 and switches the driving mode from automatic driving to manual driving (S4). If the ECU 13 determines not to execute an override (S3: No), it returns to start. The ECU 13 determines the road surface conditions in parallel with the override determination, and for example, if it re-determines that the road surface is not bad after determining that the road surface is bad, it returns the switching threshold to the initial value (S5).

In this way, according to this embodiment, the switching threshold, i.e., the threshold used in the override judgment, is changed according to the road surface conditions. For example, when a vehicle is driving autonomously on a rough road, the behavior of the vehicle caused by the rough road may cause the driving mode to switch from autonomous to manual driving against the driver's intention. However, according to this embodiment, since the switching threshold is variable according to the road surface conditions, the ease of override can be changed according to the road surface conditions. According to this embodiment, for example, it is possible to increase the switching threshold on a rough road to make it difficult to execute an override. This makes it possible to suppress frequent execution of overrides on a rough road, and to reduce the burden on the driver. In addition, on a non-bad road such as a paved road, it is also possible to reduce the switching threshold (for example, return it to the initial value). In this way, according to this embodiment, the accuracy of the judgment of switching from autonomous to manual driving can be improved.

For example, unpaved roads in mines and the like are prone to large ruts and other bumps, making it easy for the driver to override unintentionally when the vehicle is driven autonomously there. However, this embodiment prevents the driver from overriding unintentionally in mines and the like frequently. The effect of this embodiment is more pronounced when driving on unpaved roads in mines and the like.

(others)
The present invention is not limited to the above embodiment. For example, the function of the ECU 13 may be incorporated in another ECU (for example, the automatic driving ECU 3). The road surface determination unit 132 may determine the road surface condition based on an external camera, data shared with other vehicles via wireless communication (server information), or the like. The threshold change unit 133 may increase or decrease the switching threshold stepwise. When decreasing the switching threshold, the threshold change unit 133 may change the switching threshold to a value other than the initial value. The override determination may be performed based on whether the seat belt is fastened or unfastened, or whether there is an occupant. In the present disclosure, the "amount" may be replaced with "value" or the like.

The road surface determination unit 132 may determine that the road surface is a flat road if, for example, the second detection amount or a value based on the second detection amount that exceeds a predetermined threshold is not detected within a predetermined time, or the number of detections is equal to or less than the flat road threshold. In other words, the road surface determination unit 132 may determine that the road surface is a flat road when a predetermined condition related to the behavior of the vehicle or occupant is satisfied. In this case, the road surface condition is determined to be either a bad road, a non-bad road (paved road), or a flat road. In accordance with this, the threshold change unit 133 may set the switching threshold to a smaller value (for example, smaller than the initial value) when the road surface is a flat road.

1...vehicle control device, 11...first detection unit, 12...second detection unit, 131...mode switching unit, 132...road surface determination unit, 133...threshold value changing unit.

Claims (5)

a first detection unit configured to detect one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity ;
a mode switching unit that switches a driving mode from automatic driving to manual driving when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving;
A second detection unit that detects a second predetermined detection amount related to a behavior of the vehicle ;
a road surface determination unit that determines a road surface condition based on the second detection amount detected by the second detection unit;
a threshold change unit that changes the switching threshold in response to a determination result of the road surface determination unit;
a steering motor that applies an axial force to a steering rod of a steering device;
a current sensor for detecting a control current supplied to the steering motor;
Equipped with
The second detection unit detects a control current detected by the current sensor as the second detection amount,
the road surface determination unit determines that the road surface is a bad road when a value based on the second detection amount is equal to or greater than a predetermined bad road threshold value;
The bad road is an uneven road surface,
The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road.
Vehicle control device. a first detection unit configured to detect one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity ;
a mode switching unit that switches a driving mode from automatic driving to manual driving when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving;
A second detection unit that detects a second predetermined detection amount related to a behavior of the vehicle ;
a road surface determination unit that determines a road surface condition based on the second detection amount detected by the second detection unit;
a threshold change unit that changes the switching threshold in response to a determination result of the road surface determination unit;
A suspension stroke sensor provided in the suspension device;
Equipped with
the second detection unit detects a suspension stroke detected by the suspension stroke sensor as the second detection amount,
the road surface determination unit determines that the road surface is a bad road when a value based on the second detection amount is equal to or greater than a predetermined bad road threshold value;
The bad road is an uneven road surface,
The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road.
Vehicle control device. a first detection unit configured to detect one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity ;
a mode switching unit that switches a driving mode from automatic driving to manual driving when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving;
A second detection unit that detects a second predetermined detection amount related to a behavior of the vehicle ;
a road surface determination unit that determines a road surface condition based on the second detection amount detected by the second detection unit;
a threshold change unit that changes the switching threshold in response to a determination result of the road surface determination unit;
A vertical acceleration sensor that detects acceleration in a vertical direction of the vehicle;
Equipped with
The second detection unit detects acceleration in a vertical direction detected by the vertical acceleration sensor as the second detection amount,
the road surface determination unit determines that the road surface is a bad road when a value based on the second detection amount is equal to or greater than a predetermined bad road threshold value;
The bad road is an uneven road surface,
The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road.
Vehicle control device. a first detection unit configured to detect one or more of a state quantity related to a steering operation, a state quantity related to an accelerator operation, and a state quantity related to a brake operation as a first detection quantity ;
a mode switching unit that switches a driving mode from automatic driving to manual driving when a value based on the first detection amount detected by the first detection unit becomes equal to or greater than a predetermined switching threshold during automatic driving;
a second detection unit that detects a second predetermined detection amount related to a behavior of an occupant ;
a road surface determination unit that determines a road surface condition based on the second detection amount detected by the second detection unit;
a threshold change unit that changes the switching threshold in response to a determination result of the road surface determination unit;
A camera that detects the status of passengers in the vehicle;
A pressure sensor provided in the seat for detecting a pressure applied to the seat by an occupant;
Equipped with
the second detection unit detects, as the second detection amount, a swaying of an occupant detected by the camera and/or a pressure applied to the seat detected by the pressure sensor;
the road surface determination unit determines that the road surface is a bad road when a value based on the second detection amount is equal to or greater than a predetermined bad road threshold value;
The bad road is an uneven road surface,
The threshold change unit increases the switching threshold when the road surface determination unit determines that the road surface is the bad road.
Vehicle control device. an operating force sensor that detects an operating torque as an operating force applied to the steering wheel by a driver;
an operation angle sensor for detecting a steering operation angle, which is an operation amount of the steering wheel;
Equipped with
the first detection amount is the operation torque or the steering operation angle,
The steering device is an electric power steering.
The vehicle control device according to claim 1.

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