JP2015032291A - Automatic traveling support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic traveling support device capable of issuing a warning according to the degree of overconfidence in the performance of automatic traveling support.SOLUTION: An automatic traveling support device includes: a support control part 11 for controlling the automatic traveling support of a vehicle; a support determination part 12 for determining whether or not automatic traveling support can be continued; a state determination part 13 for determining whether or not the driver of the vehicle is in a state enabling a normal operation; a notification output part 25 for issuing a warning related to automatic traveling support in accordance with the determination results of the support determination part 12 and the state determination part 13; and a notification control part 15 for making the level of a warning higher in the case when it is determined that automatic traveling support cannot be continued and that the driver is in a state disabling the normal operation than in the case when it is determined that automatic traveling can be continued and that the driver is in the state disabling the normal operation, or when it is determined that the automatic traveling support cannot be continued and that the driver is in the state enabling the normal operation.

Description

  The present invention relates to an automatic driving support device that supports automatic driving of a vehicle.

  Conventionally, as an automatic travel support device, as described in, for example, Japanese Patent Application Laid-Open No. 2008-49888, an automatic travel support that notifies different information regarding support depending on whether or not automatic travel support such as inter-vehicle distance control is possible. The device is known. This apparatus notifies that support can be used when it can support, and notifies that support cannot be used when it cannot support.

JP 2008-49888 A JP 2013-39891 A

  By the way, in such an automatic driving support device, when the support cannot be continued, the driver manually drives after the support is stopped. Here, if the driver is excessively expecting the performance of the automatic driving support, that is, the driver is overconfident, the support may be unexpectedly stopped in a state where the driver cannot drive normally. However, with the conventional automatic driving assistance device, regardless of the driver's condition, only the same level of notification is given regarding the suspension of assistance, and the driver is appropriately aware of the risk that arises after suspension of assistance due to overconfidence. There was a case that could not be. Even when the driver is unable to drive normally, regardless of the state of assistance, only the same level of notification is given regarding the state of the driver, and the risk that arises after suspension of assistance due to overconfidence is given to the driver. In some cases, it could not be recognized properly.

  Therefore, the present invention is intended to provide an automatic driving support device capable of performing a warning according to the degree of overconfidence with respect to the performance of automatic driving support.

  An automatic driving support device according to the present invention includes a support control unit that controls automatic driving support of a vehicle, a support determination unit that determines whether or not automatic driving support can be continued, and a state in which a driver of the vehicle can normally drive It is determined that the state determination unit for determining whether or not, the support warning unit for performing a warning regarding automatic travel support according to the determination result by the support determination unit and the state determination unit, and the automatic travel support cannot be continued, and When it is determined that the driver cannot drive normally, it is determined that the automatic driving support can be continued, and when it is determined that the driver cannot drive normally, or automatically A warning control unit that raises the warning level higher than when it is determined that the driving support cannot be continued and it is determined that the driver can drive normally.

  According to the present invention, when it is determined that the automatic driving support cannot be continued and it is determined that the driver cannot drive normally, it is determined that the automatic driving support can be continued, and the driver If it is determined that the vehicle cannot be driven normally, or if it is determined that the automatic driving support cannot be continued and it is determined that the driver can normally drive, Raise warning level and give warning.

  Here, if the support cannot be continued and the driver cannot drive the vehicle normally, the support can be continued and if the driver cannot drive normally, or the support cannot be continued and the vehicle is driven normally. It is presumed that the degree of overconfidence in support performance is higher than in the case where it is possible. Therefore, in such a case, the warning corresponding to the degree of overconfidence can be given by raising the warning level regarding support and giving the warning. As a result, the degree of overconfidence in the performance of the assistance is high, and the driver can appropriately recognize that the risk arises after the suspension of the assistance due to overconfidence.

  In particular, when it is determined that automatic driving support cannot be continued and it is determined that the driver cannot drive normally, it is determined that automatic driving support cannot be continued, and the driver operates normally. The warning level may be set higher than when it is determined that the condition is ready.

  Here, when the support cannot be continued and the driver cannot drive the vehicle normally, the support cannot be continued and the performance of the support is overconfided than when the driver is able to drive normally. It is estimated that the degree is high. Therefore, in such a case, the warning corresponding to the degree of overconfidence can be given by raising the warning level regarding support and giving the warning.

  Also, based on the determination results by the support determination unit and the state determination unit, the degree to which the driver is overconfident in the performance of the automatic driving support is estimated, and the degree that the driver is overconfident in the performance of the automatic driving support is high The warning level may be increased as much as possible. Thereby, the warning according to the degree to which the performance of support is overconfidence can be performed.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic driving assistance apparatus which can perform the warning according to the degree of overconfidence with respect to the performance of automatic driving assistance can be provided.

It is a block diagram which shows the automatic driving assistance apparatus which concerns on embodiment of this invention. It is a flowchart which shows operation | movement of an automatic driving assistance apparatus. It is a figure which shows the overtrust matrix used in order to estimate the degree of overtrust. It is a figure which shows the level, aspect, and content of a warning according to the degree of overconfidence.

  Hereinafter, an automatic driving assistance device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  First, the configuration of the automatic travel support device according to the embodiment of the present invention will be described with reference to FIG. The automatic travel support device is a device that is mounted on a vehicle and supports automatic travel of the vehicle. FIG. 1 is a block diagram showing an automatic travel support apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the automatic travel assistance device is configured around an electronic control unit 10 (hereinafter referred to as ECU 10). The ECU 10 is connected to a vehicle information detection unit 21, a surrounding information detection unit 22, a driver information detection unit 23, a control output unit 24, and a notification output unit 25.

  The vehicle information detection unit 21 is a sensor that detects vehicle information. As the vehicle information detection unit 21, for example, a vehicle speed sensor, an accelerator pedal sensor, a brake pedal sensor, a steering sensor, and a yaw rate sensor are used. The vehicle information detection unit 21 detects the vehicle speed, acceleration / deceleration, steering angle, yaw angle, etc. of the vehicle and supplies them to the ECU 10.

  The surrounding information detection unit 22 is a sensor that detects information around the vehicle. As the surrounding information detection unit 22, for example, a radar sensor that detects a preceding vehicle and an image sensor that images the front of the vehicle are used. The peripheral information detection unit 22 detects the relative position between the preceding vehicle and the vehicle, the relative position between the traveling lane and the vehicle, and supplies the detected information to the ECU 10.

  The driver information detection unit 23 is a sensor that detects information on the driver of the vehicle. As the driver information detection unit 23, for example, an image sensor for photographing the driver is used. The driver information detection unit 23 detects the direction of the driver's face, the degree of eye opening, and the like, and supplies the detected result to the ECU 10.

  The control output unit 24 is an actuator that operates by automatic traveling support. As the control output unit 24, for example, a throttle actuator, a brake actuator, or a steering actuator is used. The control output unit 24 operates based on a support control signal supplied from the ECU 10.

  The notification output unit 25 is a human machine interface (HMI) that performs notification regarding automatic driving support. As the notification output unit 25, for example, a speaker, a display, or a vibrator is used. The notification output unit 25 also functions as a support warning unit that issues a warning regarding automatic driving support. The notification output unit 25 performs notification related to automatic travel support based on a notification control signal supplied from the ECU 10.

  The ECU 10 includes a CPU, a ROM, a RAM, an input / output circuit, and the like. The ECU 10 functions as a support control unit 11, a support determination unit 12, a state determination unit 13, an overconfidence degree estimation unit 14, and a notification control unit 15. ECU10 implement | achieves the function of the assistance control part 11, the assistance determination part 12, the state determination part 13, the overconfidence degree estimation part 14, and the alerting | reporting control part 15 by running the program memorize | stored in ROM etc. on CPU. To do. The functions of the support control unit 11, the support determination unit 12, the state determination unit 13, the overconfidence degree estimation unit 14, and the notification control unit 15 may be realized by two or more ECUs.

  The support control unit 11 controls automatic driving support of the vehicle. The support control unit 11 controls various travel support such as automatic travel support such as inter-vehicle distance control (ACC) and lane keeping control (LKA) and vehicle stability control (VSC). The assistance control unit 11 controls, for example, a throttle actuator and a brake actuator based on a relative position between the preceding vehicle and the vehicle, and an assistance control signal for controlling a steering actuator based on the relative position between the traveling lane and the vehicle. Is supplied to the control output unit 24.

  The support determination unit 12 determines whether or not the automatic travel support can be continued. The support determination unit 12 determines, for example, whether or not the automatic travel support can be continued based on the automatic travel support function cancellation, the control limit, the recognition limit, and the processing limit.

  The function cancellation is a condition for canceling the function of automatic driving support, and the control limit is a condition in which the support is restricted by a limit on control performance. The recognition limit is a condition in which support is restricted by a limit in recognition performance, and the processing limit is a condition in which support is restricted by a limit in processing performance. These conditions are determined based on the detection results of the vehicle information detection unit 21 and the surrounding information detection unit 22 and the operation status of the support control unit 11.

  The state determination unit 13 determines whether or not the vehicle driver can drive the vehicle normally, that is, whether or not the vehicle can be safely driven. The state in which the vehicle can be driven normally means a state in which the driver's consciousness for driving has not been lowered due to looking aside or falling asleep. For example, the state determination unit 13 determines whether or not the vehicle can be normally driven based on the conditions of the face direction, the degree of eye opening, the driving operation state, and the vehicle behavior state.

  The direction of the face is the direction of the face relative to the front direction of the driver, and the degree of eye opening is the degree of opening and closing of the driver's eyelids. The driving operation state is an operation state of an accelerator, a brake, a steering, and the like, and the vehicle behavior state is a state such as a change in a travel locus of the vehicle. These conditions are determined based on detection results by the vehicle information detection unit 21, the surrounding information detection unit 22, and the driver information detection unit 23.

  Based on the determination results of the support determination unit 12 and the state determination unit 13, the overconfidence degree estimation unit 14 estimates the degree to which the driver is excessively expecting the performance of the automatic driving support, that is, the degree of overconfidence. In addition, being overconfident about the performance of support includes overestimating the original scope of support.

  The overconfidence estimation unit 14 determines that the automatic driving support cannot be continued, and if it is determined that the driver cannot drive normally, it is determined that the automatic driving support can be continued and is normal. It is estimated that the degree of overconfidence in the performance of the automatic driving support is higher than the case where it is determined that the vehicle cannot be driven. In addition, the overconfidence estimating unit 14 determines that the automatic driving support cannot be continued when it is determined that the automatic driving support cannot be continued and it is determined that the driver cannot drive normally. It is estimated that the degree of overconfidence in the performance of the automatic driving support is higher than when it is determined that the driver can drive normally.

  The notification control unit 15 sets the level, mode, and content of notification (warning) related to automatic driving support. The notification control unit 15 increases the notification level as the degree to which the driver is overconfident in the performance of the automatic driving support is higher. The notification level is classified into three levels, for example, a warning unnecessary level, a warning level, and a warning level. The notification mode is set such that the higher the notification level, the more reliably the notification content is transmitted to the driver. The content of the notification is set according to the degree to which the driver is overconfident in the performance of the automatic driving support. The notification control unit 15 also functions as a warning control unit that controls a warning related to automatic driving support. The notification control unit 15 supplies a notification control signal according to the notification level, mode, and content to the notification output unit 25.

  Next, the operation of the automatic travel support apparatus according to the embodiment of the present invention will be described with reference to FIGS. FIG. 2 is a flowchart showing the operation of the automatic driving support apparatus. FIG. 3 is a diagram illustrating an overtrust matrix used for estimating the degree of overtrust, and FIG. 4 is a diagram illustrating the level, mode, and contents of notification according to the degree of overtrust.

  The ECU 10 repeatedly executes the process shown in FIG. 2 at predetermined intervals when, for example, the start of the automatic travel support is instructed by the driver's operation of the automatic travel support switch, and the automatic travel support is started. The ECU 10 acquires vehicle information, surrounding information, and driver information (S11).

  The support determination unit 12 determines whether or not the automatic travel support can be continued (S12). The support determination unit 12 determines, for example, whether or not the automatic travel support can be continued based on the automatic travel support function cancellation, the control limit, the recognition limit, and the processing limit.

  Here, an example of determination in the case of executing the inter-vehicle distance control will be specifically described. For function cancellation, for example, when the vehicle speed is not below the lower limit value or when the vehicle stability control is not activated, it is determined that the support can be continued. With regard to the control limit, for example, it is determined that the support can be continued if another vehicle has not suddenly interrupted in front of the vehicle or if the vehicle can sufficiently decelerate despite the sudden deceleration of the preceding vehicle. To do. Regarding the recognition limit, for example, when the wiper is not operated at high speed, or when the dirt of the image sensor is not detected, it is determined that the support can be continued. With respect to the processing limit, for example, it is determined that the support can be continued when it is not in a state where the original automatic travel support cannot be performed due to abnormality of various sensors or the ECU 10.

  The support determination unit 12 determines whether or not the automatic travel support can be continued based on the determination result of each condition. The support determination unit 12 may determine that the automatic driving support can be continued when all the conditions are satisfied, and performs automatic driving support when the sum of weighted determination results of each condition exceeds a lower limit value. It may be determined that it can continue.

  The state determination unit 13 determines whether or not the driver can drive the vehicle normally (S13). The state determination unit 13 determines whether or not the driver can drive the vehicle normally based on, for example, the face orientation, the degree of eye opening, the driving operation state, and the vehicle behavior state.

  As for the face orientation, for example, when the non-frontal angle with respect to the front direction of the driver is less than the effective viewing angle (about 12 °), it is determined that the vehicle can be driven normally. As for the degree of eye opening, it is determined that the driver can normally drive when the driver's eye opening degree exceeds the lower limit over a predetermined period. As for the driving operation state, it is determined that the vehicle can be normally driven when the deviation of the steering angle during the straight running for a predetermined period is below the upper limit value. As for the vehicle behavior state, it is determined that the vehicle can be normally driven when the deviation of the travel locus of the vehicle with respect to the travel reference line is below the upper limit value.

  The state determination unit 13 determines whether or not the driver can normally drive the vehicle based on the determination result of each condition. The state determination unit 13 may determine that it is in a state where it can be operated normally when all the conditions are satisfied, and operates normally when a value obtained by weighting and summing the determination results of each condition exceeds the lower limit value. You may determine that it is in a ready state.

  Based on the determination results by the support determination unit 12 and the state determination unit 13, the overconfidence level estimation unit 14 estimates the degree to which the driver is overconfident in the performance of the automatic driving support (S14). The degree of overconfidence is estimated using the overtrust matrix shown in FIG.

  As shown in FIG. 3, in the overconfidence matrix, the degree of overconfidence is estimated using the state of automatic driving support and the state of the driver as parameters. The situation of the automatic driving support is classified into a situation where the automatic driving support can be continued or a situation where the driving cannot be continued based on the determination result by the support determination unit 12. The state of the driver is classified into a state in which the driver can normally “drive” or “cannot drive” the vehicle based on the determination result by the state determination unit 13.

  In the overconfidence matrix, when the automatic driving support is “continuable” and the driver is in a state of “driving” the vehicle normally (region A in the overconfidence matrix), the driver is overconfident in the performance of the automatic driving support. Presumed not. In the case of “continuable” and “unable to drive” (region B of the overconfidence matrix), the driver is in a state where safe driving is not possible. It is estimated that the performance is overconfidence.

  When the vehicle cannot be continued and is in a state where it can be driven (region C in the overconfidence matrix), automatic driving support cannot be continued. It is estimated that the performance) In the case of “cannot continue” and “cannot drive” (region D in the overconfidence matrix), automatic driving support cannot be continued and the driver cannot drive safely. It is presumed that the performance of assistance (especially performance related to assistance coverage and continuity) is highly overconfident.

  Therefore, when it is in a state where it cannot be continued and cannot be driven (area D), it is in a state where it can be continued and cannot be driven (area B), or a situation where it cannot be continued. Therefore, it is estimated that the degree of overconfidence in the performance of the automatic driving support is higher than that in the case where the vehicle can be driven (area C).

  The notification control unit 15 sets the level, mode, and content of notification (warning) related to automatic driving support based on the estimation result of the degree of overconfidence (S15). As shown in FIG. 4, the notification level, mode, and contents are set based on the estimation result of the degree of overconfidence.

  The notification level is set to a warning-unnecessary level when the degree of overconfidence corresponds to region A of the overtrust matrix, and is set to a warning level when it corresponds to region B or C of the overtrust matrix. When it corresponds to the area D, the warning level is set.

  The notification mode is set such that the higher the degree of overconfidence, the more reliably the content of the notification is transmitted to the driver. For example, in the case of a warning unnecessary level, the notification is performed only by visual information, and in the case of the alert level, the auditory information is further added. Is called. Note that the notification mode is not limited to the above example, and the higher the level of notification, the more the notification content can be set in various modes so that the notification content is reliably transmitted to the driver.

  In addition, the notification mode may be further adjusted according to a determination result by at least one of the support determination unit 12 and the state determination unit 13. For example, priority is given to the conditions of support determination in the order of control limit> processing limit> recognition limit> function cancellation condition, and the notification level is adjusted to be higher as the higher priority condition is not satisfied. Also good. Similarly, priority is given to the condition for condition determination in the order of vehicle behavior state> driving operation state> eye opening degree> face orientation condition, and the higher the priority level is, the higher the notification level is. You may adjust it.

  The content of the notification is set according to the degree of overconfidence. For example, when the degree of overconfidence corresponds to region A of the overconfidence matrix, it is set to provide information related to the support state by the automatic driving support, for example, information indicating the execution state of the support. When the degree of overconfidence corresponds to region B of the overconfidence matrix, it is set so as to alert that the vehicle is in a state where safe driving is not possible. When the degree of overconfidence corresponds to region C of the overconfidence matrix, it is set so as to call attention that automatic driving support cannot be continued. When the degree of overconfidence corresponds to the region D of the overtrust matrix, it is set to warn that automatic driving support cannot be continued and that safe driving cannot be performed.

  The notification control unit 15 supplies a notification control signal including the level, mode, and content of notification to the notification output unit 25 (S16). Thereby, the notification output unit 25 performs notification related to automatic travel support based on the notification control signal.

  When the driver's degree of overconfidence corresponds to the region B or C of the overtrust matrix, the driver is alerted that the vehicle is in a state where safe driving cannot be performed or automatic driving support cannot be continued. You can recognize that you are overconfident in performance. In addition, when the degree of overconfidence corresponds to the region D of the overtrust matrix, a warning is given that automatic driving support cannot be continued and that safe driving cannot be performed, thereby greatly improving the performance of automatic driving support. You can recognize that you are overconfident. Thus, the driver can appropriately recognize the risk that occurs after the support is stopped due to overconfidence through the notification regarding the automatic driving support.

  When it is determined by the support determination unit 12 that the automatic driving support can be continued, the support control unit 11 supplies a support control signal to the control output unit 24 (S17). That is, the assistance control unit 11 supplies assistance control signals necessary for automatic traveling support such as inter-vehicle distance control and lane keeping control, and automatic traveling support such as vehicle stability control. Thereby, the control output unit 24 operates the actuator based on the support control signal.

  As described above, according to the automatic travel support device according to the embodiment of the present invention, when it is determined that the automatic travel support cannot be continued and it is determined that the driver cannot drive normally. When it is determined that the automatic driving support can be continued and it is determined that the driver cannot drive normally, or it is determined that the automatic driving support cannot be continued, and the driver can drive normally. The notification is made with a higher level of notification (warning) related to automatic driving support than when it is determined that the vehicle is in a state.

  Here, if the support cannot be continued and the driver cannot drive the vehicle normally, the support can be continued and if the driver cannot drive normally, or the support cannot be continued and the vehicle is driven normally. It is presumed that the degree of overconfidence in support performance is higher than in the case where it is possible. Therefore, in such a case, notification according to the degree of overconfidence can be performed by increasing the level of notification regarding support and performing notification. As a result, the degree of overconfidence in the performance of the assistance is high, and the driver can appropriately recognize that the risk arises after the suspension of the assistance due to overconfidence.

  In particular, when it is determined that automatic driving support cannot be continued and it is determined that the driver cannot drive normally, it is determined that automatic driving support cannot be continued, and the driver operates normally. The level of notification (warning) may be made higher than when it is determined that it is possible.

  Here, when the support cannot be continued and the driver cannot drive the vehicle normally, the support can be continued and the degree of overconfidence in the support performance is higher than when the driver cannot drive normally. Is estimated to be high. Therefore, in such a case, notification according to the degree of overconfidence can be performed by increasing the level of notification regarding support and performing notification.

  Further, based on the determination results by the support determination unit 12 and the state determination unit 13, the degree to which the driver is overconfident in the performance of the automatic driving support is estimated, and the degree to which the driver is overconfident in the performance of the automatic driving support. The higher the is, the higher the level of notification (warning) may be. Thereby, the notification according to the degree of overconfidence of the support performance can be performed.

  The embodiment described above describes the best embodiment of the automatic travel support apparatus according to the present invention, and the automatic travel support apparatus according to the present invention is limited to the one described in the present embodiment. is not. The automatic travel support apparatus according to the present invention may be a modification of the automatic travel support apparatus according to the present embodiment, or may be applied to other aspects without departing from the gist of the invention described in each claim. .

  DESCRIPTION OF SYMBOLS 10 ... Electronic control unit (ECU), 11 ... Support control part, 12 ... Support determination part, 13 ... State determination part, 14 ... Overconfidence estimation part, 15 ... Notification control part, 21 ... Vehicle information detection part, 22 ... Periphery Information detection unit, 23 ... Driver information detection unit, 24 ... Control output unit, 25 ... Notification output unit.

Claims (3)

A support control unit that controls automatic driving support of the vehicle;
A support determination unit for determining whether or not the automatic driving support can be continued;
A state determination unit for determining whether or not the driver of the vehicle is in a state of being able to drive normally;
According to the determination result by the support determination unit and the state determination unit, a support warning unit that performs a warning regarding the automatic driving support,
If it is determined that the automatic driving support cannot be continued and it is determined that the driver cannot drive normally, it is determined that the automatic driving support can be continued, and the driver is normal. The warning level is higher than the case where it is determined that the vehicle is in a state where it is impossible to drive, or the case where it is determined that the automatic driving support cannot be continued and the driver is able to drive normally. A warning control unit that increases
An automatic travel support device comprising:   The warning control unit is determined to be unable to continue the automatic driving support, and when it is determined that the driver cannot drive normally, it is determined that the automatic driving support cannot be continued; and The automatic driving assistance device according to claim 1, wherein the level of the warning is set higher than when it is determined that the driver can drive normally. Based on the determination result by the support determination unit and the state determination unit, further comprising an overconfidence degree estimation unit that estimates the degree to which the driver is overconfident in the performance of the automatic driving support,
3. The automatic travel support device according to claim 1, wherein the warning control unit increases the level of the warning as the degree to which the driver is overconfident in the performance of the automatic travel support is higher.

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