WO2015166721A1 - Vehicle controller - Google Patents

Abstract

An in-vehicle vehicle controller is provided with: a recording processing unit for recording operation history information indicating the driving operations performed by a driver and the locations where the driving operations were performed; and a driving control unit for executing, at a location indicated by the operation history information, automatic driving control of the vehicle on the basis of the driving operation indicated by the operation history information.

Description

Vehicle control device Cross-reference of related applications

This international application claims priority based on Japanese Patent Application No. 2014-95219 filed with the Japan Patent Office on May 2, 2014, and is based on Japanese Patent Application No. 2014-95219. The entire contents are incorporated by reference into this international application.

The present invention relates to a learning technique used in a vehicle.

A technique for performing automatic deceleration control when a vehicle travels a specific position is known. In Patent Document 1, when it is determined that the driver has performed a series of specific operations based on the driver's accelerator operation and brake operation, the timing at which the operation is performed is learned, and a control section for automatic deceleration control is set. Techniques for determining are disclosed.

JP 2011-98690 A

In one aspect of the present invention, it is desirable to provide a novel learning technique used in a vehicle.

One aspect of the present invention is a vehicle control device mounted on a vehicle, which records a driving operation performed by a driver and operation history information indicating a place where the driving operation is performed, A driving control unit that performs automatic driving control of the vehicle based on the driving operation represented by the operation history information at a place represented by the operation history information. According to such a configuration, for example, automatic driving control in which driving operation performed by the driver is learned is possible.

In the above configuration, the driving control unit may perform the automatic driving control on the condition that it is determined that the same driving operation is performed a plurality of times at the same place based on the operation history information. . According to such a configuration, for example, it is possible to perform automatic driving control in which a driving operation customarily performed by the driver is learned.

In the above configuration, the driving operation may be a brake operation, and the driving control unit may perform a braking control as the automatic driving control. According to such a configuration, for example, automatic braking control in which a brake operation performed by the driver is learned can be performed.

It is a block diagram which shows the structure of a vehicle-mounted system. It is a flowchart (1/2) of a travel information acquisition process. It is a flowchart (2/2) of a driving | running | working information acquisition process. It is a figure which shows the recording content of a driving | running | working information database. It is a figure which shows the recording content of a brake operation database. It is a figure which shows the recording content of the turn signal operation database. It is a figure which shows the recording content of the high beam operation database. It is a figure which shows the recording content of a channel selection database. It is a flowchart (1/2) of a driving assistance process. It is a flowchart (2/2) of a driving assistance process. It is a flowchart of a car storage process. It is a figure which shows the exemplary driving | operation from several different initial positions. It is a figure which shows the recording content of an exemplary driving | operation database. It is a flowchart of a stop-by guidance process. It is a flowchart of a prior air conditioning process. It is a block diagram which shows the structure of a communication system.

DESCRIPTION OF SYMBOLS 1 ... In-vehicle system, 8 ... Communication system, 9 ... Server, 11 ... Vehicle speed sensor, 12 ... Acceleration sensor, 13 ... Brake sensor, 14 ... Steering angle sensor, 15 ... Camera unit, 16 ... Radar unit, 17 ... Positioning unit, DESCRIPTION OF SYMBOLS 18 ... Automatic switch, 19 ... Cancel switch, 21 ... Memory unit, 22 ... User interface unit, 23 ... Sound output unit, 31 ... Engine ECU, 32 ... Brake ECU, 33 ... Steering ECU, 34 ... Winker ECU, 35 ... Body ECU, 36 ... smart key ECU, 37 ... air conditioner ECU, 38 ... headlight ECU, 41 ... control unit, 411 ... CPU, 412 ... ROM, 413 ... RAM.

Embodiments to which the present invention is applied will be described below with reference to the drawings.
[1. Constitution]
An in-vehicle system 1 shown in FIG. 1 is a system constructed by a plurality of electronic devices mounted on a vehicle (automobile).

The in-vehicle system 1 includes a vehicle speed sensor 11, an acceleration sensor 12, a brake sensor 13, a steering angle sensor 14, a camera unit 15, a radar unit 16, a positioning unit 17, an automatic switch 18, and a cancel switch 19. . The in-vehicle system 1 includes a storage unit 21, a user interface unit 22, and a sound output unit 23. Further, the in-vehicle system 1 includes an engine ECU 31, a brake ECU 32, a steering ECU 33, a blinker ECU 34, a body ECU 35, a smart key ECU 36, an air conditioner ECU 37, a headlight ECU 38, and a control unit 41.

The vehicle speed sensor 11 is a sensor that detects the speed of a vehicle (hereinafter referred to as “own vehicle”) on which the in-vehicle system 1 is mounted, and outputs a detection result to the control unit 41. Specifically, the vehicle speed sensor 11 detects the rotational speed of the axle based on the number of pulses per unit time output from a pulse generator attached to the axle, and based on the detected rotational speed, Calculate the speed.

The acceleration sensor 12 is a sensor that detects acceleration generated in the front-rear direction of the host vehicle, and outputs a detection result to the control unit 41. The acceleration includes not only positive acceleration but also negative acceleration (deceleration).

The brake sensor 13 is a sensor that detects a brake operation state (a brake pedal depression amount) by the driver, and outputs a detection result to the control unit 41.
The steering angle sensor 14 is a sensor that detects an operation state (steering amount) of the steering wheel by the driver, and outputs a detection result to the control unit 41.

The camera unit 15 is a unit that images a situation around the host vehicle with a camera mounted on the host vehicle, and outputs a captured image to the control unit 41. In this embodiment, a front camera that images the front of the host vehicle, a rear camera that images the rear of the host vehicle, and an indoor camera that images the interior of the host vehicle (the driver's face in this embodiment) Installed in the vehicle. The camera unit 15 outputs images captured by the front camera, the rear camera, and the indoor camera.

The radar unit 16 is a unit that detects a target based on the reflected wave of the irradiated radar wave, and outputs the detection result to the control unit 41. In the present embodiment, the radar unit 16 detects the relative position of a target existing on the front, left and right sides, and rear (that is, around the host vehicle) of the host vehicle with respect to the host vehicle. Note that millimeter waves, laser light, ultrasonic waves, and the like are used as radar waves.

The positioning unit 17 includes a GPS receiver, a gyroscope, and a distance sensor (not shown). The GPS receiver receives a transmission signal from a GPS (Global Positioning System) artificial satellite and detects the position coordinates and altitude of the host vehicle. The gyroscope outputs a detection signal corresponding to the angular velocity of the rotational motion applied to the host vehicle. The distance sensor outputs the travel distance of the host vehicle. The positioning unit 17 detects the position (latitude and longitude) and direction of the host vehicle based on the output signals of these sensors.

The automatic switch 18 is a switch for the driver to switch between a support permission mode that allows the driving support to be automatically executed and a support prohibit mode that prohibits the driving support from being automatically executed. is there.

The cancel switch 19 is a switch for the driver to perform an operation (cancellation operation) for canceling the driving support most recently started in the support permission mode. In the present embodiment, the automatic switch 18 and the cancel switch 19 are provided as dedicated physical switches. However, the present invention is not limited to this, and any configuration is possible as long as the driver can switch.

The storage unit 21 is a device for storing various data. The storage unit 21 stores map data used for the navigation function, various databases described later (FIGS. 4 to 8, FIG. 13), and the like.

The user interface unit 22 is a unit having a function of displaying an image on a display screen (display screen visible to the occupant) provided in the cabin of the host vehicle and a function of receiving an operation from the occupant. In this embodiment, a touch panel display is used.

The sound output unit 23 is a unit for outputting sound from a speaker into the room of the host vehicle.
The engine ECU 31 is an electronic control unit that controls engine start / stop, fuel injection amount (drive of the host vehicle), ignition timing, and the like.

The brake ECU 32 is an electronic control device that controls braking of the host vehicle.
The steering ECU 33 is an electronic control device that performs steering control.
The turn signal ECU 34 is an electronic control device that detects a driver's operation on a turn indicator (turn signal) of the host vehicle and controls the turn signal.

The body ECU 35 is an electronic control device that controls locking / unlocking of the door of the host vehicle.
The smart key ECU 36 is an electronic control device that performs control based on radio waves transmitted from a smart key (electronic key) possessed by the driver of the host vehicle. The smart key ECU 36 detects the presence of the driver based on the radio wave transmitted from the smart key, instructs the body ECU 35 to lock / unlock the door, or permits the engine to start based on the driver's operation. .

The air conditioner ECU 37 is an electronic control device that controls the air conditioning in the room of the host vehicle.
The headlight ECU 38 is an electronic control device that controls the headlight of the host vehicle. For example, the headlight ECU 38 switches the lighting state (high beam / low beam / off) of the headlight.

The control unit 41 is a unit that performs overall control of the in-vehicle system 1. The control unit 41 includes a CPU 411, a ROM 412, a RAM 413, and the like. In the control unit 41, processing according to a program recorded in a recording medium such as the ROM 412 is executed by a CPU 411 as a processing subject (computer). Further, the control unit 41 realizes a function as a navigation device, a function as an audio device (for example, a function of receiving a radio wave from a selected radio station and causing the sound output unit 23 to reproduce it).

[2. processing]
Next, various processes executed by the control unit 41 (specifically, the CPU 411) according to a program will be described. Each process described below (FIGS. 2 to 3, FIG. 9 to FIG. 11, FIG. 14 to FIG. 15) is executed independently.

[2-1. Driving information acquisition process]
First, the travel information acquisition process executed by the control unit 41 will be described with reference to the flowcharts of FIGS. 2 to 3 is started when the ACC switch of the vehicle is turned on.

First, the control unit 41 identifies an occupant riding in the host vehicle (S101). In the present embodiment, an image captured by the indoor camera is input from the camera unit 15 and the driver is identified by analyzing the input captured image (face recognition). It should be noted that the identification target occupant is not limited to the driver, and for example, an occupant other than the driver (passenger seat or rear seat occupant) may be identified.

Subsequently, the control unit 41 includes the current date and time (boarding date and time), the current position (boarding position) of the host vehicle detected by the positioning unit 17, the occupant (driver in the present embodiment) identified in S101, Is stored in the storage unit 21 (S102). Specifically, as shown in FIG. 4, a travel information database for recording travel information (travel log) is constructed in the storage unit 21. In this step, a new data string is added to the travel information database, and among the items of the new data string, the boarding date and time, the boarding position, and the driver are recorded.

Subsequently, the control unit 41 determines whether or not the current position of the host vehicle detected by the positioning unit 17 (a position that changes as the host vehicle travels) is a brake point recorded in a brake operation database described later. Is determined (S103). The brake point here is a point where a brake operation has been performed in the past by the driver of the host vehicle, and is recorded (stored) in the brake operation database of the storage unit 21 in the process (S106) described later. The determination that the current position is a brake point is made according to a determination logic that takes into account the detection error of the positioning unit 17.

When the control unit 41 determines in S103 that the current position is a brake point (S103: YES), the current date and time (date and time when the brake point was passed), the occupant identified in S101, and information on the brake operation Are stored in the storage unit 21 (S104), and the process proceeds to S107. Specifically, as shown in FIG. 5, a brake operation database for recording a brake operation (brake operation log) at a brake point is constructed in the storage unit 21. In this step, a new data string is added to the brake operation database, and among the items of the new data string, the brake point (recorded point), the date and time when the brake point was passed, the driver, Information on the brake operation at the brake point is recorded. As brake operation information, a brake operation state (a brake pedal depression amount) detected by the brake sensor 13 is recorded. However, the present invention is not limited to this. For example, in addition to or in place of the brake operation state, the acceleration (deceleration) detected by the acceleration sensor 12 and the speed (deceleration) detected by the vehicle speed sensor 11 are used. (Minimum speed) can be recorded.

On the other hand, when it is determined in S103 that the current position is not a brake point (S103: NO), the control unit 41 determines whether or not a brake operation satisfying the recording condition has been performed (S105). The recording condition here is a condition for excluding, for example, a minor brake operation that finely adjusts the inter-vehicle distance. Therefore, a condition that the deceleration is a predetermined ratio or more, a condition that the amount of depression of the brake pedal is a predetermined amount or more, and the like can be examples of the recording condition.

When it is determined that the brake operation satisfying the recording condition has been performed in S105 (S105: YES), the control unit 41 stores the current position of the host vehicle in the storage unit 21 as a brake point (S106), and the process is performed in S107. To move to. In this step, a new data string is added to the brake operation database, and among the items of the new data string, the brake point (the coordinates of the new point), the date and time when the brake point was passed, the driver, , Information on the brake operation at the brake point is recorded. The contents of the record items in the brake operation database are as described in S104.

On the other hand, if the control unit 41 determines in S105 that the brake operation satisfying the recording condition has not been performed (S105: NO), the control unit 41 skips S106 and shifts the process to S107.

In S107, the control unit 41 determines whether or not the current position of the host vehicle is a turn signal point recorded in a turn signal operation database to be described later. The winker point here is a point where the driver of the host vehicle has performed a winker operation in the past, and is recorded (stored) in the winker operation database of the storage unit 21 in the process (S110) described later. Note that the determination that the current position is the blinker point is made according to a determination logic that takes into account the detection error of the positioning unit 17 as in the brake point determination (S103).

If the control unit 41 determines in S107 that the current position is a winker point (S107: YES), the current date and time (date and time when the winker point is passed), the occupant identified in S101, and information on the winker operation Are stored in the storage unit 21 (S108), and the process proceeds to S111. Specifically, as shown in FIG. 6, a winker operation database for recording a winker operation (a winker operation log) at a winker point is constructed in the storage unit 21. In this step, a new data string is added to the winker operation database, and among the items of the new data string, the winker point (recorded point), the date and time that passed the winker point, the driver, Information on turn signal operation at a turn signal point is recorded. As the blinker operation information, the blinker operation state (left blinker / right blinker / off) detected by the blinker ECU 34 is recorded.

On the other hand, if the control unit 41 determines in S107 that the current position is not a winker point (S107: NO), it determines whether a winker operation and a steering operation have been performed (S109). For example, when the host vehicle turns to the right, the right turn signal is first turned on, then the steering operation in the right direction is performed, and then the turn signal is turned off. In this step, it is determined whether or not such a winker operation and a steering operation are performed.

When the control unit 41 determines that the winker operation and the steering operation are performed in S109 (S109: YES), the control unit 41 stores the current position in the storage unit 21 as the winker point (S110), and shifts the process to S111. In this step, a new data string is added to the winker operation database, and among the items of the new data string, the winker point (the coordinates of the new point), the date and time when the winker point is passed, and the driver , Information on turn signal operation at a turn signal point is recorded. The contents of the record items in the winker operation database are as described in S108. The recording condition may be that the current position is an intersection based on the map data so that the winker operation for changing the lane is excluded.

On the other hand, when it is determined in S109 that the winker operation and the steering operation are not performed (S109: NO), the control unit 41 skips S110 and shifts the process to S111.

In S111, the control unit 41 determines whether or not the current position of the host vehicle is a high beam point recorded in a high beam operation database to be described later. The high beam point here is a point where an operation for changing the headlight lighting state to a high beam (high beam operation) has been performed in the past by the driver of the host vehicle, and the high beam of the storage unit 21 in the process (S114) described later. Recorded (stored) in the operation database. Note that the determination that the current position is the high beam point is made according to the determination logic that takes into account the detection error of the positioning unit 17 as in the brake point determination (S103).

If the control unit 41 determines in S111 that the current position is a high beam point (S111: YES), the current date and time (date and time when the vehicle passed through the high beam point), the occupant identified in S101, and information on the high beam operation Are stored in the storage unit 21 (S112), and the process proceeds to S115. Specifically, as shown in FIG. 7, a high beam operation database for recording a high beam operation (high beam operation log) at a high beam point is constructed in the storage unit 21. In this step, a new data string is added to the high beam operation database, and among the items of the new data string, the high beam point (recorded point), the date and time when the high beam point was passed, the driver, Information on high beam operation at the high beam point is recorded. As the information on the high beam operation, the lighting state (high beam / low beam / off) of the headlight detected by the headlight ECU 38 is recorded.

On the other hand, if it is determined in S111 that the current position is not a high beam point (S111: NO), the control unit 41 determines whether a high beam operation has been performed (S113).
If the control unit 41 determines in S113 that a high beam operation has been performed (S113: YES), the control unit 41 stores the current position in the storage unit 21 as a high beam point (S114), and shifts the process to S115. In this step, a new data string is added to the high beam operation database, and among the items of the new data string, the high beam point (the coordinates of the new point), the date and time when the high beam point is passed, the driver, Information on high beam operation at a high beam point is recorded. The contents of the recording items in the high beam operation database are as described in S112. In this example, the point where the high beam operation is performed is recorded as the high beam point. Instead, all the points where the headlights are lit in the high beam state are recorded as the high beam points. It may be.

On the other hand, if it is determined in S113 that the high beam operation is not performed (S113: NO), the control unit 41 skips S114 and shifts the process to S115.
In S115, the control unit 41 determines whether or not an operation for selecting a radio station has been performed by the occupant via the user interface unit 22. If the control unit 41 determines in S115 that an operation for selecting a radio station has been performed (S115: YES), the current date and time (the date and time when the channel selection operation was performed) and the current position of the host vehicle ( The channel selection position), the occupant identified in S101, and the information of the selected radio station are stored in the storage unit 21 (S116), and the process proceeds to S117. Specifically, as shown in FIG. 8, a channel selection database for recording a channel selection operation (channel selection log) is constructed in the storage unit 21. In this step, a new data string is added to the channel selection database, and among the items of the new data string, the channel selection date and time, the channel selection position, the driver, and the radio station information are recorded. Is done.

On the other hand, if the control unit 41 determines in S115 that the operation of selecting a radio station has not been performed (S115: NO), it skips S116 and shifts the process to S117.

In S117, the control unit 41 determines whether or not the ACC switch is turned off. If the control unit 41 determines in S117 that the ACC switch is not turned off (S117: NO), it returns the process to S103. That is, the processes after S103 described above are repeated.

On the other hand, if the control unit 41 determines that the ACC switch is turned off in S117 (S117: YES), the current date and time (alighting date and time) and the current position of the host vehicle (alighting position) detected by the positioning unit 17 ) Is stored in the storage unit 21 (S118), and the travel information acquisition process of FIGS. 2 to 3 is terminated. Specifically, alighting date and time and alighting position are recorded among the items of the data string added to the travel information database in S102. In addition, the boarding time (time from boarding to getting off) is specified by taking the difference between the boarding date and time and the boarding date and time.

[2-2. Driving support processing]
Next, the driving support processing executed by the control unit 41 will be described with reference to the flowcharts of FIGS. 9 to 10 starts when both the ACC switch and the support permission mode of the vehicle are turned on, and ends when at least one of them is turned off.

First, the control unit 41 identifies an occupant riding in the host vehicle (S201). The identification method and identification target are the same as S101 in the above-described travel information acquisition process (FIGS. 2 to 3).

Subsequently, the control unit 41 automatically selects a radio station according to the occupant (driver) identified in S201 based on the channel selection database (FIG. 8) (S202). In the present embodiment, the radio station selected by the driver in the past is identified based on the tuning database, and the radio station with the largest number of tunings is identified as the radio station corresponding to the driver. Note that the radio station identification method according to the passenger is not limited to this. For example, a radio station identification method (for example, the latest predetermined number of data) is selected so that the newer data is selected as the channel selection date and time. And a method of specifying a radio station so that data closer to the current position is more important, and various methods can be employed.

Subsequently, the control unit 41 determines whether or not the current position of the host vehicle is a brake point recorded in the brake operation database (S203). Note that the determination that the current position is a brake point is made according to the determination logic that takes into account the detection error of the positioning unit 17 as in S103 of the travel information acquisition process (FIGS. 2 to 3) described above.

When the control unit 41 determines in S203 that the current position is the brake point (S203: YES), the control unit 41 determines the current state regarding the brake support condition (S204). The brake support condition here is a condition for performing brake support control. The brake support control is a control for automatically applying a brake when the driver is insufficient in a brake operation (including that the brake operation itself is not performed) in a situation where the brake is to be applied (brake control). That is. In the present embodiment, when a brake operation is performed at a high rate at the same point, the point is specified as a point where the brake should be performed, and a situation passing through the point is determined as a situation where the brake operation should be performed. To do.

Specifically, for example, the latest predetermined number (for example, 10) of data regarding the brake point corresponding to the current position of the host vehicle is referred to in the brake operation database. And when the ratio which is operating brake operation among predetermined number of data is more than predetermined value (for example, 80%), it determines with satisfy | filling the conditions which should perform brake assistance control. The predetermined value here is set to a value that satisfies that the brake operation has been performed a plurality of times. On the other hand, when the ratio is less than the predetermined value or when the data is less than the predetermined number, it is determined that the condition for performing the brake support control is not satisfied.

By such a determination, a driver-specific driving operation, in this example, a customary braking operation at a specific place (for example, an intersection with poor visibility) is learned. The conditions for performing the brake support control are not limited to this. For example, when the brake operation is continuously performed a predetermined number of times (for example, 10 times), the condition for performing the brake support control is satisfied. It may be determined that In addition, when the ratio of the brake operation at the brake point is low (for example, 30% or less), there is a high possibility that the brake operation does not depend on the point, and therefore data on the brake point in the brake operation database. May be deleted.

Subsequently, the control unit 41 determines whether or not the current state satisfies the brake support condition as a result of the determination in S204 (S205). When it is determined in S205 that the current state satisfies the brake support condition (S205: YES), the control unit 41 causes the brake ECU 32 to execute the brake support control (S206). The brake support control is executed for a certain time. The degree of braking by the brake assist control is set based on the brake operation information recorded in the brake operation database.

Subsequently, the control unit 41 determines whether or not the operation (cancellation operation) of the cancel switch 19 has been performed by the driver (S207). When it is determined that the cancel operation has been performed in S207 (S207: YES), the control unit 41 interrupts (cancels) the brake support control (S208), and shifts the process to S209. That is, when the driver does not want the brake support control at the current position, the brake support control is interrupted. When a cancel operation is performed, all data regarding the brake point corresponding to the current position of the host vehicle in the brake operation database may be deleted.

On the other hand, if the control unit 41 determines in S207 that the cancel operation has not been performed (S207: NO), it skips S208 and shifts the process to S209. That is, the brake support control is executed without interruption.

Further, when the control unit 41 determines in S203 that the current position is not a brake point (S203: NO), or when it determines that the current state does not satisfy the brake support condition in S205 (S205: NO). , S206 to S208 are skipped, and the process proceeds to S209.

In S209, the control unit 41 determines whether or not the current position of the host vehicle is a turn signal point recorded in the turn signal operation database. Note that the determination that the current position is the blinker point is made according to the determination logic that takes into account the detection error of the positioning unit 17, as in S107 of the travel information acquisition process (FIGS. 2 to 3) described above.

If the control unit 41 determines in S209 that the current position is the turn signal point (S209: YES), the control unit 41 determines the current state regarding the turn signal support conditions (S210). The winker support condition here is a condition for performing winker support control. The winker support control is a control for automatically operating the winker when the winker operation is not performed by the driver in a situation where the winker operation is to be performed. In the present embodiment, when a winker operation is performed at a high rate at the same point, the point is specified as a point where the winker operation is to be performed, and a situation passing through the point is defined as a situation where the winker operation is to be performed. judge.

Specifically, for example, the latest predetermined number (for example, 10) of data about the winker point corresponding to the current position of the host vehicle is referred to in the winker operation database. And when the ratio which is performing the same blinker operation among predetermined number of data is more than predetermined value (for example, 80%), it determines with satisfy | filling the conditions which should perform blinker assistance control. The predetermined value here is set to a value that satisfies that the same blinker operation is performed a plurality of times. On the other hand, when the ratio is less than the predetermined value or when the data is less than the predetermined number, it is determined that the condition for performing the blinker support control is not satisfied.

Such a determination makes it possible to specify a point where the driver habitually performs a turn signal operation (for example, an intersection that turns right or left on a commuting route). Note that the condition for performing the turn signal support control is not limited to this. For example, when the turn signal operation is continuously performed a predetermined number of times (for example, 10 times), the condition for performing the turn signal support control is satisfied. It may be determined that In addition, when the percentage of the turn signal operation at the turn signal point is low (for example, 30% or less), there is a high possibility that the turn signal operation does not depend on the point, and therefore data on the turn signal point in the turn signal operation database. May be deleted.

Subsequently, the control unit 41 determines whether or not the current state satisfies the winker support condition as a result of the determination in S210 (S211). If the control unit 41 determines in S211 that the current state satisfies the winker support condition (S211: YES), the control unit 41 shifts the process to S213.

On the other hand, if the control unit 41 determines in S209 that the current position is not the turn signal point (S209: NO), or if it is determined in S211 that the current state does not satisfy the turn signal support conditions (S211: NO). Then, it is determined whether or not it is the route guidance timing by the navigation function (S212). The route guidance timing here refers to the timing at which guidance such as turning right or left is performed (timing located at a predetermined distance before the intersection where right or left turns are performed) in a state where the route guidance is being performed by the navigation function. That is.

If the control unit 41 determines in S212 that it is the route guidance timing (S212: YES), it shifts the process to S213.
In S213, the control unit 41 causes the winker ECU 34 to perform winker support control. The turn signal support control is executed for a certain time. The direction of the turn signal (left turn signal / right turn signal) by the turn signal support control is set based on the turn signal operation information recorded in the turn signal operation database.

Subsequently, the control unit 41 determines whether or not an operation (cancellation operation) of the cancel switch 19 has been performed by the driver (S214). If the control unit 41 determines in S214 that the cancel operation has been performed (S214: YES), the control unit 41 proceeds to S216.

On the other hand, if the control unit 41 determines in S214 that the cancel operation has not been performed (S214: NO), the control unit 41 determines whether or not the driver has ignored (reversed) the route guidance by the navigation function. Determination is made (S215). If the control unit 41 determines in S215 that the driver has traveled ignoring the route guidance (S215: YES), the control unit 41 shifts the process to S216.

In S216, the control unit 41 interrupts (cancels) the blinker support control, and shifts the processing to S217. That is, if the driver does not want the turn signal support control at the current position, the turn signal support control is interrupted. If a cancel operation is performed for the turn signal support control based on the premise that the turn signal support condition is satisfied, all the data on the turn signal point corresponding to the current position of the host vehicle in the turn signal operation database is deleted. You may do it. Further, when the cancel operation is performed for the turn signal support control based on the route guidance timing, the turn signal support control may not be performed for all the guides on the set route.

On the other hand, if the control unit 41 determines in S215 that the driver has not traveled ignoring the route guidance, specifically, if it has been determined that the driver has traveled according to the route guidance, or the route guidance has not been provided. (S215: NO), S216 is skipped and the process proceeds to S217.

If the control unit 41 determines that it is not the route guidance timing in S212 (S212: NO), it skips S213 to S216 and shifts the process to S217.
In S217, the control unit 41 determines whether or not the current position of the host vehicle is a high beam point recorded in the high beam operation database. Note that the determination that the current position is the high beam point is made according to the determination logic that takes into account the detection error of the positioning unit 17 as in S111 of the travel information acquisition process (FIGS. 2 to 3) described above.

When the control unit 41 determines in S217 that the current position is a high beam point (S217: YES), the control unit 41 determines the current state regarding the high beam support condition (S218). Here, the high beam support condition is a condition for performing high beam support control. The high beam assist control is a control for automatically turning on the headlight lighting state when the driver does not perform the high beam operation in a situation where the high beam operation is to be performed. In the present embodiment, when a high beam operation is performed at a high rate at the same point, the point is specified as a point where the high beam operation is to be performed, and a situation where the high beam operation is performed is defined as a situation where the high beam operation is performed. judge.

Specifically, for example, the latest predetermined number (for example, 10) of data regarding the high beam point corresponding to the current position of the host vehicle is referred to in the high beam operation database. Then, when the ratio of performing the high beam operation among the predetermined number of data is a predetermined value (for example, 80%) or more, it is determined that the condition for performing the high beam support control is satisfied. The predetermined value here is set to a value that satisfies the fact that the high beam operation has been performed a plurality of times. On the other hand, when the ratio is less than the predetermined value or when the data is less than the predetermined number, it is determined that the condition for performing the high beam support control is not satisfied.

By such a determination, a driving operation specific to the driver, in this example, a high beam operation at a specific place (for example, a road with few street lamps) is learned. The conditions for performing the high beam support control are not limited to this. For example, when the high beam operation is continuously performed a predetermined number of times (for example, 10 times), the condition for performing the high beam support control is satisfied. It may be determined that In addition, when the ratio of high beam operation at a high beam point is low (for example, 30% or less), there is a high possibility that the high beam operation is not dependent on the point, and therefore data on the high beam point in the high beam operation database. May be deleted.

Subsequently, as a result of the determination in S218, the control unit 41 determines whether the current state satisfies the high beam support condition (S219). If it is determined in S219 that the current state satisfies the high beam support condition (S219: YES), the control unit 41 causes the headlight ECU 38 to execute high beam support control (S220). The high beam support control is executed for a certain time.

Subsequently, the control unit 41 determines whether or not an operation (cancellation operation) of the cancel switch 19 has been performed by the driver (S221). If the control unit 41 determines in S221 that the cancel operation has been performed (S221: YES), the control unit 41 interrupts (cancels) the high beam support control (S222), and returns the process to S203. That is, when the driver does not desire the high beam support control at the current position, the high beam support control is interrupted. When the cancel operation is performed, all data regarding the high beam point corresponding to the current position of the host vehicle in the high beam operation database may be deleted.

On the other hand, if the control unit 41 determines in S221 that the cancel operation has not been performed (S221: NO), it skips S222 and returns the process to S203. That is, the high beam support control is executed without interruption.

Further, when the control unit 41 determines in S217 that the current position is not a high beam point (S217: NO), or in S219, it is determined that the current state does not satisfy the high beam support condition (S219: NO). , S220 to S222 are skipped, and the process returns to S203.

[2-3. Car garage processing]
Next, the car storage process executed by the control unit 41 will be described with reference to the flowchart of FIG. Note that the car warehousing process in FIG. 11 is started by performing a predetermined car warehousing start operation via the user interface unit 22 in a state where the engine is operating.

First, the control unit 41 detects the current position of the host vehicle detected by the positioning unit 17, captured images of the front and rear of the host vehicle input from the camera unit 15, and objects around the host vehicle detected by the radar unit 16. Based on the mark, the surrounding situation of the host vehicle is confirmed (S301). Specifically, identification information of a parking lot (for example, a parking lot at home or a parking lot other than home) is specified based on the current position. Then, based on the captured image and the target, the relative position between the target (fixed object) around the host vehicle and the host vehicle is specified, and the position of the host vehicle is corrected thereby, thereby specifying the position specified in the past. The relative position with respect to is accurately identified. Furthermore, the presence of an object that can be an obstacle when entering the garage is specified based on the captured image and the target.

Subsequently, the control unit 41 determines the current state regarding the car storage condition (S302). The car storage condition here is a condition under which car storage control can be executed. The car garage entry control is a control for automatically placing the garage of the own vehicle (parking at a predetermined position) based on an example operation recorded in an example operation database (FIG. 13) described later. In this embodiment, the required number of exemplary drivings for the specified parking lot is recorded, that the recorded exemplary driving allows garage from the position of the host vehicle, and did not exist at the time of exemplary driving When all the conditions that a new obstacle does not exist are satisfied, it is determined that the garage storage condition is satisfied.

Specifically, for example, as shown in FIG. 12, as a plurality of information representing a driving operation to the same parking position, the first exemplary driving E1 in which the garage is entered from the first initial position P1, and the first It is assumed that the second exemplary operation E2 in which the garage is entered from the second initial position P2 different from the first initial position P1 is recorded. In this case, even if the current position of the host vehicle is the third initial position P3 that is different from the first initial position P1 and the second initial position P2, the third initial position P3 is determined according to a predetermined condition (for example, the first If the first initial position P1 and the second initial position P2 are satisfied), the first initial position P3 and the second exemplary position E3 are appropriately set based on the first exemplary operation E1 and the second exemplary operation E2. A simple operation E3 can be calculated. For example, if the third initial position P3 is an intermediate position between the first initial position P1 and the second initial position P2, it is calculated as an average operation of the exemplary operation E1 and the exemplary operation E2, and one of the initial positions It is possible to calculate as a weighted average that increases the weight of the exemplary operation from the initial position the closer to. Therefore, in the present embodiment, the required number (for example, two) or more of the exemplary driving is recorded, and it is possible to enter the garage from the current position of the own vehicle by the recorded exemplary driving (recorded). That can be calculated from the model driving) is a necessary condition for the car storage condition to be satisfied. When three or more exemplary operations are recorded, a weighted average calculation of three or more exemplary operations may be performed.

Furthermore, in the present embodiment, the absence of new obstacles that did not exist during the exemplary driving is a necessary condition for satisfying the garage storage condition. In other words, a necessary condition for satisfying the garage storage condition is that more than the required number of exemplary driving performed in the same situation as the current situation (the position of the obstacle, etc.) is recorded. As a case where a new obstacle exists, for example, a fence or a pole is newly installed.

Subsequently, the control unit 41 determines whether or not car storage control is possible as a determination result of S302 (S303). If the control unit 41 determines in S303 that the car storage control is not possible (S303: NO), the control unit 41 causes the user interface unit 22 to display a message instructing recording of the model driving (S304). That is, if it is not in a state in which the car can be stored, a process for newly recording the model operation is performed.

Subsequently, the control unit 41 causes the storage unit 21 to store the model operation for garage storage performed by the driver (S305), and ends the garage storage processing of FIG. Specifically, as illustrated in FIG. 13, an exemplary operation database for recording exemplary operation information is constructed in the storage unit 21. In this step, the parking lot identification information (for example, location information indicating the location of the parking lot), information indicating the area where the obstacle is present, the position of the host vehicle from the initial position to the parking position, speed, acceleration, steering Information indicating time-dependent changes such as corners (information necessary for reproduction of the model operation) and the model operation database are recorded.

On the other hand, if the control unit 41 determines in S303 that the car storage control is possible (S303: YES), the control unit 41 displays a message on the user interface unit 22 indicating that the car storage control is possible. (S306).

Subsequently, the control unit 41 determines whether or not a start confirmation operation for confirming the start of the car storage control has been performed by the occupant via the user interface unit 22 (S307). Here, the start confirmation operation is an operation for immediately starting the car storage control. In other words, this is an operation for starting the garage storage control while the occupant is still in the own vehicle.

When it is determined in S307 that the start confirmation operation has not been performed (S307: NO), the control unit 41 determines whether or not an occupant has exited from the own vehicle (S308). That is, it is determined whether or not an occupant is in the own vehicle. In the present embodiment, after all the doors are locked after the opening / closing operation of the vehicle's door is performed one or more times, it is determined that the passenger has exited from the vehicle. In addition, the determination of getting off is not limited to this, and may be determined based on, for example, an image captured by an indoor camera, presence / absence of transmission radio waves from a smart key, and the like.

If the control unit 41 determines in S308 that the occupant has not got off (S308: NO), the control unit 41 returns the process to S307.
On the other hand, if the control unit 41 determines in S307 that the start confirmation operation has been performed (S307: YES), and if it is determined in S308 that the occupant has got off (S308: YES), the process proceeds to S309. Let

In S309, the control unit 41 executes car storage control and shifts the process to S310 after the parking of the host vehicle is completed. As described above, the car storage control is performed based on the recorded exemplary operation. Specifically, for example, if the current position of the host vehicle is the same as the recorded initial position, the steering angle, speed, and the like are controlled according to the exemplary operation from the initial position. Also, for example, if the current position of the host vehicle is located between two recorded initial positions, the steering angle and speed calculated as a weighted average of exemplary driving from the two initial positions Be controlled.

In S310, the control unit 41 determines whether there is an occupant in the room of the host vehicle. In this embodiment, when it determines with a passenger | crew getting off by S308 mentioned above, it determines with a passenger | crew not existing. Note that it may be determined that no occupant is present when the radio wave transmitted from the smart key cannot be received. In that case, the door may be automatically locked.

If the control unit 41 determines in S310 that no occupant is present in the cabin of the host vehicle (S310: NO), the control unit 41 stops the engine of the host vehicle (S311) and ends the car storage process of FIG. In other words, even when the occupant is not in the vehicle, the operation of the engine is continued until the parking of the host vehicle is completed. It should be noted that the engine may be automatically stopped when a predetermined time elapses without the occupant.

On the other hand, if the control unit 41 determines in S310 that an occupant is present in the cabin of the host vehicle (S310: YES), it skips S311 and ends the car storage process in FIG.

[2-4. Stop-by guidance process]
Next, the stop guidance process executed by the control unit 41 will be described with reference to the flowchart of FIG. 14 is started when the ACC switch is turned on, and is ended when the ACC switch is turned off.

First, the control unit 41 identifies an occupant riding in the host vehicle (S401). The identification method and identification target are the same as S101 in the above-described travel information acquisition process (FIGS. 2 to 3).

Subsequently, the control unit 41 calculates a break timing based on the past boarding time (S402). As described above, the boarding time (time from boarding to getting off) is specified by taking the difference between the boarding date and time and the boarding date and time stored in the travel information database. When a plurality of boarding times are stored for the occupant (driver) identified in S401, one boarding time (for example, an average value) is calculated based on the plurality of boarding times. Then, by adding the boarding time to the current time, a break timing (a time when a break is assumed) is calculated. Note that a time earlier than the calculated time may be set as the break timing.

Subsequently, the control unit 41 determines whether or not the current time is the break timing (the break timing has been reached) (S403). That is, it is determined whether or not the occupant is in a state to take a break.

If the control unit 41 determines in S403 that it is not a break timing (S403: NO), the process returns to S402.
On the other hand, if the control unit 41 determines in S403 that it is a break timing (S403: YES), the control unit 41 displays an instruction (message) to the user on the user interface unit 22 (S404). In the present embodiment, the control unit 41 causes the user interface unit 22 to display information on a break spot (for example, a highway service area) close to the current position.

Subsequently, the control unit 41 searches for recommended spots based on past drop-in facilities (S405). A past stop-in facility is specified by detecting which facility in the map represented by the map data the getting-off position stored in the travel information database indicates. In the present embodiment, the control unit 41 estimates the passenger's preference based on the past drop-in facility for the passenger identified in S401. Then, the control unit 41 searches for a facility that matches the passenger's preference as a recommended spot from the facilities close to the current position.

Subsequently, the control unit 41 causes the user interface unit 22 to display the recommended spot information searched in S405 (S406). Thereafter, the control unit 41 returns the process to S402.

[2-5. Pre-air conditioning treatment]
Next, the pre-air conditioning process executed by the control unit 41 will be described with reference to the flowchart of FIG. Note that the pre-air conditioning process in FIG. 15 starts when the ACC switch is turned off and ends when the ACC switch is turned on.

First, the control unit 41 predicts the boarding time of the occupant on the own vehicle (S501). In the present embodiment, the boarding time is predicted by specifying the law based on the past boarding date and time and the boarding position stored in the travel information database. For example, the law that the tendency to get on at home around 7 o'clock in the morning on weekdays is specified, and the boarding time is predicted from the average value of the corresponding boarding times.

Subsequently, the control unit 41 determines whether or not it is a predetermined time before the predicted time (a time has reached a predetermined time before the predicted time) (S502). If the control unit 41 determines in S502 that it is not a predetermined time before the predicted time (S502: NO), it returns the process to S501.

On the other hand, if the control unit 41 determines in S502 that it is a predetermined time before the predicted time (S502: YES), it causes the air conditioner ECU 37 to operate the air conditioning (S503). Thereby, before a passenger | crew gets on, the interior of the own vehicle is adjusted to a comfortable temperature.

Subsequently, the control unit 41 determines whether or not a predetermined time has elapsed since the air conditioning was activated (S504). The control unit 41 waits while determining that the predetermined time has not elapsed in S504 (S504: NO).

On the other hand, if the control unit 41 determines in S504 that the predetermined time has elapsed (S504: YES), the control unit 41 stops the air conditioning (S505) and returns the process to S501. That is, if the occupant does not get on even after the predicted time has elapsed, the air conditioning is stopped because there is a possibility that the prediction has been lost. In addition, when boarding is detected before predetermined time passes, you may make it continue air conditioning. In addition, the driver's favorite air conditioning temperature, temperature adjustment speed, and the like may be learned during normal driving, and air conditioning according to the learning result may be performed.

[3. effect]
According to the embodiment described above in detail, the following effects can be obtained.
[3A] The control unit 41 records the operation history information indicating the driving operation performed by the driver and the place where the driving operation is performed. Specifically, the control unit 41 records the brake operation performed by the driver and the place (brake point) where the brake operation is performed as operation history information in the brake operation database (S106, S104). Further, the control unit 41 records the turn signal operation performed by the driver and the place (the turn signal point) where the turn signal operation is performed as operation history information in the turn signal operation database (S110, S108).

The control unit 41 performs automatic driving control of the vehicle based on the driving operation represented by the operation history information at the place represented by the operation history information. Specifically, the control unit 41 executes brake support control based on the brake operation recorded in the brake operation database at the brake point recorded in the brake operation database (S206). In addition, the control unit 41 executes turn signal support control based on the turn signal operation recorded in the turn signal operation database at the turn signal point recorded in the turn signal operation database (S213).

According to such a configuration, it is possible to realize the brake support control and the turn signal support control in which the brake operation and the turn signal operation performed by the driver are learned. Therefore, automatic driving control corresponding to the driver can be realized.

[3B] The control unit 41 performs automatic driving control on the condition that it is determined that the same driving operation is performed a plurality of times at the same place based on the operation history information. In the present embodiment, the control unit 41 performs the brake assist control when the ratio of the brake operation performed in the latest predetermined number of data recorded in the brake operation database is a predetermined value or more (S203). To S206). In the present embodiment, the control unit 41 performs turn signal support control when the ratio of the turn signal operation being performed is greater than or equal to a predetermined value among the latest predetermined number of data recorded in the turn signal operation database. (S209 to S213).

According to such a configuration, it is possible to perform automatic driving control in which driving operation that is customarily performed by the driver is learned. For example, automatic driving control is performed when you have accidentally forgotten a driving operation that should be performed on a road that is routinely driven and is routinely operated, such as a commuting route. Is called. For this reason, forgetting to stop once is prevented, and safety can be improved. Moreover, since the blinker automatically operates at the intersection that bends on a daily basis, it is possible to reduce the trouble of driving operation.

[3C] The control unit 41 records the driving operation (steering operation, etc.) for entering the garage performed by the driver and the location (parking lot identification information) where the driving operation is performed as operation history information in the exemplary driving database. (S305). Then, the control unit 41 executes car storage control (steering control or the like) based on the driving operation recorded in the exemplary driving database in the parking lot recorded in the exemplary driving database (S309). According to such a configuration, it is possible to realize car garage control in which a garage driving operation performed by the driver is learned.

[3D] The exemplary driving database includes a plurality of operation history information representing driving operations to the same parking position, and a first driving operation for parking from the first initial position to the parking position. A plurality of operation history information including the second operation history information representing the second driving operation for parking from the second initial position different from the first initial position to the parking position, Can be recorded. Then, the control unit 41 increases the influence of the first driving operation as the position of the vehicle when performing the car storage control is closer to the first initial position, and the closer to the second initial position, the higher the position is. The car storage control based on the first driving operation and the second driving operation is performed so that the influence of the second driving operation is increased. According to such a configuration, it is possible to execute appropriate car storage control even in the case of garage entry from a position different from the initial position recorded in the exemplary operation database.

[3E] Since the cancel operation for stopping a plurality of types of automatic driving control (brake support control and blinker support control) is a common operation (S207, S214), the cancel operation differs depending on the type of automatic driving control. In comparison, the burden on the driver required for the cancel operation can be suppressed.

In the present embodiment, the control unit 41 corresponds to an example of a vehicle control device, and S104, S106, S108, S110, and S305 correspond to an example of processing as a recording processing unit, and S203 to S206, S209 to S213, respectively. S309 corresponds to an example of processing as the operation control unit.

[4. Other Embodiments]
As mentioned above, although embodiment of this invention was described, it cannot be overemphasized that this invention can take a various form, without being limited to the said embodiment.

[4A] The brake support conditions are not limited to those exemplified in the above embodiment. For example, whether or not the brake operation should be performed at a certain point recorded in the brake operation database may be evaluated based on information immediately after that (actual result). As an example, if the brake operation is not performed immediately before the intersection with poor visibility, an operation of applying a sudden brake is performed immediately after that, and if the brake operation is performed at the same point, immediately after that Suppose that no sudden braking operation was performed. In that case, it is estimated that the said point is a point where brake operation should be performed. In other words, whether or not it is a point where the brake operation should be performed is determined not only from the brake operation actually performed at the point, but is determined by feeding back information after the operation is performed. . Thus, according to the structure which evaluates driving operation based on the condition caused by the said driving operation, a more suitable determination is attained.

[4B] In the above-described embodiment, the absence of a new obstacle that did not exist during the exemplary driving is a necessary condition for satisfying the car storage condition, but the present invention is not limited to this. For example, when a new obstacle exists, garage entry may be performed along a route that avoids the obstacle.

[4C] In vehicles equipped with a mechanism (a so-called idling stop mechanism) that automatically stops the engine in a stopped state such as waiting for a signal, the engine is generally restarted by detecting the driver's start operation. However, in such a configuration, a time lag from when the start operation is performed until the vehicle actually starts traveling increases. Therefore, for example, the state of the vehicle ahead may be monitored by a vehicle-mounted camera, a vehicle-mounted radar, or the like, and the engine may be restarted when it is determined that the vehicle ahead has started moving from the stopped state. In this way, the time lag described above can be suppressed.

[4D] At the railroad crossing where the railroad track and the road cross each other, the driver visually determines whether or not there is enough space for the subject vehicle to fit in the position where the railroad track has been crossed. If the driver makes a mistake in visual observation, the rear part of the host vehicle protrudes from the railroad track without being able to cross the railroad track. Therefore, for example, when the situation in front of the host vehicle is detected by an in-vehicle camera, an in-vehicle radar, etc., and it is determined that there is not enough space for the host vehicle to fit in the position across the railway track on the road, You may make it the driving | running | working (crossing a railroad track) of the own vehicle prohibited. In addition, such a structure is not limited to a level crossing, For example, it is applicable similarly to the intersection etc. in a traffic jam.

[4E] When an emergency vehicle such as an ambulance or police car is traveling near the host vehicle, it is preferable to decelerate. Therefore, for example, when the sound of a siren emitted by an emergency vehicle is detected via a vehicle-mounted microphone, the speed of the host vehicle may be automatically reduced. Further, for example, when an emergency vehicle is detected by an in-vehicle camera or the like, the speed of the host vehicle may be automatically reduced.

[4F] It is preferable that there are no factors that hinder getting off, such as a puddle or an obstacle, at the position where the passenger gets off the vehicle. Therefore, for example, a situation under the door of the host vehicle is detected by an in-vehicle camera, an in-vehicle radar, or the like, and the driver may be notified when it is determined that there is a factor that prevents getting off. Further, instead of the notification or together with the notification, the vehicle may be controlled so that the vehicle is stopped at a position where there is no factor that disturbs getting off.

In this case, a door that is opened and closed when the passenger gets off may be predicted, and a situation below the door may be detected. In this way, the situation under the door that is not related to getting off the vehicle is not questioned, so that the restriction can be suppressed. The prediction of the door that is opened and closed when the passenger gets off may be performed based on, for example, the seating position of the passenger, the stop position of the vehicle, the operation of the seat belt, and the like. Specifically, for example, if the occupant is only the driver, it is predicted that the driver's door is opened and closed, and the other doors are not opened and closed. Further, for example, if the occupant is only the driver and the passenger in the passenger seat, it is predicted that the rear seat door will not be opened and closed. In addition, for example, when the stop location of the vehicle is a place where a temporary stop is assumed such as a road in front of the station, and a passenger other than the driver is on board, it is predicted that the driver is not likely to get off. . Moreover, the door to be opened and closed can be predicted based on the operation of removing the seat belt.

[4G] For example, when it is determined that the tire of the host vehicle passes over a puddle based on an in-vehicle camera, an in-vehicle radar, or the like, the speed of the host vehicle may be automatically reduced. Further, for example, based on an in-vehicle camera, an in-vehicle radar, or the like, it is determined whether or not there is a pedestrian around the puddle, and the mode of deceleration control (for example, whether to execute) is switched according to the presence or absence of the pedestrian. You may do it.

[4H] For example, in a specific area on a highway, a broadcast wave of road traffic information can be selected. Therefore, for example, when it is determined that the vehicle has started slowing down on an expressway, a broadcast wave of road traffic information may be automatically selected so that the driver can grasp the traffic jam information.

[4I] When the headlight is in a high beam state, if it is determined that there is a pedestrian or bicycle in front of the host vehicle based on, for example, an in-vehicle camera or an in-vehicle radar, the headlight automatically switches to the low beam. You may be made to do. Such switching control to the low beam may be performed during the high beam support control described in the above embodiment.

[4J] For example, the display contents of road signs (display boards installed on the road) and road signs (characters drawn on the road surface, etc.) are recognized based on an in-vehicle camera or the like, and the vehicle travels based on the recognized contents. It may be controlled. For example, automatic braking control may be performed when the display content of “stop” or the display content indicating the speed limit is recognized.

[4K] When it is determined that a child is on the own vehicle, a function restriction (so-called child lock) may be automatically applied to the corresponding door. The determination that the child is in the vehicle may be performed by, for example, measuring a load (weight) using a seating sensor or analyzing a captured image using a camera that captures an interior of the vehicle. Further, for example, a sensor for detecting seating may be provided on the child seat.

[4L] When an incoming call is received by the mobile phone possessed by the driver, it is assumed that the vehicle is stopped in order to start a call, so the hazard may be automatically turned on. .

[4M] When it is detected that the window of the host vehicle has been fogged or frozen, air conditioning control may be automatically performed so that such a state is resolved. The determination that the window of the host vehicle has been fogged or frozen may be made, for example, by analyzing a captured image by a camera that captures the window.

[4N] The possibility that the highway or the like will be prohibited due to snow or the like may be predicted based on the weather forecast, and the prediction result may be notified to the user. Such prediction may be performed in the host vehicle or may be performed by a portable device or the like possessed by the user.

[4O] For example, immediately after exiting the tunnel, the handle may be taken by a strong crosswind. Therefore, for example, based on an in-vehicle camera or the like, the state of the cross wind is predicted from the behavior of an object ahead (for example, the vehicle ahead) before exiting the tunnel, and control (for example, steering angle control) for the cross wind is performed based on the prediction result. It may be.

As a vehicle control against a crosswind or the like, for example, an ideal line assuming automatic driving control is always calculated even during manual driving by a driver, and when the actual driving line deviates from the ideal line, the driving line is The steering angle or the like may be controlled so as to be corrected.

[4P] When the driver performs a braking operation to stop the vehicle, control to weaken the braking force is performed immediately before the vehicle stops, so that the discomfort felt by the occupant during a sudden stop may be alleviated. .

[4Q] The tendency of the inter-vehicle distance from the preceding vehicle may be learned, and braking control or drive control (acceleration control) may be performed according to the learned inter-vehicle distance. The tendency of the inter-vehicle distance from the preceding vehicle is, for example, that the distance from the preceding vehicle detected by the radar unit 16 or the like in a state where the traveling speed is stable, such as a state where the degree of change in the traveling speed is within a predetermined range. It may be specified based on the inter-vehicle distance. In addition, the tendency of the inter-vehicle distance is specified according to a plurality of types of conditions such as for each driver, for each traveling speed (low speed range, high speed range, etc.), for each place (traveling road), etc. The vehicle distance may be controlled according to the above condition. Such inter-vehicle distance control may be performed during normal traveling, or may be performed during specific vehicle control such as adaptive cruise control.

[4R] In the above embodiment, the configuration in which the automatic driving control according to the driving operation learned for each driver is exemplified, but the present invention is not limited to this, and the learning is performed for each vehicle. May be. That is, even when a plurality of users use one vehicle as a driver, learning and automatic driving control may be performed without distinguishing the driver.

[4S] In the above-described embodiment, the configuration in which the automatic driving control based on the place where the driving operation is performed is illustrated, but the present invention is not limited to this, and the automatic driving control based on information other than the place is performed. You may do it. For example, automatic driving control based on the time zone during which the driving operation is performed, such as turning on the headlight at a specific time, may be performed. Further, automatic driving control based on detection information from the camera unit 15 and the radar unit 16 may be performed, such as braking control and drive control according to the relative position and relative speed with respect to the preceding vehicle.

[4T] The learning result based on the driving operation performed by the driver may be corrected from the viewpoint of safety. For example, if the timing of the blinker operation by the driver is too late for safety reasons, the learning result is corrected so that the blinker operation timing by the blinker support control is earlier than the timing based on the driving operation. Also good.

[4U] You may learn the behavior of vehicles in the vicinity of the host vehicle, such as front vehicles, rear vehicles, and oncoming vehicles. For example, the identification information (eg license plate information) of the surrounding vehicle and the behavior tendency of the surrounding vehicle (rough driving, giving way, etc.) are stored in association with each other and reflected in the automatic driving control. You may do it. Moreover, you may enable it to detect a covering police car from the behavior of a surrounding vehicle.

[4V] When the parking state of the host vehicle is different from the normal state, the driver may be warned at least one of parking and departure. For example, in the case where the vehicle is parked forward despite being normally parked backward, a warning may be given so that the forward operation is not mistakenly performed at the time of departure. Moreover, you may make it perform automatic driving | operation control so that the parking of which one is decided among forward parking and reverse parking is performed. In addition, a parking direction suitable for the external environment, such as a parking direction in which frost hardly adheres to the windshield, may be proposed.

[4W] In the above embodiment, the configuration in which the cancel operation is received after the automatic operation control is executed is illustrated, but the present invention is not limited to this. For example, the cancel operation is received before the automatic operation control is executed. It is good also as a structure to be made. Specifically, for example, the driver is notified before the automatic driving control is executed, and the automatic driving control is executed if the cancel operation is not performed even after a certain time has passed after the notification. You may be made to do.

[4X] When the ETC card is still inserted in the vehicle-mounted device, a function for warning that the ETC card has been forgotten is well known, but this is in accordance with the driver's intention. If it is determined that, the warning may be suppressed. Specifically, for example, when the ratio of warnings in a predetermined period in the past is equal to or greater than a predetermined value, the warning suppression mode may be entered.

[4Y] The lighting time of the interior lamp after the engine is stopped at night may be adjusted by learning. For example, the time from when the engine is stopped until the getting-off is detected may be learned, and the lighting time of the interior lamp may be shortened or extended according to the time. It may also be learned whether to turn off audio, headlights, etc. after the engine stops.

[4Z] In the above-described embodiment, the configuration in which the automatic driving control based only on the driving operation performed by the driver of the host vehicle is illustrated, but the present invention is not limited to this and is performed by the driver of another vehicle. Automatic driving control may be performed in consideration of the driving operation.

For example, the communication system 8 illustrated in FIG. 16 includes a plurality of in-vehicle systems 1 having the same configuration as that of the above-described embodiment, and a server 9 capable of wireless communication with the plurality of in-vehicle systems 1. The plurality of in-vehicle systems 1 are mounted on different vehicles. Each in-vehicle system 1 periodically transmits a learning result (for example, information recorded in a brake operation database) obtained by the own vehicle to the server 9 together with identification information of the own vehicle. The server 9 comprehensively manages the learning results received from the plurality of in-vehicle systems 1 and transmits them to each in-vehicle system 1. The identification information of each vehicle is used, for example, when determining data duplication. Other processes executed in each in-vehicle system 1 are the same as those in the above embodiment. That is, it differs from the above embodiment in that the learning result includes the learning result in another vehicle.

According to such a communication system 8, for example, automatic driving control according to the learning result can be performed even on a road where the driver of the host vehicle travels for the first time. Note that the learning result of the own vehicle and the learning result of the other vehicle may be added with different weights. The weighting herein may be different depending on the type of automatic driving control, and the weight may include 0% or 100%.

[4a] The functions of one constituent element in the above embodiment may be distributed as a plurality of constituent elements, or the functions of a plurality of constituent elements may be integrated into one constituent element. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Moreover, you may abbreviate | omit a part of structure of the said embodiment as long as a subject can be solved. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified from the wording described in the claims are embodiments of the present invention.

[4b] In addition to the control unit 41 described above, various forms such as an in-vehicle system 1 having the control unit 41 as a constituent element, a program for causing a computer to function as the control unit 41, a medium storing the program, a vehicle control method, etc. Thus, the present invention can be realized.

[5. Technical idea grasped from embodiment]
At least the following technical ideas can be understood from the various embodiments detailed above.
[5A] A vehicle control device mounted on a vehicle,
A record processing unit for recording operation history information representing a driving operation performed by the driver and a place where the driving operation is performed;
A driving control unit that performs automatic driving control of the vehicle based on a driving operation represented by the operation history information at a place represented by the operation history information;
A vehicle control device comprising:

[5B] The vehicle control device according to [5A],
The vehicle control apparatus, wherein the driving control unit performs the automatic driving control on the condition that it is determined that the same driving operation is performed a plurality of times at the same place based on the operation history information.

[5C] The vehicle control device according to [5A] or [5B],
The driving operation is a brake operation,
The driving control unit is a vehicle control device that performs braking control as the automatic driving control.

[5D] The vehicle control device according to any one of [5A] to [5C],
The driving operation is a vehicle control device that is a driving operation for parking the vehicle at a predetermined parking position.

[5E] The vehicle control device according to [5D],
The operation controller is
A plurality of the operation history information representing a driving operation to the same parking position, the first operation history information representing a first driving operation for parking from the first initial position to the parking position; A plurality of operation history information including second operation history information representing a second driving operation for parking from the second initial position different from the first initial position to the parking position, If recorded,
The closer the position of the vehicle when performing the automatic driving control is to the first initial position, the greater the influence of the first driving operation is. The closer to the second initial position, the second is the second position. A vehicle control device that performs the automatic driving control based on the first driving operation and the second driving operation so that the influence of the driving operation becomes large.

[5F] The vehicle control device according to any one of [5A] to [5E],
The driving operation is a winker operation,
The driving control unit is a vehicle control device that performs turn signal control as the automatic driving control.

[5G] The vehicle control device according to any one of [5A] to [5F],
A cancel operation unit that receives an operation to cancel the automatic driving control,
The operation control unit performs a plurality of types of automatic operation control,
The stop operation unit is a vehicle control device that accepts a common operation as an operation to stop each of the plurality of types of automatic driving controls.

[5H] The vehicle control device according to any one of [5A] to [5G],
The driving operation is an operation for turning the headlight into a high beam,
The driving control unit is a vehicle control device that controls the headlight to be a high beam as the automatic driving control.

Claims (3)

1. A vehicle control device mounted on a vehicle,
   A record processing unit for recording operation history information representing a driving operation performed by the driver and a place where the driving operation is performed;
   A driving control unit that performs automatic driving control of the vehicle based on a driving operation represented by the operation history information at a place represented by the operation history information;
   A vehicle control device comprising:
2. The vehicle control device according to claim 1,
   The vehicle control apparatus, wherein the driving control unit performs the automatic driving control on the condition that it is determined that the same driving operation is performed a plurality of times at the same place based on the operation history information.
3. The vehicle control device according to claim 1,
   The driving operation is a brake operation,
   The driving control unit is a vehicle control device that performs braking control as the automatic driving control.

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