JP2022178812A - Vehicle control device - Google Patents

Abstract

To provide a driving support device that can objectively and properly grasp a driving capability of a driver.SOLUTION: A vehicle control device 100, which supports vehicle operation by a driver in a vehicle 1, is configured to determine whether a risk is caused in the vehicle 1 by the vehicle operation by the driver or not and execute driving support control so that the vehicle 1 can avoid the risk, when determining that the risk is caused. The vehicle control device 100 records the fact that the driving support control is executed, calculates frequencies of execution of the driving support control in a predetermined driving unit, generates driving capability evaluation information 60 in which a driving capability of the driver is evaluated based on the frequencies of execution, and notifies the driver of the driving capability evaluation information 60.SELECTED DRAWING: Figure 6

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device for driving assistance.

2. Description of the Related Art Conventionally, there is known a system for providing a driver with a technical evaluation regarding the driving of a vehicle after driving. In the report creation system described in Patent Literature 1, when the driver finishes driving the vehicle, the driver is provided with a driving evaluation report for the day's driving. In this report, evaluation points are given for each item regarding the driver's vehicle operation, degree of concentration, and the like. Further, conventionally, driving assistance control is known that automatically assists the vehicle operation of the driver in order to ensure safe driving of the vehicle.

JP 2019-106041

However, even if the evaluation score in the driving evaluation report is high, if the driving support control frequently intervenes automatically, the substantial driving ability of the driver is low. Such a driver cannot correctly grasp his or her driving ability by receiving a driving evaluation report with a high score. Therefore, the driver was unable to properly judge the opportunity to return the driver's license.

SUMMARY OF THE INVENTION The present invention has been made to solve such problems, and it is an object of the present invention to provide a driving assistance device capable of objectively and appropriately grasping the driving ability of a driver.

In order to achieve the above object, the present invention provides a vehicle control device for assisting a vehicle operation by a driver of a vehicle, which determines whether or not the driver's vehicle operation poses a risk to the vehicle. and when it is determined that a risk will occur, the vehicle control device is configured to execute driving support control so that the vehicle avoids the risk, and the vehicle control device records that the driving support control has been executed, and performs a predetermined driving operation. It is characterized by calculating the execution frequency of driving support control in units, creating driving ability evaluation information by evaluating the driving ability of the driver based on the execution frequency, and notifying the driver of the driving ability evaluation information.

In the present invention configured as described above, the driving ability evaluation information is created based on the frequency with which the driving support control is executed for the risk caused by the driver's vehicle operation, and is notified to the driver. . Thus, in the present invention, the driving ability of the driver can be obtained objectively from the performance of driving support control as an index. Since the driving ability evaluation information is an evaluation based on such objective data, the driver is likely to psychologically accept the driving ability evaluation. Therefore, when the evaluation of the driving ability is low in the driving ability evaluation information, the driver can use the driving ability evaluation information as a decision material for voluntarily returning the driver's license.

Further, in the present invention, preferably, the driving ability evaluation information includes an evaluation of the driving ability of the driver in driving units. In the present invention configured as described above, the driver can objectively grasp the driving ability of the driver in each driving unit.

Further, in the present invention, preferably, the driving ability evaluation information includes information indicating temporal change over a predetermined period of the evaluation of the driver's driving ability in driving units. According to the present invention configured in this way, the driver can grasp temporal changes in the driving ability of the driver from the temporal change information.

Further, preferably in the present invention, the vehicle control device transmits the driving ability evaluation information to an information communication device outside the vehicle. In the present invention configured as described above, the driver can view the driving ability evaluation information at any time using the information communication device.

Further, in the present invention, preferably, the vehicle control device determines which of the plurality of abilities constituting the driving ability of the driver caused the driving assistance control to be executed, and The abilities include at least perceptual ability, judgment ability, and motor ability, and the driving ability evaluation information includes evaluation of each of the plurality of abilities. In the present invention configured as described above, the driver can objectively grasp the evaluation of the perceptual ability, the judgment ability, and the motor ability, which constitute the driving ability of the driver.

In the present invention, preferably, the perceptual ability is the ability to perceive a risk, the judgment ability is the ability to determine the vehicle operation to be performed in response to the risk, and the motor ability is the ability to perform in response to the risk. It is the ability to perform vehicle maneuvers that should be performed.

According to the driving assistance device of the present invention, it is possible to improve the driving skill of the driver.

FIG. 4 is an explanatory diagram of vehicle control according to the embodiment of the present invention; 1 is a block diagram of a vehicle control device according to an embodiment of the invention; FIG. It is an explanatory view showing the flow of processing of the vehicle control device of the embodiment of the present invention. 4 is a flowchart of vehicle control according to the embodiment of the present invention; It is a flow chart of information processing of an embodiment of the present invention. FIG. 4 is an explanatory diagram of driving ability evaluation information according to the embodiment of the present invention; FIG. 4 is an explanatory diagram of operation unit information according to the embodiment of the present invention; FIG. 4 is an explanatory diagram of time change information according to the embodiment of this invention;

A vehicle control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
First, with reference to FIG. 1, an outline of vehicle control provided by a vehicle control device according to an embodiment of the present invention will be described. FIG. 1 is an explanatory diagram of vehicle control.

The vehicle control device 100 (see FIG. 2) of the present embodiment is configured on the premise that the driver will actively operate the vehicle 1 . Therefore, the vehicle control device 100 supports the vehicle operation of the vehicle 1 at an appropriate level according to the driver's condition. That is, in this embodiment, in principle, the driving support control of the vehicle 1 is provided so as to fill the difference between the vehicle operation that the driver wants to perform and the vehicle operation that the driver can perform. For example, the driver's reduced driving function is primarily assisted. Furthermore, the vehicle control device 100 is configured to automatically switch the vehicle 1 to automatic driving control at a predetermined time.

Specifically, when the driver has normal driving ability, the vehicle control device 100 intervenes in vehicle operation only at specific times to perform driving support control (automatic acceleration, automatic braking, automatic steering, etc.). Specific times include, for example, when the driver's driving ability temporarily declines (for example, fatigue or drowsiness), or when the driving environment is relatively difficult (for example, the surrounding traffic conditions are complicated, the road shape is complicated, is dark). In addition, when the driver (for example, an elderly person, MCI) has partially deteriorated driving ability (for example, the muscle strength to operate the steering wheel 43b is insufficient), the vehicle control device 100 can Complement your abilities. In addition, the vehicle control device 100 performs driving support control so as to further improve the driving ability or maintain or restore the lowered driving ability.

On the other hand, when an abnormality sign is detected in which the driver's consciousness level or driving ability declines rapidly or over a predetermined period of time (several minutes to several tens of minutes) (for example, when an acute illness develops, sleepiness When the level is high), the vehicle control device 100 performs driving support control so as to maintain safe driving. In addition, in the event of an abnormality in which the driver's consciousness or driving ability is lost, the vehicle control device 100 executes automatic driving control and performs processing to notify the outside of the emergency in order to avoid an accident.

Next, the configuration of the vehicle control device according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram of the vehicle control device. As shown in FIG. 2 , the vehicle control device 100 mainly includes a controller 10 such as an ECU (Electronic Control Unit), an in-vehicle device 20 , a vehicle control system 40 and an information reporting device 50 .

The in-vehicle device 20 includes an in-vehicle camera 21, an exterior camera 22, a radar 23, a plurality of vehicle behavior sensors (a vehicle speed sensor 24, an acceleration sensor 25, and a yaw rate sensor 26) that detect the behavior of the vehicle 1, and a driver's operation. A plurality of operation detection sensors (steering angle sensor 27, steering torque sensor 28, accelerator opening sensor 29, brake depression amount sensor 30), positioning device 31, navigation device 32, and information communication device 33 are included.

The vehicle control system 40 also includes an engine control system 41, a brake control system 42, and a steering control system 43 that correspond to the running, stopping, and turning functions of the vehicle, respectively. The information notification device 50 also includes a display device 51 , an audio output device 52 and an information transmission device 53 .

The controller 10 is composed of a computer device including a processor 11, a memory 12 for storing various programs and data executed by the processor 11, an input/output device, and the like. The controller 10 is configured to output a control signal for performing vehicle control (driving support control and automatic driving control) to the vehicle control system 40 and the information reporting device 50 based on the signal received from the in-vehicle device 20. .

The in-vehicle camera 21 images the driver of the vehicle 1 and outputs image information. The controller 10 particularly determines the driver's facial expression and upper body posture based on this image information.
The exterior camera 22 photographs the surroundings of the vehicle 1 (typically in front of the vehicle 1) and outputs image information. The controller 10 identifies objects outside the vehicle and their positions based on this image information. Objects include at least traffic participants and roadway boundaries. Specifically, the objects include surrounding moving bodies (vehicles, pedestrians, etc.), non-moving structures (obstacles, parked vehicles, roads, lanes, stop lines, traffic lights, traffic signs, intersections, etc.). including.

The radar 23 measures the position and speed of objects existing around the vehicle 1 (typically in front of the vehicle 1). For example, the radar 23 can use a millimeter wave radar, a laser radar (LIDAR), an ultrasonic sensor, or the like.

The vehicle speed sensor 24 detects the speed of the vehicle 1 (vehicle speed). The acceleration sensor 25 detects acceleration of the vehicle 1 . A yaw rate sensor 26 detects a yaw rate generated in the vehicle 1 . The steering angle sensor 27 detects the rotation angle (steering angle) of the steering wheel 43 b of the vehicle 1 . The steering torque sensor 28 detects rotational torque associated with the rotation of the steering wheel 43b. The accelerator opening sensor 29 detects the depression amount of the accelerator pedal 41b. The brake depression amount sensor 30 detects the depression amount of the brake pedal 42b.

The positioning device 31 includes a GPS receiver and/or a gyro sensor, and detects the position of the vehicle 1 (current vehicle position information). The navigation device 32 stores map information therein and can provide the map information to the controller 10 . The controller 10 can calculate the entire driving route (including driving lanes, intersections, traffic lights, etc.) to the destination based on the map information and the current vehicle position information.

The information communication device 33 communicates with external communication equipment. The information communication device 33 performs, for example, vehicle-to-vehicle communication with other vehicles and road-to-vehicle communication with a communication device outside the vehicle, and receives various driving information and traffic information (traffic congestion information, speed limit information, etc.). , to the controller 10 .

The engine control system 41 controls driving force of an engine device (internal combustion engine, electric motor, etc.) of the vehicle 1 . The controller 10 can drive the engine device to accelerate or decelerate the vehicle 1 by transmitting a control signal to the engine control device 41a based on an input from the accelerator pedal 41b.

The brake control system 42 controls the driving force of the braking device of the vehicle 1 . The brake control system 42 includes brake actuators such as hydraulic pumps and valve units. The controller 10 can drive the brake device and decelerate the vehicle 1 by transmitting a control signal to the brake control device 42a based on the input from the brake pedal 42b.

The steering control system 43 controls the driving force of the steering device of the vehicle 1 . The steering control system 43 includes, for example, an electric motor of an electric power steering system. The controller 10 can drive the steering device and change the traveling direction of the vehicle 1 by transmitting a control signal to the steering control device 43a based on the input from the steering wheel 43b.

The display device 51 can visually display driving support information and driving ability evaluation information (visual information) to the driver in the display area. Specifically, the display device 51 is a HUD. The display area corresponds to the size of the whole or part of the windshield of the vehicle 1, and the assistance information is displayed within the driver's field of vision. Also, a liquid crystal display may be used instead of the HUD.
The audio output device 52 is, for example, a speaker, and can provide the driver with driving support information and driving ability evaluation information (auditory information).
The information transmission device 53 can transmit driving support information and driving ability evaluation information to an external information communication device 55 (for example, a driver's mobile information terminal).

Next, with reference to FIG. 3, the processing flow of the vehicle control device according to the embodiment of the present invention will be described. FIG. 3 is an explanatory diagram showing the flow of processing by the vehicle control device. Specifically, FIG. 3 shows various vehicle controls (driving support control, automatic driving control, etc.) using the vehicle control system 40 and the information notification device 50 by the controller 10 processing input information from the in-vehicle device 20. ).

Vehicle control includes ADAS (advanced driver assistance system), automatic acceleration, automatic braking, automatic steering, automatic vehicle attitude stabilization control, automatic driving (level 3 or higher), and notification of driving ability evaluation information for the driver's driving ability. Including processing. ADAS includes at least support functions (automatic entry avoidance control) for preceding vehicle following, preceding vehicle collision prevention, lane deviation prevention, and the like. The vehicle attitude stabilization control is control for stabilizing the attitude of the vehicle 1, that is, the vehicle dynamics (pitch, roll, yaw), and preventing sideslip, rollover, and the like.

The in-vehicle device 20 continuously transmits the acquired information to the controller 10 . The controller 10 performs the following calculations or evaluations based on the acquired information.
The controller 10 evaluates the traffic environment around the vehicle 1 (traffic environment evaluation) based on input information from the exterior camera 22, the radar 23, the positioning device 31, the navigation device 32 (map information), and the like. Specifically, the controller 10 calculates the positions, velocities, and the like of objects (vehicles, pedestrians, boundary lines, guardrails, stop lines, traffic signs, etc.) around the vehicle 1 .

In addition, the controller 10 evaluates the physical functions of the driver based on information from the steering angle sensor 27, the steering torque sensor 28, the brake depression amount sensor 30, the in-vehicle camera 21, and the like (physical function evaluation). Specifically, the controller 10 estimates the physical function level of the driver who operates the operation unit with an appropriate operation amount and operation speed and visually perceives visual stimuli outside the vehicle. Whether or not the driver is operating at an appropriate operation amount and operation speed depends on the operation amount and operation speed (steering angle, steering angle speed, amount of depression of the brake pedal 42b) actually input by the driver via the operating unit. , stepping speed or brake hydraulic pressure), and the target operation amount and operation speed when traveling along the target travel route. The target travel route is calculated so that the vehicle 1 travels safely and efficiently based on the driving request (destination, etc.) and using the results of traffic environment evaluation, driving environment evaluation, physical function evaluation, and the like.

The controller 10 also evaluates the driving environment around the vehicle 1 based on information from the exterior camera 22, the vehicle speed sensor 24, the acceleration sensor 25, the positioning device 31, and the like (driving environment evaluation). Specifically, the controller 10 estimates physical quantities that affect vehicle dynamics (eg, curve radius of the road, road surface friction coefficient).
The controller 10 also calculates the current vehicle dynamics of the vehicle 1 based on information from the vehicle speed sensor 24, the acceleration sensor 25, the yaw rate sensor 26, and the like (vehicle dynamics calculation). Vehicle dynamics includes velocity, acceleration, yaw rate, 3-axis rotational moment (pitch, yaw, roll), and the like.

Further, the controller 10 determines the driver's wakefulness based on the image information of the in-vehicle camera 21 (awakening degree determination). For example, the arousal level is evaluated based on the degree of opening of the driver's eyes and/or mouth and the position or posture of the driver's upper body. The awakening level can be evaluated, for example, in four stages (zero, low, middle, and high levels of awakening).

Also, the controller 10 determines whether or not there is a predicted risk in the traffic environment evaluation and the driving environment evaluation. The predicted risks include traffic risks caused by the traffic environment (for example, the vehicle 1 collides with another vehicle) and driving risks caused by the driving environment that affect vehicle dynamics (for example, spinning on a curve). Then, the controller 10 evaluates the risk avoidance behavior of the driver against this predicted risk based on information from the in-vehicle device 20 and the in-vehicle camera 21 (risk avoidance behavior evaluation).

Risks include vehicle accidents, such as collisions of the vehicle 1, and conditions in which the vehicle 1 loses or degrades its attitude stability (spins, rollovers, etc.). Risk objects that cause risks include traffic participants (other vehicles, pedestrians, etc.), guardrails, boundary lines, traffic lights (red lights), stop lines, and the like. Furthermore, the risk object includes a risk-occurring portion on the road (clipping point on a curved road, etc.). These objects are at risk if the continuation of the current vehicle behavior (vehicle dynamics) is likely to pose a risk in the near future (eg, within a predetermined time period, such as 10 seconds). Risk aversion behaviors are behaviors that a driver undertakes in response to predicted risks, in particular vehicle maneuvers (acceleration, braking and/or steering) that are performed in such a way as to reduce the probability of occurrence of predicted risks. For example, when the predicted routes of the vehicle 1 and another vehicle intersect and a collision between these vehicles is predicted, the vehicle is operated to reduce the collision probability, or the closest distance between the vehicle 1 and the other vehicle is set to a predetermined distance or more. It is a vehicle operation to Furthermore, the risk targets may include objects that are not likely to pose a risk at present but should be perceived while driving, or objects that may pose a risk in the future beyond a predetermined time.

The risk avoidance behavior also includes the behavior of perceiving a risk object (for example, another vehicle that may collide, near a clipping point on a curved road) before the driver operates the operation unit. For example, based on the image information of the in-vehicle camera 21, the fact that the driver's line of sight is directed to the risk target or the fact that the driver takes a posture corresponding to the risk (that is, the driver perceives the risk target) is also risk avoidance. included in the action.

The controller 10 also evaluates the current cognitive load of the driver based on the result of the traffic environment evaluation (cognitive load evaluation). For example, the controller 10 evaluates that the driver's cognitive load increases as the number of objects within a predetermined distance from the vehicle 1 increases, depending on the vehicle speed. Cognitive load can be evaluated, for example, in three stages (low, medium, high). Further, the controller 10 may analyze, learn, and update the driver's cognitive ability level based on the driver's vehicle operation and line-of-sight direction information. In this case, the cognitive load rating can be calculated as a ratio of the current cognitive load magnitude to the driver's cognitive ability level.

The controller 10 also stores a vehicle model that defines the physical motion of the vehicle 1 in the storage unit. The vehicle model expresses the relationship between the vehicle 1 specifications (mass, wheelbase, etc.) and the amount of physical change (speed, acceleration, steering angle, etc.) by a motion equation. In addition, the result of the driving environment evaluation (for example, road surface friction coefficient) can also be applied to the vehicle model.

The controller 10 also stores a driver model of a driver who drives the vehicle 1 in the storage unit. The controller 10 analyzes and learns the driver's operation characteristics based on input information from the in-vehicle device 20, and constantly updates the driver model. The driver model represents the operation characteristics of the driver, and includes the operation amount, reaction delay time (time constant), etc. for a specific operation under certain conditions. In addition, the result of cognitive load evaluation (degree of cognitive load) and the result of physical function evaluation can also be applied to the driver model. For example, in situations of high cognitive load, the driver model is corrected so that the driver's manipulative ability is reduced. Further, when it is determined that the pedaling force or the arm strength is low based on the results of the physical function evaluation, it is reflected in the time constant related to the operation amount and the operation speed of the operation unit. The controller 10 can predict the driver's operation by using the driver model. The controller 10 also stores in the storage unit an ideal driver model that represents the operation characteristics of an ideal driver with high driving ability, and can also predict an ideal operation.

The controller 10 can calculate vehicle dynamics predicted to occur between now and the near future by applying input information from the in-vehicle device 20 to the vehicle model and driver model (vehicle dynamics prediction calculation). That is, the controller 10 inputs the current conditions (traffic environment, driving environment, cognitive load, physical function) to the driver model and the vehicle model so that the controller 10 can drive for a predetermined period (for example, 10 seconds) after the current time. It is possible to predict the vehicle operation (type of operation, amount of operation, timing of operation, etc.) performed by a person, and to calculate predicted vehicle dynamics caused by the predicted vehicle operation.

Further, the controller 10 performs driving ability evaluation. Driving ability represents the degree of the driver's ability to avoid various risks. Based on the result of the risk avoidance behavior evaluation (risk avoidance behavior performed by the driver), the difference between the predicted vehicle dynamics and the actual vehicle dynamics, and the result of the cognitive load evaluation (degree of cognitive load), the controller 10 determines the risk Evaluate or calculate driving ability for The driving ability against risk can be, for example, the required risk avoidance time required for the driver to avoid the predicted risk. The required time for risk avoidance may be the time from the start of the risk avoidance action to the disappearance of the predicted risk, or the time required from the driver's perception of the risk to the completion of the risk avoidance action. In this case, when the driving ability is evaluated as low, the required time for risk avoidance is output as a larger value.

The controller 10 uses a driver model to calculate, for example, a predicted travel route of the vehicle 1 at a future point in time assuming that the current vehicle behavior continues for a predetermined period of time. When the predetermined time reaches a certain time, it becomes impossible to avoid the risk with the predicted travel route at that time. Then, in the predicted travel route calculated at this time, the time until the risk occurs (risk margin time) may be set as the required risk avoidance time.

The controller 10 can update the driving ability data using the calculated driving ability evaluation. A driver's driving ability changes over time. For example, novice drivers tend to improve their driving ability, and elderly people tend to decrease their driving ability. As for the driving ability data, a plurality of driving ability data sets may be set corresponding to a plurality of evaluation periods. For example, short-term (1-6 months from now), medium-term (3-9 months from now), and long-term (1-2 years from now) athletic performance data sets can be created.

The controller 10 performs functional redistribution calculations based on current vehicle dynamics, driving ability evaluation results (current driving ability), cognitive load evaluation results, and physical function evaluation results. During normal driving, a driver (for example, a beginner or an elderly person) demonstrates driving performance using his or her own driving functions (perception function, judgment function, physical function). However, if the driver cannot avoid the predicted risk, the controller 10 executes driving support control so that the vehicle 1 substitutes for the driving function related to the insufficient driving ability. Also, in the event of an abnormality (for example, loss of consciousness), for example, automatic driving control is executed, and the driver's driving function is replaced by a corresponding equivalent function of the vehicle 1 .

The controller 10 sends a control signal to the vehicle control system 40 corresponding to the driving assistance control when the operation condition of each driving assistance control (for example, when the time to collision with another vehicle reaches X seconds) is satisfied. Output. In addition, the controller 10 selects one of a plurality of abilities (perceptual ability corresponding to perceptual function, judging ability corresponding to judging function, athletic ability corresponding to physical function) that constitutes the driving ability of the driver. Identify the missing competencies that contributed to the failure. Perceptual ability is the ability to perceive a risk or a risk object, judgment ability is the ability to judge or select the vehicle operation and operation timing to be performed in response to the risk that may be caused by the risk object, and motor ability is the ability to select. It is the ability to execute the vehicle operation with appropriate operation amount and operation speed.

Then, each time the driving support control is executed, the controller 10 controls the driving support information including the type of support executed (driving support control or automatic driving control), the corresponding insufficient capacity, execution date and time, execution place, etc. Record in history database. Furthermore, the controller 10 creates driving ability evaluation information for evaluating the driving ability of the driver based on the vehicle control history database at a predetermined time (for example, when driving ends (when the engine is turned off or when the vehicle speed is zero)). do. The controller 10 uses the information transmission device 53 to transmit the driving ability evaluation information to the driver or the registered external information communication device 55 . The driver can view the driving ability evaluation information using the information communication device 55 .

Next, driving support processing of the vehicle control device according to the embodiment of the present invention will be described. 4 is a flowchart of vehicle control, FIG. 5 is a flowchart of notification control, FIG. 6 is an explanatory diagram of driving ability evaluation information, FIG. 7 is an explanatory diagram of driving unit information, and FIG. 8 is an explanatory diagram of time change information. After the controller 10 receives a driving request (destination, etc.) from the driver or an external input device (eg, the navigation device 32, the information communication device 33), the controller 10 repeatedly performs vehicle control (eg, 0 .1 second).

First, as shown in FIG. 4, the controller 10 acquires information from the in-vehicle device 20 every predetermined time (for example, every 0.1 seconds) (S1). Based on the acquired information, the controller 10 executes processing such as traffic environment evaluation, driving environment evaluation, physical function evaluation, risk avoidance behavior evaluation, and vehicle dynamics calculation.

In addition, the controller 10 executes the awakening level determination process as described above based on the information acquired from the in-vehicle device 20 (S2). Further, the controller 10 determines whether or not the driver is in an awakened state based on the wakefulness determination result (S3). If the driver's wakefulness is lower than the predetermined threshold (S3: No; for example, wakefulness=“low”), the controller 10 executes automatic driving (autonomous driving) (S4). At this time, the controller 10 determines that the state of low arousal is lack of perceptual ability, and records it in the vehicle control history database (S5). In the vehicle control history database, the type of assistance executed (“automatic driving control”), the corresponding lack of ability (in this case, “perception ability”), the date and time of execution, the place of execution, etc. are recorded.

On the other hand, if the arousal level of the driver is greater than or equal to the predetermined threshold (S3: Yes; for example, arousal level = "medium" or "high"), the controller 10 performs traffic risk evaluation processing (S6) and travel risk evaluation processing. (S7) is executed. Specifically, the controller 10 determines whether or not there is a possibility that the current vehicle behavior (vehicle dynamics) poses a risk within a predetermined period of time, based on the traffic environment evaluation, the driving environment evaluation, and the like. The controller 10 calculates the time from the present time until the predicted risk (traffic risk and driving risk) occurs (that is, the risk margin time TTR (time to risk)). If the risk margin time TTR is less than or equal to a predetermined time (for example, 10 seconds), it is determined that there is a predicted risk. The risk margin time TTR is the estimated time until the vehicle 1 enters the risk area when the vehicle 1 maintains the current vehicle behavior (vehicle dynamics such as speed and acceleration). Entry into a risk area is, for example, a position in a curved road where a collision between the vehicle 1 and another vehicle or a spin of the vehicle 1 is predicted.

The controller 10 also calculates a target travel route based on the acquired information and driving request (S8). The target travel route includes a target travel locus (positional information of a plurality of positions) from the present to a predetermined time (for example, 10 seconds) from now and the speed at each position on the locus. The controller 10 uses the driving request and the results of the traffic environment evaluation, the driving environment evaluation, the physical function evaluation, etc., to calculate a target driving route having predetermined safety and driving efficiency. The controller 10 can calculate a plurality of target travel routes that satisfy predetermined constraints (for example, lateral acceleration equal to or less than a predetermined value). For example, when an obstacle exists in front of the vehicle 1, the controller 10 can set a plurality of target travel routes for avoiding the obstacle. Even if the vehicle 1 deviates from the target travel route, it is possible to travel another travel route. However, other travel routes are less than the predetermined standard, so travel efficiency and ride comfort are poor.

The controller 10 also calculates target vehicle dynamics for traveling the target travel route. The target vehicle dynamics includes velocity, acceleration, yaw rate, 3-axis rotational moment (pitch, yaw, roll), etc. at each position on the target travel route. The target vehicle dynamics is a control target value used when the vehicle 1 executes driving support control and automatic driving control. A plurality of target vehicle dynamics (or control target values) can be set corresponding to a plurality of target travel routes.

Furthermore, the controller 10 controls the operation amount of the target vehicle operation (accelerator opening, brake depression amount, steering angle, etc.) or a control signal for the vehicle control system 40. A plurality of target travel routes establish driving performance requirements having a predetermined range.

The controller 10 also performs cognitive load evaluation (S9) and driving ability evaluation (S10). The controller 10 uses the results of traffic environment evaluation, driving environment evaluation, physical function evaluation, etc. to calculate a predicted driving route based on the driver model. Based on this predicted travel route, the controller 10 calculates the time required for the driver to avoid the predicted risk (required risk avoidance time TER). For example, when an obstacle exists in front of the vehicle 1, the controller 10 predicts the vehicle operation that the driver will perform to avoid the obstacle based on the driver model. Then, the controller 10 sets the time required for the avoidance vehicle operation as the risk avoidance required time TER.

The controller 10 can update the driver model based on the difference between the driver's actual and predicted vehicle handling.
Note that the results of the awakening level determination and the results of the cognitive load evaluation may be used to correct the driving ability evaluation. For example, when the degree of arousal is low or the cognitive load is high, the driving ability evaluation is underestimated. In this case, the driving ability evaluation value (risk avoidance required time TER) is corrected by multiplying it by a predetermined coefficient k (k>1).

Next, the controller 10 determines whether or not operating conditions for driving support control for avoiding the predicted risk are satisfied (S11). If the operating condition is not satisfied (S11: No), the controller 10 terminates the process. On the other hand, if the operating condition is satisfied (S11: Yes), the controller 10 executes driving support control (S12) and records it in the vehicle control history database (S13). At this time, the controller 10 determines which of the plurality of abilities (perception ability, judgment ability, and motor ability) that make up the driving ability of the driver is caused by the lack of which ability the driving support control was executed. judge. The vehicle control history database records the type of driving support control, the corresponding lack of capacity, the date and time of execution, the place of execution, and the like.

Note that the controller 10 stores in the memory 12 correspondence data indicating a correspondence relationship between individual driving assistance controls in a plurality of driving assistance controls and driving abilities (perception, judgment, movement). The driving support control corresponding to perceptual ability is, for example, speed control for reducing the speed of the vehicle 1 to a legal speed, or a posture that is activated when the driver depresses the accelerator pedal 41b when the yaw rate of the vehicle 1 is equal to or higher than a predetermined value. This is stability control, which is attitude stability control that is activated when the brake pedal 42b is stepped on when the yaw rate of the vehicle 1 is equal to or higher than a predetermined value. In these cases, the driver does not perceive risks such as the speed exceeding the driving sign or the yaw rate of the vehicle 1 .

Further, the driving support control corresponding to the judgment ability is, for example, steering control or accelerator control that is activated when the steering angle is smaller or larger than the appropriate value while traveling on a curved road, or when the inter-vehicle distance between the vehicle ahead and the vehicle 1 fluctuates with time. Accelerator control or brake control that operates when a predetermined threshold is exceeded, lane departure prevention (lane keep assist) control that operates when the time variation of the steering angle exceeds a predetermined threshold, and the driver steps on the brake pedal 42b. This is brake control that operates when the timing is late. In these cases, the driver does not appropriately determine appropriate vehicle operation selection and operation timing of the operating units (accelerator pedal 41b, brake pedal 42b, steering wheel 43b) with respect to the risk.

Further, the driving support control corresponding to athletic ability includes brake control that is activated when the amount of depression of the brake pedal 42b is insufficient due to insufficient pedaling force, and accelerator control ( Attitude stability control is activated when the steering speed is faster than the target value, and steering control is activated when the steering speed is slower than the target value. In these cases, the driver cannot operate the operation unit with an appropriate operation amount and operation speed due to deterioration of physical functions.

Next, as shown in FIG. 5, the controller 10 determines whether or not the driving of the vehicle 1 has ended at predetermined time intervals (for example, 0.1 seconds) (S21). It should be noted that the controller 10 can determine that driving has ended, for example, when an engine off (IG off) signal of the vehicle 1 is detected and/or when the speed of the vehicle 1 is zero.

At the end of driving (S21: Yes), the controller 10 creates driving ability evaluation information (S22) and transmits it to the driver's information communication device 55 (S23). In addition, along with executing step S23, or instead of step S23, the driving ability evaluation information may be displayed on the information notification device 50 (specifically, the display device 51).

As shown in FIG. 6, when the driver receives the driving ability evaluation information by the information communication device 55, the driver can display the driving ability evaluation information 60 on the display screen 55a. The driving ability evaluation information 60 includes driving ability value information 61 indicating the evaluation value of the driving ability in the latest driving unit (for example, 5, 10, 20 hours (driving time or engine on time)), and driving ability value information 61 indicating the evaluation value of the driving ability in the latest driving unit (operating time or engine on time), It includes time change information 63 that indicates the time change of the driving ability value information 61 in (for example, two years) and automatic driving ratio information 64 that indicates the ratio of the operation time of the automatic driving control in the period of the latest driving unit. In this embodiment, the driving unit can be defined by time, such as driving time or engine on time.

In order to create the driving ability value information 61, the controller 10 counts the number of driving support control executions performed within a driving unit including the current time based on the vehicle control history database. Also, in order to create the time change information 63, the controller 10 counts the number of executions of the driving support control in each driving unit from a predetermined time ago to the present, based on the vehicle control history database. Furthermore, the controller 10 counts the execution time of the automatic driving control executed within the driving unit including the current time in order to create the automatic driving ratio information 64 .

The driving ability value information 61 represents the number of executions (execution frequency) of the driving support control executed in the latest driving unit, and includes the total number of executions 61A and the number of executions for each ability 62A (perception ability), 62B (judgment ability). ), including 62C (athletic performance). In the total number of times of execution 61A, the larger the total number of times that the driving support control intervenes in the driving unit, the larger the support ratio 61b and the smaller the driver ratio 61a. The same applies to the number of executions 62A, 62B, and 62C of driving support control related to each ability. In the present embodiment, the lower the number of times the driving support control is executed (that is, the higher the ratio of the driver ratio 61a), the higher the driving ability is evaluated. In FIG. 6, the driving support control is operated multiple times within the driving unit, and the number of executions 62C of the driving support control associated with athletic ability is relatively large.

The time change information 63 represents changes in the driver ratio 61a of the driving ability value information 61 over a predetermined period. In FIG. 6, the driver ratio 61a tends to decrease over time (that is, the driving ability tends to decrease). It should be noted that the time change information 63 may also include the time change of the ratio of drivers with each ability in the same manner as the driving ability value information 61 .

FIG. 7 shows a plurality of typical patterns of the total number of executions 61A of the driving ability value information 61. FIG. FIG. 7A shows an example in which driving support control did not operate in the latest driving unit. In this case, the driver can confirm that there is no problem with his driving ability. FIG. 7(B) is an example in which the driving support control is operated at a low rate or frequency. In this case, the driver recognizes that he or she may not be able to avoid the risk by driving alone, and is motivated to drive more carefully.

On the other hand, FIG. 7(C) is an example in which the driving support control operates at a relatively high rate. In this case, the driver perceives a decline in his or her driving ability. This motivates the driver to seek medical attention. FIG. 7(D) is an example in which the operating ratio of driving support control reaches a predetermined threshold value G. FIG. The threshold value G is set to a standard level for surrendering the driver's license. In this case, the driver has an opportunity to consider returning the driver's license. The driving ability value information 61 is an objective indicator of driving ability based on the intervention of driving support control. Therefore, the driver is likely to accept the fact that it is time to return the driver's license.

FIG. 8 also shows several typical patterns of time-varying information 63 . FIG. 8(A) is an example in which driving assistance control intervenes at a relatively high rate (eg, FIG. 7(B), FIG. 7(C)) and is maintained at the same level over a predetermined period of time. In this case, the driver is aware that his or her driving ability is declining due to some factor (illness, aging, etc.), but since the evaluation of driving ability is stable over time, there is no major anxiety. You can continue driving.

Also, in FIG. 8B, the driving support control intervenes at a low rate (for example, FIG. 7B), but the driving support control is temporarily at a high rate (for example, FIG. 7(D)). In this case, the high intervention rate was temporary, and the driver becomes cautious about driving.

On the other hand, FIG. 8(C) is an example in which the driving ability tends to decrease. The intervention rate of the driving support control tends to increase with time, and the driving ability reaches the threshold value G. In this case, the driver recognizes that his/her own driving ability has deteriorated, and is less likely to accept a medical examination at a hospital or surrender of the driver's license.

The operation of the vehicle control device 100 according to the embodiment of the present invention will be described below.
In the present embodiment, the vehicle control device 100 that assists the vehicle operation by the driver of the vehicle 1 determines whether or not the vehicle 1 is at risk due to the driver's vehicle operation, and determines that the risk occurs. In this case, the vehicle 1 is configured to execute driving support control so as to avoid risks (S12). The vehicle control device 100 records that the driving support control has been executed (S13), calculates the execution frequency of the driving support control in a predetermined driving unit, and evaluates the driving ability of the driver based on the execution frequency. Ability evaluation information 60 is created (S23), and the driving ability evaluation information 60 is notified to the driver (S23).

In this embodiment configured as described above, the driving ability evaluation information 60 is created based on the frequency with which the driving support control is executed for the risk caused by the driver's vehicle operation, and is notified to the driver. be done. Thus, in this embodiment, the driving ability of the driver can be obtained objectively from the performance of the driving support control as an index. Since the driving ability evaluation information 60 is an evaluation based on such objective data, the driver is likely to psychologically accept the evaluation of driving ability. Therefore, when the evaluation of the driving ability in the driving ability evaluation information 60 is low, the driver can use the driving ability evaluation information 60 as judgment material for voluntarily returning the driver's license.

Further, preferably in the present embodiment, the driving ability evaluation information 60 includes an evaluation of the driving ability of the driver in driving units. In this embodiment configured as described above, the driver can objectively grasp the driving ability of the driver in each driving unit.

Further, preferably in the present embodiment, the driving ability evaluation information 60 includes information 63 indicating temporal changes over a predetermined period of evaluation of the driver's driving ability in driving units. In this embodiment configured as described above, the driver can grasp the temporal change in the driver's driving ability from the temporal change information 63 .

Further, preferably in this embodiment, the vehicle control device 100 transmits the driving ability evaluation information 60 to the information communication device 55 outside the vehicle 1 . In this embodiment configured as described above, the driver can use the information communication device 55 to view the driving ability evaluation information 60 at any time.

Further, preferably in the present embodiment, the vehicle control device 100 determines which of the plurality of abilities constituting the driving ability of the driver is caused by the lack of which driving support control is executed, The plurality of abilities includes at least perceptual ability, judgment ability, and motor ability, and the driving ability evaluation information 60 includes evaluations (62A, 62B, 62C) of each of the plurality of abilities. In this embodiment configured as described above, the driver can objectively grasp the evaluation of the perceptual ability, the judgment ability, and the exercise ability that constitute the driving ability of the driver.

Further, preferably in this embodiment, the perceptual ability is the ability to perceive a risk, the judgment ability is the ability to determine the vehicle operation to be performed in response to the risk, and the motor ability is the ability to perform the risk. It is the ability to perform vehicle maneuvers that should be performed.

Reference Signs List 1 vehicle 10 controller 20 in-vehicle device 40 vehicle control system 50 information notification device 55 information communication device 60 driving ability evaluation information 100 vehicle control device

Claims (6)

A vehicle control device for assisting a vehicle operation by a vehicle driver,
Determining whether or not a risk occurs in the vehicle due to the vehicle operation by the driver, and executing driving support control so that the vehicle avoids the risk when it is determined that the risk occurs. configured as
The vehicle control device is
Record that the driving support control is executed,
calculating the execution frequency of the driving support control in a predetermined driving unit, and creating driving ability evaluation information that evaluates the driving ability of the driver based on the execution frequency;
A vehicle control device that notifies the driver of the driving ability evaluation information. 2. The vehicle control device according to claim 1, wherein said driving ability evaluation information includes an evaluation of said driver's driving ability in said driving units. 3. The vehicle control device according to claim 1, wherein said driving ability evaluation information includes information indicating temporal change over a predetermined period of evaluation of said driver's driving ability in said driving unit. The vehicle control device according to any one of claims 1 to 3, wherein said vehicle control device transmits said driving ability evaluation information to an information communication device external to said vehicle. The vehicle control device determines which of a plurality of abilities constituting the driving ability of the driver caused the driving support control to be executed due to a lack of the ability, and the plurality of abilities are at least The vehicle control device according to any one of claims 1 to 4, comprising perceptual ability, judgment ability, and motor ability, and wherein said driving ability evaluation information includes evaluation of each of said plurality of abilities. The perceptual ability is the ability to perceive the risk, the judgment ability is the ability to determine the vehicle operation to be performed in response to the risk, and the motor ability is the ability to perform vehicle operation in response to the risk. 6. The vehicle controller of claim 5, which is the ability to perform a maneuver.

Images