WO2017022150A1 - Automatic driving assistance device, automatic driving assistance method, and automatic driving assistance program - Google Patents

Automatic driving assistance device, automatic driving assistance method, and automatic driving assistance program Download PDF

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Publication number
WO2017022150A1
WO2017022150A1 PCT/JP2016/002405 JP2016002405W WO2017022150A1 WO 2017022150 A1 WO2017022150 A1 WO 2017022150A1 JP 2016002405 W JP2016002405 W JP 2016002405W WO 2017022150 A1 WO2017022150 A1 WO 2017022150A1
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WIPO (PCT)
Prior art keywords
switching
automatic
vehicle
manual
section
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PCT/JP2016/002405
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French (fr)
Japanese (ja)
Inventor
勝長 辻
研一 笠澄
望月　誠
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パナソニックＩｐマネジメント株式会社
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Publication of WO2017022150A1 publication Critical patent/WO2017022150A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present disclosure relates to an automatic driving support device, an automatic driving support method, and an automatic driving support program.
  • Patent Document 1 a time for switching to manual operation is determined in consideration of a transition time required for switching from automatic operation to manual operation during traveling in automatic operation, and the driver is determined based on the determined timing.
  • An automatic driving support device that notifies switching to manual driving is disclosed.
  • Patent Document 2 discloses an automatic driving that switches from fully automatic driving to semi-automatic driving that emphasizes automatic and manual cooperation at a timing according to the travel difficulty of a section where GPS (Global Positioning System) positioning is impossible.
  • GPS Global Positioning System
  • An object of the present disclosure is to provide an automatic driving support device, an automatic driving support method, and an automatic driving support program that reduce the burden on the driver when switching from automatic driving to manual driving.
  • An automatic driving support device is an automatic driving support device in an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section.
  • the switching section determining unit, the driving load measuring unit, and the driving switching unit are provided.
  • the switching section determination unit determines a section of the traveling section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold as a switching section for switching at least a part of the vehicle control from automatic to manual.
  • the driving load measuring unit measures a second load based on a traveling state of another vehicle around the automatic driving vehicle when the automatic driving vehicle enters the determined switching section.
  • the operation switching unit determines a timing at which the measured second load satisfies a predetermined condition as a switching timing for switching from automatic to manual, and switches from automatic to manual at the determined switching timing.
  • An automatic driving support method is an automatic driving support method for an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section. And a switching section determining step, an operation load measuring step, a switching timing determining step, and an operation switching step.
  • the switching section determination step a section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold is determined as a switching section in which at least a part of the vehicle control is switched from automatic to manual.
  • the driving load measuring step measures a second load based on a traveling state of another vehicle around the autonomous driving vehicle when the autonomous driving vehicle enters the determined switching section.
  • the switching timing determination step a timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual.
  • the operation switching step is switched from automatic to manual at the determined switching timing.
  • An automatic driving support program is an automatic driving support program for an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section.
  • the computer switches the section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold among the traveling sections as a switching section in which at least a part of the vehicle control is switched from automatic to manual.
  • Section determination means is provided.
  • an autonomous driving vehicle enters into the determined switching section it comprises a driving load measuring means for measuring a second load based on the traveling conditions of other vehicles around the autonomous driving vehicle.
  • the timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual, and at the determined switching timing, it is made to function as an operation switching means for switching from automatic to manual. Take the configuration for.
  • FIG. 1 The block diagram which shows the principal part structure of the vehicle containing the automatic driving assistance apparatus which concerns on embodiment of this indication.
  • switching from fully automatic operation in which vehicle control (steering, acceleration / deceleration, braking, shift, blinker, etc.) is performed on the vehicle side to manual operation in which all vehicle control is performed on the driver side is taken as an example. It may be switched from fully automatic driving to semi-automatic driving in which only part of the vehicle control is performed on the vehicle side, or from semi-automatic driving to manual driving.
  • FIG. 1 is a block diagram showing a main configuration of a vehicle 1 including an automatic driving support device according to an embodiment of the present invention.
  • the vehicle 1 is a vehicle that can automatically perform all or part of the driving operation by the driver.
  • the vehicle 1 includes a brake pedal 2, an accelerator pedal 3, a handle 5, a detection unit 6, a vehicle control unit 7, a storage unit 8, an information notification device 9, an environment map creation unit 10, and driving load measurement. Unit 11 and an operation mode switching determination unit 12.
  • the brake pedal 2 receives a brake operation by the driver and decelerates the vehicle 1. Further, when the vehicle 1 decelerates under the control of the vehicle control unit 7, the brake pedal 2 may change its sinking amount according to the degree of deceleration.
  • Accelerator pedal 3 accepts an accelerator operation by the driver and accelerates vehicle 1. Further, when the vehicle 1 is accelerated by the control by the vehicle control unit 7, the amount of depression of the accelerator pedal 3 may change depending on the degree of acceleration.
  • the handle 5 receives a handle operation by the driver and changes the traveling direction of the vehicle 1. Further, when the direction in which the vehicle 1 travels is changed by the control of the vehicle control unit 7, the steering angle of the steering wheel 5 may change according to the direction change amount.
  • the handle 5 has an operation unit 51.
  • the operation unit 51 is provided on the front surface (the surface facing the driver) of the handle 5, and receives an input operation from the driver.
  • the operation unit 51 is a device such as a button, a touch panel, or a grip sensor, for example.
  • the operation unit 51 outputs information on the input operation received from the driver to the vehicle control unit 7.
  • the detection unit 6 detects the traveling state of the vehicle 1 and the situation around the vehicle 1.
  • the detection unit 6 includes a position information acquisition unit 61, a peripheral sensor 62, a vehicle speed acquisition unit 63, and a map information acquisition unit 64.
  • the position information acquisition unit 61 acquires the position information of the vehicle 1 as travel state information by GPS positioning or the like, and outputs the acquired position information to the driving mode switching determination unit 12.
  • the peripheral sensor 62 (corresponding to the peripheral detection unit) detects the situation around the vehicle 1. For example, the peripheral sensor 62 detects the type of the position of the other vehicle and whether it is a preceding vehicle from the position and lane position information of the other vehicle existing around the vehicle 1, or the speed of the other vehicle and the speed of the own vehicle. A collision prediction time (TTC: Time To Collision) is detected, or an obstacle existing around the vehicle 1 is detected. Then, the surrounding sensor 62 outputs information on the detected surrounding situation to the driving load measuring unit 11.
  • the peripheral sensor 62 includes a millimeter wave radar, a laser radar, a camera, or a combination thereof.
  • the vehicle speed acquisition unit 63 acquires speed information of the vehicle 1 as travel state information from a speed sensor or the like (not shown), and outputs the acquired travel state information to the driving load measurement unit 11.
  • the map information acquisition unit 64 acquires map information around the vehicle 1 such as a road on which the vehicle 1 travels, a merging point with another vehicle on the road, a lane currently being traveled, and an intersection position, and the acquired map information Output to the environment map creation unit 10.
  • the storage unit 8 is a storage device such as a ROM (Read Only Memory), a RAM (Random Access Memory), a hard disk device, or an SSD (Solid State Drive), and stores the environment map created by the environment map creation unit 10.
  • ROM Read Only Memory
  • RAM Random Access Memory
  • HD Random Access Memory
  • SSD Solid State Drive
  • the vehicle control unit 7 can be realized as, for example, an LSI (Large Scale Integrated) circuit or a part of an electronic control unit (ECU) that controls the vehicle 1.
  • the vehicle control unit 7 controls the brake pedal 2, the accelerator pedal 3, and the handle 5 based on information from the storage unit 8, the environment map creation unit 10, the driving load measurement unit 11, and the driving mode switching determination unit 12.
  • the vehicle 1 is controlled.
  • the object which the vehicle control part 7 controls is not limited to these.
  • the vehicle control unit 7 informs the notification unit 92 of the information notification device 9 that switching to manual driving is performed when the determination result that switching from automatic driving to manual driving is acquired from the driving mode switching determination unit 12. Moreover, when the vehicle control part 7 acquires the information of the switching area which switches from automatic driving
  • the operation mode switching determination unit 12 and the vehicle control unit 7 function as an operation switching unit.
  • the information notification device 9 acquires various information related to the traveling of the vehicle 1 from the vehicle control unit 7 and notifies the acquired information.
  • the information notification device 9 includes an information acquisition unit 91 and a notification unit 92.
  • the information acquisition unit 91 acquires various information related to the traveling of the vehicle 1 from the vehicle control unit 7. For example, when the vehicle control unit 7 determines that the behavior of the vehicle 1 may be updated, the information acquisition unit 91 executes the first behavior information and the first behavior from the vehicle control unit 7. The second behavior information to be obtained is acquired.
  • the notification unit 92 notifies the driver of information related to the traveling of the vehicle 1.
  • the notification unit 92 may be, for example, a display unit that displays information, a speaker that converts information into voice and notifies the driver, or a position that can be sensed by the driver (for example, Further, it may be a vibrating body provided on the driver's seat, the handle 5 or the like.
  • the notification unit 92 may be a combination of these.
  • the notification unit 92 is a display device.
  • the notification unit 92 includes, for example, a head-up display (HUD), an LCD (Liquid Crystal Display), an HMD (Head-Mounted Display or Helmet-Mounted Display), a glasses-type display (Smart Glasses), Other dedicated displays.
  • the HUD may be, for example, a windshield of the vehicle 1, or may be a separately provided glass surface, plastic surface (for example, a combiner), or the like.
  • the windshield may be, for example, a windshield, a side glass or a rear glass of the vehicle 1.
  • the HUD may be a transmissive display provided on the surface or inside of the windshield.
  • the transmissive display is, for example, a transmissive organic EL (Organic Electro-Luminescence) display or a transparent display using glass that emits light when irradiated with light of a specific wavelength.
  • the driver can view the display on the transmissive display at the same time as viewing the background.
  • the notification unit 92 may be a display medium that transmits light. In either case, an image is displayed on the notification unit 92.
  • the notification unit 92 displays an environment map created by the environment map creation unit 10 to be described later, and displays a switching section or a switching start point on the displayed environment map.
  • the notification unit 92 displays a graph with the driving load measured by the driving load measurement unit 11 described later on the vertical axis and the distance on the horizontal axis, and displays the switching section or the switching start point on the displayed graph. Also good.
  • the environment map creation unit 10 Based on the map information output from the map information acquisition unit 64, the environment map creation unit 10 (corresponding to the switching section determination unit) converts road shapes such as curves and gradients, or road structures such as road widths, merges, and branches.
  • the driving load (hereinafter referred to as “environment-induced load”) caused by the driver is predicted for the traveling section of the vehicle 1 and an environment map is created.
  • the environment map creation unit 10 determines a section in which the environment-induced load is equal to or less than a predetermined threshold as a switching section that can be switched from automatic driving to manual driving, and the determined switching section is the vehicle control unit 7 and the driving mode switching determination unit. 12 is notified.
  • Figure 2 shows an example of the environment map.
  • the horizontal axis indicates the distance in the traveling section of the vehicle 1
  • the vertical axis indicates the environment-induced load.
  • the point P1 is a joining point
  • the driving load increases before the point P1
  • the environment-induced load decreases after the point P1.
  • the point P2 to the point P3 are curve sections, for example, if the curvature of the curve is large, the environmentally-induced load becomes high, and if the curvature of the curve is small, the environmentally-induced load becomes low.
  • the greater the rate of change of the curvature of the curve the higher the environmental load.
  • the environment-induced load from the point P1 to the point P2 is low (below a predetermined threshold), and the section is equal to or greater than a predetermined distance (a distance that can secure a sufficient time for switching from automatic driving to manual driving).
  • the environment map creation unit 10 determines this section as a switching section.
  • the driving load measuring unit 11 measures and measures the driving load based on the information on the surrounding situation output from the peripheral sensor 62 and the information on the traveling state of the vehicle 1 output from the vehicle speed acquisition unit 63.
  • the operation load is output to the operation mode switching determination unit 12. A method for measuring the operating load will be described later.
  • the driving mode switching determination unit 12 detects whether or not the vehicle 1 has entered the switching section based on the position information output from the position information acquisition unit 61 and the switching section notified from the environment map creation unit 10. .
  • the driving mode output from the driving load measuring unit 11 changes the timing satisfying a predetermined condition from automatic driving to manual driving. Determine when to switch.
  • the driving mode switching determination unit 12 instructs the vehicle control unit 7 to switch from automatic driving to manual driving at the determined switching timing.
  • the predetermined condition includes that the driving load is equal to or less than a predetermined threshold value, or that the driving load becomes a minimum value, that is, the driving load is changed from a decreasing tendency to an increasing tendency. .
  • the driving mode switching determination unit 12 instructs the vehicle control unit 7 to switch to manual driving with priority given to the steering wheel operation among the plurality of operations and sequentially switch other operations.
  • FIG. 3 is a flowchart showing the procedure of the switching section determination process in the environment map creation unit 10.
  • step S301 the environment map creation unit 10 acquires the automatic driving end point based on the map information output from the map information acquisition unit 64.
  • the end point of the automatic driving for example, an exit interchange of a toll road that passes along the way to the destination, a point set in advance by the driver or the like can be considered.
  • step S302 the environment map creation unit 10 calculates a manual driving switching end point B that is a predetermined distance before the automatic driving end point.
  • step S303 the environment map creation unit 10 calculates a candidate for manual operation switching start point A, and creates an environment map in the section AB in step S304. For example, a point a predetermined distance before the manual operation switching end point B is calculated as a candidate for the manual operation switching start point A.
  • step S305 the environment map creation unit 10 calculates a section in which the environment-induced load in the created environment map is equal to or less than a predetermined threshold, and in step S306, determines whether the calculated section is greater than or equal to a predetermined distance. If the calculated section is less than the predetermined distance (NO), the process proceeds to step S307, and if the calculated section is greater than the predetermined distance (YES), the process proceeds to step S308.
  • step S307 the environment map creation unit 10 changes the current manual operation switching start point A to a distance before the predetermined distance, and returns to step S304.
  • step S308 the environment map creation unit 10 determines the manual operation switching start point A, and ends the switching section determination process.
  • FIG. 4 is a flowchart showing a processing procedure for switching from automatic operation to manual operation.
  • step S401 the operation mode switching determination unit 12 determines whether the vehicle 1 has entered the switching section based on the position information of the vehicle 1 acquired from the position information acquisition unit 61 and the switching section acquired from the environment map creation unit 10. Determine whether or not.
  • the process proceeds to step S402, and when the vehicle 1 does not enter the switching section (NO), the process returns to step S401.
  • step S402 the driving mode switching determination unit 12 notifies the driver that the vehicle 1 has entered the switching section from the information notification device 9 via the vehicle control unit 7.
  • step S403 the driving load measurement unit 11 The operating load L is measured.
  • step S404 it is determined whether or not the operating load L is equal to or less than a predetermined threshold value.
  • the process proceeds to step S405, and when the driving load L is greater than the threshold (NO), the process returns to step S403.
  • step S405 the driving mode switching determination unit 12 instructs the vehicle control unit 7 to start switching from automatic driving to manual driving, and in step S406, switching is started from the information notification device 9 via the vehicle control unit 7. When all the operations are switched to manual driving, the switching process is terminated.
  • FIG. 5 is a diagram illustrating a relationship between the vehicle 1 that is traveling and other vehicles that travel around the vehicle 1.
  • FIG. 5 represents the vehicle 1 as the own vehicle a, and shows that the own vehicle a is traveling in the central lane of three lanes.
  • a vehicle immediately before traveling in the same lane as the own vehicle a is represented as a preceding vehicle b, and a vehicle immediately after traveling in the same lane is represented as a rear vehicle e.
  • a vehicle traveling in front of the right lane of the host vehicle a is represented as a right front vehicle d, and a vehicle traveling behind the right lane is represented as a right rear vehicle c.
  • a vehicle traveling in front of the left lane of the host vehicle a is represented as a left front vehicle g
  • a vehicle traveling behind the left lane is represented as a left rear vehicle f.
  • the position which judges whether the surrounding vehicle is ahead or the back of the own vehicle a is based on the forefront part of the own vehicle a.
  • the operating load L is calculated by, for example, obtaining the following 13 parameters (1) to (13) and applying the weights w1 to w13 to the obtained parameters (1) to (13), respectively.
  • this automatic driving support program is calculated by the computer installed in the vehicle control unit 7 in each step shown in FIGS. 3 and 4 and the method for calculating the driving load L in the driving load measuring unit 11 described with reference to FIG. Is executed.
  • the switching section for switching from automatic driving to manual driving when the section where the environment-induced load is equal to or less than the predetermined threshold is determined as the switching section for switching from automatic driving to manual driving, and the vehicle 1 enters the switching section,
  • the timing at which the driving load measured based on the information on the surrounding situation and the information on the running state of the vehicle 1 is equal to or less than a predetermined threshold is determined as the timing for switching from automatic driving to manual driving. Switch from automatic operation to manual operation. Thereby, when switching from automatic driving to manual driving, the burden on the driver can be reduced.
  • the environment map creation unit 10 evaluates the environment-induced load Envstr that affects the steering operation based on the curvature of the curve, the distance to the merging and branching, the road width, and the accelerator and brake operations.
  • the driving load measurement part 11 measures the driving load L with respect to each operation as follows, for example.
  • the driving load measuring unit 11 calculates the driving load L in consideration of all the parameters (1) to (13) other than (8), and sets the driving load L to Envstr. Is added to calculate the driving load Lh. Then, when the driving load Lh becomes equal to or less than a predetermined threshold, the driving mode switching determination unit 12 switches the steering wheel operation to manual driving.
  • the driving load measuring unit 11 calculates the driving load L in consideration of the parameters (2), (3), (7), and (12), and sets the driving load L to the driving load L.
  • the driving load La is calculated by adding Envab. Then, the operation mode switching determination unit 12 switches the accelerator operation to the manual operation when the operation load La becomes equal to or less than a predetermined threshold value.
  • the driving load measuring unit 11 considers all parameters other than (2), (4), and (11) among the parameters (1) to (13). L is calculated, and Envab is added to the driving load L to calculate the driving load Lb. And the driving mode switching determination part 12 will switch a brake operation to manual driving, if the driving load Lb becomes below a predetermined threshold value.
  • the automatic driving support device may be switched in order from the operation that satisfies the switching condition in each operation described above.
  • This disclosure is useful for reducing the burden on the driver when switching from automatic driving to manual driving.

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Abstract

Provided is an automatic driving assistance device that reduces the burden on a driver at the time of switching from automatic driving to manual driving. Disclosed is an automatic driving assistance device in an automatic driving vehicle that automatically performs at least a portion of vehicle control consisting of steering, braking, and acceleration/deceleration within a predetermined travel section, the automatic driving assistance device comprising: a switching section determination unit that determines a section, among said travel section, in which a first load based on the shape or structure of a road is less than or equal to a predetermined threshold to be a switching section for switching at least a portion of said vehicle control from automatic to manual; a driving load measurement unit that, when the automatic driving vehicle enters the determined switching section, measures a second load based on the travel state of other vehicles in the periphery of the automatic driving vehicle; and a driving switching unit that determines a timing at which the measured second load satisfies a predetermined condition to be a switching timing for switching from automatic to manual, and switches from automatic to manual at the determined switching timing.

Description

自動運転支援装置、自動運転支援方法及び自動運転支援プログラムAutomatic driving support device, automatic driving support method, and automatic driving support program
　本開示は、自動運転支援装置、自動運転支援方法及び自動運転支援プログラムに関する。 The present disclosure relates to an automatic driving support device, an automatic driving support method, and an automatic driving support program.
　従来、車両のハンドル、アクセル、ブレーキ、シフト、ウィンカーなどを制御して、車両を自動運転する技術がある。自動運転から手動運転に切り替わる際には、運転者に大きな負担がかかることがある。そのため、自動運転から手動運転に切り替える技術が、例えば、特許文献１及び特許文献２に開示されている。 Conventionally, there is a technology for automatically driving a vehicle by controlling the steering wheel, accelerator, brake, shift, blinker, etc. of the vehicle. When switching from automatic operation to manual operation, a great burden may be placed on the driver. Therefore, technologies for switching from automatic operation to manual operation are disclosed in, for example, Patent Literature 1 and Patent Literature 2.
　特許文献１には、自動運転で走行中に、自動運転から手動運転に切り替わるまでに要する移行時間を考慮して、手動運転に切り替えるべきタイミングを決定し、決定したタイミングに基づいて、運転者に手動運転への切り替えを報知する自動運転支援装置が開示されている。 In Patent Document 1, a time for switching to manual operation is determined in consideration of a transition time required for switching from automatic operation to manual operation during traveling in automatic operation, and the driver is determined based on the determined timing. An automatic driving support device that notifies switching to manual driving is disclosed.
　また、特許文献２には、ＧＰＳ（Global Positioning System）測位が不可となる区間の走行難易度に応じたタイミングで、全自動運転から、自動と手動の協調性を重視した半自動運転に切り替える自動運転支援装置が開示されている。 Further, Patent Document 2 discloses an automatic driving that switches from fully automatic driving to semi-automatic driving that emphasizes automatic and manual cooperation at a timing according to the travel difficulty of a section where GPS (Global Positioning System) positioning is impossible. A support device is disclosed.
特開平９－１６１１９６号公報JP-A-9-161196 特開２００７－１４７５号公報JP 2007-1475 A
　しかしながら、上述した特許文献１及び特許文献２に開示の自動運転支援装置では、高度な運転技術が必要な道路状況において自動運転から手動運転に切り替わる場合があり、このような場合、運転者に大きな負担がかかってしまう。 However, the automatic driving support devices disclosed in Patent Document 1 and Patent Document 2 described above may switch from automatic driving to manual driving in road conditions that require advanced driving technology. It will be burdensome.
　本開示の目的は、自動運転から手動運転に切り替える際、運転者にかかる負担を軽減する自動運転支援装置、自動運転支援方法及び自動運転支援プログラムを提供することである。 An object of the present disclosure is to provide an automatic driving support device, an automatic driving support method, and an automatic driving support program that reduce the burden on the driver when switching from automatic driving to manual driving.
　本開示の一態様に係る自動運転支援装置は、予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援装置であって、切替区間決定部と、運転負荷計測部と、運転切替部とを具備する。切替区間決定部は、走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する。運転負荷計測部は、決定された切替区間に自動運転車両が進入した場合、自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する。運転切替部は、計測された第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定し、決定した切替タイミングにて、自動から手動に切り替える。 An automatic driving support device according to an aspect of the present disclosure is an automatic driving support device in an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section. The switching section determining unit, the driving load measuring unit, and the driving switching unit are provided. The switching section determination unit determines a section of the traveling section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold as a switching section for switching at least a part of the vehicle control from automatic to manual. . The driving load measuring unit measures a second load based on a traveling state of another vehicle around the automatic driving vehicle when the automatic driving vehicle enters the determined switching section. The operation switching unit determines a timing at which the measured second load satisfies a predetermined condition as a switching timing for switching from automatic to manual, and switches from automatic to manual at the determined switching timing.
　本開示の一態様に係る自動運転支援方法は、予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援方法であって、切替区間決定工程と、運転負荷計測工程と、切替タイミング決定工程と、運転切替工程とを具備する。切替区間決定工程は、走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する。運転負荷計測工程は、決定された切替区間に自動運転車両が進入した場合、自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する。、切替タイミング決定工程は、計測された第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定する。運転切替工程は、決定した切替タイミングにて、自動から手動に切り替える。 An automatic driving support method according to an aspect of the present disclosure is an automatic driving support method for an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section. And a switching section determining step, an operation load measuring step, a switching timing determining step, and an operation switching step. In the switching section determination step, a section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold is determined as a switching section in which at least a part of the vehicle control is switched from automatic to manual. . The driving load measuring step measures a second load based on a traveling state of another vehicle around the autonomous driving vehicle when the autonomous driving vehicle enters the determined switching section. In the switching timing determination step, a timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual. The operation switching step is switched from automatic to manual at the determined switching timing.
　本開示の一態様に係る自動運転支援プログラムは、予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援プログラムであって、以下の構成を採る。すなわち、コンピュータを、走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する切替区間決定手段を具備する。そして、決定された切替区間に自動運転車両が進入した場合、自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する運転負荷計測手段を具備する。そして、計測された第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定し、決定した切替タイミングにて、自動から手動に切り替える運転切替手段、として機能させるための構成を採る。 An automatic driving support program according to an aspect of the present disclosure is an automatic driving support program for an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section. The following configuration is adopted. That is, the computer switches the section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold among the traveling sections as a switching section in which at least a part of the vehicle control is switched from automatic to manual. Section determination means is provided. And when an autonomous driving vehicle enters into the determined switching section, it comprises a driving load measuring means for measuring a second load based on the traveling conditions of other vehicles around the autonomous driving vehicle. Then, the timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual, and at the determined switching timing, it is made to function as an operation switching means for switching from automatic to manual. Take the configuration for.
　本開示によれば、自動運転から手動運転に切り替える際、運転者にかかる負担を軽減することができる。 According to the present disclosure, it is possible to reduce the burden on the driver when switching from automatic driving to manual driving.
本開示の実施の形態に係る自動運転支援装置を含む車両の要部構成を示すブロック図The block diagram which shows the principal part structure of the vehicle containing the automatic driving assistance apparatus which concerns on embodiment of this indication. 環境マップの一例を示す図Figure showing an example of the environment map 環境マップ作成部における切替区間決定処理の手順を示すフロー図Flow chart showing the procedure of switching section determination processing in the environment map creation unit 自動運転から手動運転に切り替える処理手順を示すフロー図Flow chart showing the procedure for switching from automatic operation to manual operation 走行中の車両と、その周囲を走行する他車両との関係を示す図The figure which shows the relationship between the vehicle currently drive | working and the other vehicle which drive | works the circumference | surroundings 走行車線評価値決定テーブルの一例を示す図The figure which shows an example of a driving lane evaluation value determination table
　以下、本開示の実施の形態について、図面を参照して詳細に説明する。 Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings.
　実施の形態では、車両制御（操舵、加減速、制動、シフト、ウィンカーなど）を車両側で行う完全自動運転から車両制御の全部を運転者側で行う手動運転に切り替えることを例にするが、完全自動運転から車両制御の一部のみを車両側で行う半自動運転に切り替えたり、半自動運転から手動運転に切り替えたりしても良い。 In the embodiment, switching from fully automatic operation in which vehicle control (steering, acceleration / deceleration, braking, shift, blinker, etc.) is performed on the vehicle side to manual operation in which all vehicle control is performed on the driver side is taken as an example. It may be switched from fully automatic driving to semi-automatic driving in which only part of the vehicle control is performed on the vehicle side, or from semi-automatic driving to manual driving.
　（実施の形態）
　図１は、本発明の実施の形態に係る自動運転支援装置を含む車両１の要部構成を示すブロック図である。車両１は、運転者による運転操作の全てまたは一部を自動で行うことができる車両である。 (Embodiment)
FIG. 1 is a block diagram showing a main configuration of a vehicle 1 including an automatic driving support device according to an embodiment of the present invention. The vehicle 1 is a vehicle that can automatically perform all or part of the driving operation by the driver.
　車両１は、ブレーキペダル２と、アクセルペダル３と、ハンドル５と、検出部６と、車両制御部７と、記憶部８と、情報報知装置９と、環境マップ作成部１０と、運転負荷計測部１１と、運転モード切替判定部１２とを有する。 The vehicle 1 includes a brake pedal 2, an accelerator pedal 3, a handle 5, a detection unit 6, a vehicle control unit 7, a storage unit 8, an information notification device 9, an environment map creation unit 10, and driving load measurement. Unit 11 and an operation mode switching determination unit 12.
　ブレーキペダル２は、運転者によるブレーキ操作を受けつけ、車両１を減速させる。また、ブレーキペダル２は、車両制御部７による制御により車両１が減速する場合に、減速の度合いに応じて沈み込み量が変化してもよい。 The brake pedal 2 receives a brake operation by the driver and decelerates the vehicle 1. Further, when the vehicle 1 decelerates under the control of the vehicle control unit 7, the brake pedal 2 may change its sinking amount according to the degree of deceleration.
　アクセルペダル３は、運転者によるアクセル操作を受けつけ、車両１を加速させる。また、アクセルペダル３は、車両制御部７による制御により車両１が加速する場合に、加速の度合いに応じて沈み込み量が変化してもよい。 Accelerator pedal 3 accepts an accelerator operation by the driver and accelerates vehicle 1. Further, when the vehicle 1 is accelerated by the control by the vehicle control unit 7, the amount of depression of the accelerator pedal 3 may change depending on the degree of acceleration.
　ハンドル５は、運転者によるハンドル操作を受けつけ、車両１の走行する方向を変更する。また、ハンドル５は、車両制御部７による制御により車両１の走行する方向が変更される場合に、方向の変更量に応じて操舵角度が変化してもよい。ハンドル５は、操作部５１を有する。 The handle 5 receives a handle operation by the driver and changes the traveling direction of the vehicle 1. Further, when the direction in which the vehicle 1 travels is changed by the control of the vehicle control unit 7, the steering angle of the steering wheel 5 may change according to the direction change amount. The handle 5 has an operation unit 51.
　操作部５１は、ハンドル５の前面（運転者と対向する面）に設けられ、運転者からの入力操作を受け付ける。操作部５１は、例えば、ボタン、タッチパネル、グリップセンサ等の装置である。操作部５１は、運転者から受けつけた入力操作の情報を車両制御部７へ出力する。 The operation unit 51 is provided on the front surface (the surface facing the driver) of the handle 5, and receives an input operation from the driver. The operation unit 51 is a device such as a button, a touch panel, or a grip sensor, for example. The operation unit 51 outputs information on the input operation received from the driver to the vehicle control unit 7.
　検出部６は、車両１の走行状態、及び、車両１の周囲の状況を検出する。検出部６は、位置情報取得部６１と、周辺センサ６２と、車両速度取得部６３と、地図情報取得部６４とを有する。 The detection unit 6 detects the traveling state of the vehicle 1 and the situation around the vehicle 1. The detection unit 6 includes a position information acquisition unit 61, a peripheral sensor 62, a vehicle speed acquisition unit 63, and a map information acquisition unit 64.
　位置情報取得部６１は、ＧＰＳ測位等により車両１の位置情報を走行状態の情報として取得し、取得した位置情報を運転モード切替判定部１２へ出力する。 The position information acquisition unit 61 acquires the position information of the vehicle 1 as travel state information by GPS positioning or the like, and outputs the acquired position information to the driving mode switching determination unit 12.
　周辺センサ６２（周辺検知部に相当）は、車両１の周囲の状況を検出する。例えば、周辺センサ６２は、車両１の周囲に存在する他車両の位置および車線位置情報から、他車両の位置および先行車かどうかという種別を検出したり、他車両の速度と自車両の速度から衝突予測時間（ＴＴＣ：Time To Collision）を検出したり、車両１の周囲に存在する障害物などを検出したりする。そして、周辺センサ６２は、検出した周囲の状況の情報を運転負荷計測部１１へ出力する。例えば、周辺センサ６２は、ミリ波レーダやレーザレーダ、カメラ、またはそれらの組合せなどから構成される。 The peripheral sensor 62 (corresponding to the peripheral detection unit) detects the situation around the vehicle 1. For example, the peripheral sensor 62 detects the type of the position of the other vehicle and whether it is a preceding vehicle from the position and lane position information of the other vehicle existing around the vehicle 1, or the speed of the other vehicle and the speed of the own vehicle. A collision prediction time (TTC: Time To Collision) is detected, or an obstacle existing around the vehicle 1 is detected. Then, the surrounding sensor 62 outputs information on the detected surrounding situation to the driving load measuring unit 11. For example, the peripheral sensor 62 includes a millimeter wave radar, a laser radar, a camera, or a combination thereof.
　車両速度取得部６３は、図示しない速度センサ等から車両１の速度情報などを走行状態の情報として取得し、取得した走行状態の情報を運転負荷計測部１１へ出力する。 The vehicle speed acquisition unit 63 acquires speed information of the vehicle 1 as travel state information from a speed sensor or the like (not shown), and outputs the acquired travel state information to the driving load measurement unit 11.
　地図情報取得部６４は、車両１が走行する道路、道路における他車両との合流ポイント、現在走行中の車線、交差点の位置などの車両１の周辺の地図情報を取得し、取得した地図情報を環境マップ作成部１０へ出力する。 The map information acquisition unit 64 acquires map information around the vehicle 1 such as a road on which the vehicle 1 travels, a merging point with another vehicle on the road, a lane currently being traveled, and an intersection position, and the acquired map information Output to the environment map creation unit 10.
　記憶部８は、ＲＯＭ（Read Only Memory）、ＲＡＭ（Random Access Memory）、ハードディスク装置やＳＳＤ（Solid State Drive）などの記憶装置であり、環境マップ作成部１０によって作成された環境マップを記憶する。 The storage unit 8 is a storage device such as a ROM (Read Only Memory), a RAM (Random Access Memory), a hard disk device, or an SSD (Solid State Drive), and stores the environment map created by the environment map creation unit 10.
　車両制御部７は、例えば、ＬＳＩ（Large　Scale　Integrated）回路、または、車両１を制御する電子制御ユニット（ＥＣＵ：Electronic Control Unit）の一部として実現可能である。車両制御部７は、記憶部８、環境マップ作成部１０、運転負荷計測部１１、運転モード切替判定部１２からの情報に基づいて、ブレーキペダル２、アクセルペダル３、ハンドル５を制御して、車両１を制御する。なお、車両制御部７が制御する対象は、これらに限定されない。 The vehicle control unit 7 can be realized as, for example, an LSI (Large Scale Integrated) circuit or a part of an electronic control unit (ECU) that controls the vehicle 1. The vehicle control unit 7 controls the brake pedal 2, the accelerator pedal 3, and the handle 5 based on information from the storage unit 8, the environment map creation unit 10, the driving load measurement unit 11, and the driving mode switching determination unit 12. The vehicle 1 is controlled. In addition, the object which the vehicle control part 7 controls is not limited to these.
　車両制御部７は、自動運転から手動運転に切り替えるとの判定結果を運転モード切替判定部１２より取得した場合、手動運転に切り替わることを情報報知装置９の報知部９２に報知させる。また、車両制御部７は、環境マップ作成部１０から自動運転から手動運転に切り替える切替区間の情報を取得した場合、その切替区間を情報報知装置９の報知部９２に報知させる。なお、運転モード切替判定部１２及び車両制御部７は、運転切替部として機能する。 The vehicle control unit 7 informs the notification unit 92 of the information notification device 9 that switching to manual driving is performed when the determination result that switching from automatic driving to manual driving is acquired from the driving mode switching determination unit 12. Moreover, when the vehicle control part 7 acquires the information of the switching area which switches from automatic driving | operation to manual driving | operation from the environment map preparation part 10, it notifies the notification part 92 of the information alerting | reporting apparatus 9 of the switching area. The operation mode switching determination unit 12 and the vehicle control unit 7 function as an operation switching unit.
　情報報知装置９は、車両制御部７から車両１の走行に関する種々の情報を取得し、取得した情報を報知する。情報報知装置９は、情報取得部９１と報知部９２とを有する。 The information notification device 9 acquires various information related to the traveling of the vehicle 1 from the vehicle control unit 7 and notifies the acquired information. The information notification device 9 includes an information acquisition unit 91 and a notification unit 92.
　情報取得部９１は、車両制御部７から車両１の走行に関する種々の情報を取得する。例えば、情報取得部９１は、車両制御部７が車両１の挙動を更新する可能性があると判定した場合に、車両制御部７から第１の挙動の情報と第１の挙動の次に実行される第２の挙動の情報を取得する。 The information acquisition unit 91 acquires various information related to the traveling of the vehicle 1 from the vehicle control unit 7. For example, when the vehicle control unit 7 determines that the behavior of the vehicle 1 may be updated, the information acquisition unit 91 executes the first behavior information and the first behavior from the vehicle control unit 7. The second behavior information to be obtained is acquired.
　報知部９２は、車両１の走行に関する情報を運転者に報知する。報知部９２は、例えば、情報を表示する表示部であってもよいし、情報を音声に変換して運転者に報知するスピーカであってもよいし、あるいは、運転者が感知できる位置（例えば、運転者の座席、ハンドル５など）に設けられる振動体であってもよい。また、報知部９２は、これらの組み合わせであってもよい。 The notification unit 92 notifies the driver of information related to the traveling of the vehicle 1. The notification unit 92 may be, for example, a display unit that displays information, a speaker that converts information into voice and notifies the driver, or a position that can be sensed by the driver (for example, Further, it may be a vibrating body provided on the driver's seat, the handle 5 or the like. The notification unit 92 may be a combination of these.
　以下の説明では、報知部９２が表示装置であるものとする。 In the following description, it is assumed that the notification unit 92 is a display device.
　この場合、報知部９２とは、例えば、ヘッドアップディスプレイ（Head Up Display：ＨＵＤ）、ＬＣＤ（Liquid Crystal Display）、ＨＭＤ（Head-Mounted DisplayまたはHelmet-Mounted Display）、眼鏡型ディスプレイ（Smart Glasses）、その他の専用のディスプレイなどである。ＨＵＤは、例えば、車両１のウインドシールドであってもよいし、別途設けられるガラス面、プラスチック面（例えば、コンバイナ）などであってもよい。また、ウインドシールドは、例えば、フロントガラスであってもよいし、車両１のサイドガラスまたはリアガラスであってもよい。 In this case, the notification unit 92 includes, for example, a head-up display (HUD), an LCD (Liquid Crystal Display), an HMD (Head-Mounted Display or Helmet-Mounted Display), a glasses-type display (Smart Glasses), Other dedicated displays. The HUD may be, for example, a windshield of the vehicle 1, or may be a separately provided glass surface, plastic surface (for example, a combiner), or the like. The windshield may be, for example, a windshield, a side glass or a rear glass of the vehicle 1.
　さらに、ＨＵＤは、ウインドシールドの表面または内側に備えられた透過型ディスプレイであってもよい。ここで、透過型ディスプレイとは、例えば、透過型の有機ＥＬ（Organic Electro-Luminescence）ディスプレイ、または、特定の波長の光を照射した際に発光するガラスを用いた透明なディスプレイである。運転者は、背景を視認すると同時に、透過型ディスプレイ上の表示を視認することができる。このように報知部９２は、光を透過する表示媒体であってもよい。いずれの場合も、画像が報知部９２に表示される。 Further, the HUD may be a transmissive display provided on the surface or inside of the windshield. Here, the transmissive display is, for example, a transmissive organic EL (Organic Electro-Luminescence) display or a transparent display using glass that emits light when irradiated with light of a specific wavelength. The driver can view the display on the transmissive display at the same time as viewing the background. Thus, the notification unit 92 may be a display medium that transmits light. In either case, an image is displayed on the notification unit 92.
　例えば、報知部９２は、後述する環境マップ作成部１０によって作成された環境マップを表示し、表示した環境マップに切替区間または切替開始地点を表示する。また、報知部９２は、後述する運転負荷計測部１１により計測された運転負荷を縦軸に、距離を横軸にしたグラフを表示し、表示したグラフに切替区間または切替開始地点を表示してもよい。 For example, the notification unit 92 displays an environment map created by the environment map creation unit 10 to be described later, and displays a switching section or a switching start point on the displayed environment map. In addition, the notification unit 92 displays a graph with the driving load measured by the driving load measurement unit 11 described later on the vertical axis and the distance on the horizontal axis, and displays the switching section or the switching start point on the displayed graph. Also good.
　環境マップ作成部１０（切替区間決定部に相当）は、地図情報取得部６４から出力された地図情報に基づいて、カーブ及び勾配などの道路形状、または道幅、合流、分岐などの道路構造等に起因して運転者にかかる運転負荷（以下、「環境起因負荷」という）を車両１の走行区間について予想し、環境マップを作成する。そして、環境マップ作成部１０は、環境起因負荷が所定の閾値以下の区間を自動運転から手動運転に切り替え可能な切替区間として決定し、決定した切替区間を車両制御部７及び運転モード切替判定部１２へ通知する。 Based on the map information output from the map information acquisition unit 64, the environment map creation unit 10 (corresponding to the switching section determination unit) converts road shapes such as curves and gradients, or road structures such as road widths, merges, and branches. The driving load (hereinafter referred to as “environment-induced load”) caused by the driver is predicted for the traveling section of the vehicle 1 and an environment map is created. Then, the environment map creation unit 10 determines a section in which the environment-induced load is equal to or less than a predetermined threshold as a switching section that can be switched from automatic driving to manual driving, and the determined switching section is the vehicle control unit 7 and the driving mode switching determination unit. 12 is notified.
　図２に環境マップの一例を示す。図２では、横軸は車両１の走行区間における距離を示し、縦軸は環境起因負荷を示す。地点Ｐ１が合流地点である場合、地点Ｐ１より手前で運転負荷が高くなり、地点Ｐ１を過ぎると環境起因負荷が低くなる。また、地点Ｐ２から地点Ｐ３がカーブ区間である場合、例えば、カーブの曲率が大きいと環境起因負荷が高くなり、カーブの曲率が小さいと環境起因負荷が低くなる。また、カーブの曲率の変化率が大きいほど環境起因負荷も高くなる。図２では、地点Ｐ１から地点Ｐ２における環境起因負荷が低く（所定の閾値以下）、かつ、その区間が所定の距離（自動運転から手動運転に切り替えるのに十分な時間が確保できる距離）以上なので、環境マップ作成部１０は、この区間を切替区間に決定する。 Figure 2 shows an example of the environment map. In FIG. 2, the horizontal axis indicates the distance in the traveling section of the vehicle 1, and the vertical axis indicates the environment-induced load. When the point P1 is a joining point, the driving load increases before the point P1, and the environment-induced load decreases after the point P1. Further, when the point P2 to the point P3 are curve sections, for example, if the curvature of the curve is large, the environmentally-induced load becomes high, and if the curvature of the curve is small, the environmentally-induced load becomes low. In addition, the greater the rate of change of the curvature of the curve, the higher the environmental load. In FIG. 2, the environment-induced load from the point P1 to the point P2 is low (below a predetermined threshold), and the section is equal to or greater than a predetermined distance (a distance that can secure a sufficient time for switching from automatic driving to manual driving). The environment map creation unit 10 determines this section as a switching section.
　運転負荷計測部１１は、周辺センサ６２から出力された周囲の状況の情報と、車両速度取得部６３から出力された車両１の走行状態の情報とに基づいて、運転負荷を計測し、計測した運転負荷を運転モード切替判定部１２へ出力する。運転負荷を計測する方法については、後述する。 The driving load measuring unit 11 measures and measures the driving load based on the information on the surrounding situation output from the peripheral sensor 62 and the information on the traveling state of the vehicle 1 output from the vehicle speed acquisition unit 63. The operation load is output to the operation mode switching determination unit 12. A method for measuring the operating load will be described later.
　運転モード切替判定部１２は、位置情報取得部６１から出力された位置情報と、環境マップ作成部１０から通知された切替区間とに基づいて、車両１が切替区間に入ったか否かを検出する。運転モード切替判定部１２は、車両１が切替区間に入ったことを検出した場合、運転負荷計測部１１から出力された運転負荷が予め決められた条件を満たすタイミングを、自動運転から手動運転に切り替えるタイミングと決定する。運転モード切替判定部１２は、決定した切替タイミングにて、自動運転から手動運転に切り替えるよう、車両制御部７に指示する。ここで、予め決められた条件としては、運転負荷が所定の閾値以下となること、または、運転負荷が極小値となること、すなわち、運転負荷が減少傾向から上昇傾向に転じることなどが挙げられる。この場合、例えば、運転モード切替判定部１２は、複数の操作のうち、ハンドル操作を優先して手動運転に切り替え、他の操作を順次切り替えるよう、車両制御部７に指示する。 The driving mode switching determination unit 12 detects whether or not the vehicle 1 has entered the switching section based on the position information output from the position information acquisition unit 61 and the switching section notified from the environment map creation unit 10. . When the driving mode switching determination unit 12 detects that the vehicle 1 has entered the switching section, the driving mode output from the driving load measuring unit 11 changes the timing satisfying a predetermined condition from automatic driving to manual driving. Determine when to switch. The driving mode switching determination unit 12 instructs the vehicle control unit 7 to switch from automatic driving to manual driving at the determined switching timing. Here, the predetermined condition includes that the driving load is equal to or less than a predetermined threshold value, or that the driving load becomes a minimum value, that is, the driving load is changed from a decreasing tendency to an increasing tendency. . In this case, for example, the driving mode switching determination unit 12 instructs the vehicle control unit 7 to switch to manual driving with priority given to the steering wheel operation among the plurality of operations and sequentially switch other operations.
　次に、上述した環境マップ作成部１０における切替区間決定処理について、図３を用いて説明する。図３は、環境マップ作成部１０における切替区間決定処理の手順を示すフロー図である。 Next, the switching section determination process in the environment map creation unit 10 described above will be described with reference to FIG. FIG. 3 is a flowchart showing the procedure of the switching section determination process in the environment map creation unit 10.
　ステップＳ３０１において、環境マップ作成部１０は、地図情報取得部６４から出力された地図情報に基づいて、自動運転終了地点を取得する。自動運転の終了地点として、例えば、目的地へ向かう途中に経由する有料道路の出口インターチェンジ、予め運転者等により設定された地点などが考えられる。 In step S301, the environment map creation unit 10 acquires the automatic driving end point based on the map information output from the map information acquisition unit 64. As the end point of the automatic driving, for example, an exit interchange of a toll road that passes along the way to the destination, a point set in advance by the driver or the like can be considered.
　ステップＳ３０２において、環境マップ作成部１０は、自動運転終了地点より所定距離手前の手動運転切替終了点Ｂを算出する。 In step S302, the environment map creation unit 10 calculates a manual driving switching end point B that is a predetermined distance before the automatic driving end point.
　ステップＳ３０３において、環境マップ作成部１０は、手動運転切替開始点Ａの候補を算出し、ステップＳ３０４において、区間Ａ－Ｂにおける環境マップを作成する。例えば、手動運転切替開始点Ａの候補として、手動運転切替終了点Ｂより所定距離手前の地点が算出される。 In step S303, the environment map creation unit 10 calculates a candidate for manual operation switching start point A, and creates an environment map in the section AB in step S304. For example, a point a predetermined distance before the manual operation switching end point B is calculated as a candidate for the manual operation switching start point A.
　ステップＳ３０５において、環境マップ作成部１０は、作成した環境マップにおける環境起因負荷が所定の閾値以下の区間を算出し、ステップＳ３０６において、算出した区間が所定の距離以上あるか否かを判定する。算出した区間が所定の距離未満となる場合（ＮＯ）、ステップＳ３０７に移行し、算出した区間が所定の距離以上となる場合（ＹＥＳ）、ステップＳ３０８に移行する。 In step S305, the environment map creation unit 10 calculates a section in which the environment-induced load in the created environment map is equal to or less than a predetermined threshold, and in step S306, determines whether the calculated section is greater than or equal to a predetermined distance. If the calculated section is less than the predetermined distance (NO), the process proceeds to step S307, and if the calculated section is greater than the predetermined distance (YES), the process proceeds to step S308.
　ステップＳ３０７において、環境マップ作成部１０は、現在の手動運転切替開始点Ａを所定距離分手前に変更し、ステップＳ３０４に戻る。 In step S307, the environment map creation unit 10 changes the current manual operation switching start point A to a distance before the predetermined distance, and returns to step S304.
　ステップＳ３０８において、環境マップ作成部１０は、手動運転切替開始点Ａを決定し、切替区間決定処理を終了する。 In step S308, the environment map creation unit 10 determines the manual operation switching start point A, and ends the switching section determination process.
　次に、運転負荷に基づいて、自動運転から手動運転に切り替える処理手順について図４を用いて説明する。図４は、自動運転から手動運転に切り替える処理手順を示すフロー図である。 Next, a processing procedure for switching from automatic operation to manual operation based on the operation load will be described with reference to FIG. FIG. 4 is a flowchart showing a processing procedure for switching from automatic operation to manual operation.
　ステップＳ４０１において、運転モード切替判定部１２は、位置情報取得部６１から取得した車両１の位置情報と、環境マップ作成部１０から取得した切替区間とに基づいて、車両１が切替区間に入ったか否かを判定する。車両１が切替区間に入った場合（ＹＥＳ）、ステップＳ４０２に移行し、車両１が切替区間に入っていない場合（ＮＯ）、ステップＳ４０１に戻る。 In step S401, the operation mode switching determination unit 12 determines whether the vehicle 1 has entered the switching section based on the position information of the vehicle 1 acquired from the position information acquisition unit 61 and the switching section acquired from the environment map creation unit 10. Determine whether or not. When the vehicle 1 enters the switching section (YES), the process proceeds to step S402, and when the vehicle 1 does not enter the switching section (NO), the process returns to step S401.
　ステップＳ４０２において、運転モード切替判定部１２は、車両制御部７を介して情報報知装置９から車両１が切替区間に入ったことを運転者に報知させ、ステップＳ４０３において、運転負荷計測部１１は、運転負荷Ｌを計測する。 In step S402, the driving mode switching determination unit 12 notifies the driver that the vehicle 1 has entered the switching section from the information notification device 9 via the vehicle control unit 7. In step S403, the driving load measurement unit 11 The operating load L is measured.
　ステップＳ４０４において、運転負荷Ｌが所定の閾値以下であるか否かを判定する。運転負荷Ｌが閾値以下である場合（ＹＥＳ）、ステップＳ４０５に移行し、運転負荷Ｌが閾値より大きい場合（ＮＯ）、ステップＳ４０３に戻る。 In step S404, it is determined whether or not the operating load L is equal to or less than a predetermined threshold value. When the driving load L is less than or equal to the threshold (YES), the process proceeds to step S405, and when the driving load L is greater than the threshold (NO), the process returns to step S403.
　ステップＳ４０５において、運転モード切替判定部１２は、車両制御部７に対して自動運転から手動運転への切替開始を指示し、ステップＳ４０６において、車両制御部７を介して情報報知装置９から切替開始を運転者に報知させ、全ての操作が手動運転に切り替わったら、切替処理を終了する。 In step S405, the driving mode switching determination unit 12 instructs the vehicle control unit 7 to start switching from automatic driving to manual driving, and in step S406, switching is started from the information notification device 9 via the vehicle control unit 7. When all the operations are switched to manual driving, the switching process is terminated.
　次に、運転負荷計測部１１における運転負荷Ｌの算出方法について、図５を用いて説明する。図５は、走行中の車両１と、その周囲を走行する他車両との関係を示す図である。図５は、車両１を自車ａと表し、自車ａが３車線の中央車線を走行している様子を示す。自車ａと同一車線を走行する直前の車両を先行車ｂと表し、同一車線を走行する直後の車両を後方車ｅと表す。また、自車ａの右側車線の前方を走行する車両を右側前方車ｄと表し、右側車線の後方を走行する車両を右側後方車ｃと表す。さらに、自車ａの左側車線の前方を走行する車両を左側前方車ｇと表し、左側車線の後方を走行する車両を左側後方車ｆと表す。なお、周囲の車両が自車ａより前方か後方かを判断する位置は、自車ａの最前部を基準とする。 Next, a method for calculating the driving load L in the driving load measuring unit 11 will be described with reference to FIG. FIG. 5 is a diagram illustrating a relationship between the vehicle 1 that is traveling and other vehicles that travel around the vehicle 1. FIG. 5 represents the vehicle 1 as the own vehicle a, and shows that the own vehicle a is traveling in the central lane of three lanes. A vehicle immediately before traveling in the same lane as the own vehicle a is represented as a preceding vehicle b, and a vehicle immediately after traveling in the same lane is represented as a rear vehicle e. A vehicle traveling in front of the right lane of the host vehicle a is represented as a right front vehicle d, and a vehicle traveling behind the right lane is represented as a right rear vehicle c. Further, a vehicle traveling in front of the left lane of the host vehicle a is represented as a left front vehicle g, and a vehicle traveling behind the left lane is represented as a left rear vehicle f. In addition, the position which judges whether the surrounding vehicle is ahead or the back of the own vehicle a is based on the forefront part of the own vehicle a.
　運転負荷Ｌは、例えば、以下の１３項目のパラメータ（１）～（１３）を求め、求めたパラメータ（１）～（１３）にそれぞれ重み付けｗ１～ｗ１３を行って算出する。 The operating load L is calculated by, for example, obtaining the following 13 parameters (1) to (13) and applying the weights w1 to w13 to the obtained parameters (1) to (13), respectively.
　（１）自車速度の高低度合：自車速度Ｖａ
　（２）左側後方車の接近度合：車頭距離相対変化率Ｒｆａ＝左側後方車相対速度Ｖｆａ／左側後方車との車頭距離Ｄｆａ
　（３）先行車の存在及び接近の度合：先行車サイズ変化率ＲＳｂ＝－１／ＴＴＣ＝－（先行車相対速度Ｖｂａ）／先行車との車間距離ＤＲｂａ
　（４）右側後方車の接近度合：車頭距離相対変化率Ｒｃａ＝右側後方車相対速度Ｖｃａ／右側後方車との車頭距離Ｄｃａ
　（５）右側前方車の接近度合：車頭距離相対変化率Ｒｄａ＝右側前方車相対速度Ｖｄａ／右側前方車との車頭距離Ｄｄａ
　（６）右車線変更可能性：右車線における自車の残存加速車線長ＤＲｄａ
　（７）右車線変更有益性：先行車との車間距離ＤＲｂａ
　（８）後方車の存在及び接近度合：車頭距離相対変化率Ｒｅａ＝後方車相対速度Ｖｅａ／後方車との車頭距離Ｄｅａ
　（９）左側前方車の接近度合：車頭距離相対変化率Ｒｇａ＝左側前方車相対速度Ｖｇａ／左側前方車との車頭距離Ｄｇａ
　（１０）左車線変更可能性：左車線における自車の残存加速車線長ＤＲｇａ
　（１１）走行車線評価値：Ｌｉｎ（図６参照）
　Ｌｉｎは、図６に示すように、車線数が１車線の場合、左車線をＬｉｎ＝３とし、車線数が２車線の場合、左車線をＬｉｎ＝２、右車線をＬｉｎ＝５とし、車線数が３車線以上の場合、左車線をＬｉｎ＝１、中央車線をＬｉｎ２、右車線をＬｉｎ＝１０とする。 (1) Level of own vehicle speed: Own vehicle speed Va
(2) Approaching degree of left rear vehicle: Relative change rate Rfa = left rear vehicle relative speed Vfa / head distance Dfa with left rear vehicle
(3) Presence of vehicle and degree of approach: vehicle size change rate RSb = -1 / TTC =-(preceding vehicle relative speed Vba) / inter-vehicle distance DRba
(4) Degree of approach of right rear vehicle: Relative change rate Rca = Rear vehicle relative speed Vca / Right head vehicle distance Dca with right rear vehicle
(5) Degree of approach of right front vehicle: Relative change rate Rda = Right front vehicle relative speed Vda / Right front vehicle distance Dda
(6) Possibility of changing right lane: Remaining acceleration lane length DRda of own vehicle in right lane
(7) Benefit of changing right lane: inter-vehicle distance DRba from the preceding vehicle
(8) Presence and degree of approach of rear vehicle: Relative change rate of vehicle head distance Rea = Rear vehicle relative speed Vea / Vehicle head distance Dea with rear vehicle
(9) The degree of approach of the left front vehicle: Relative change rate Rga = Left front vehicle relative speed Vga / Left head vehicle distance Dga
(10) Possibility of changing left lane: Remaining acceleration lane length DRga of own vehicle in left lane
(11) Driving lane evaluation value: Lin (see FIG. 6)
As shown in FIG. 6, when the number of lanes is one lane, the left lane is Lin = 3, and when the number of lanes is two, Lin is the left lane Lin = 2, the right lane Lin = 5, When the number is three or more lanes, the left lane is Lin = 1, the center lane is Lin2, and the right lane is Lin = 10.
　（１２）緊急車両の有無：Ｅｍｇ（０：無、１：有）
　（１３）環境起因負荷：Ｅｎｖ
　すなわち、運転負荷Ｌは、Ｌ＝Ｖａ×ｗ１＋Ｒｆａ×ｗ２＋ＲＳｂ×ｗ３＋Ｒｃａ×ｗ４＋Ｒｄａ×ｗ５＋ＤＲｄａ×ｗ６＋ＤＲｂａ×ｗ７＋Ｒｅａ×ｗ８＋Ｒｇａ×ｗ９＋ＤＲｇａ×ｗ１０＋Ｌｉｎ×ｗ１１＋Ｅｍｇ×ｗ１２＋Ｅｎｖ×ｗ１３によって算出される。 (12) Presence / absence of emergency vehicle: Emg (0: No, 1: Yes)
(13) Environmental load: Env
That is, the driving load L is calculated by L = Va × w1 + Rfa × w2 + RSb × w3 + Rca × w4 + Rda × w5 + DRda × w6 + DRba × w7 + Rea × w8 + Rga × w9 + DRga × w10 + Lin × w11 + Emg × w12 + Env × w13.
　例えば、重みｗ１～ｗ１３は、ｗ１＝１、ｗ２＝１０、ｗ３＝５０、ｗ４＝１０、ｗ５＝１０、ｗ６＝１、ｗ７＝１００、ｗ８＝５、ｗ９＝１０、ｗ１０＝１、ｗ１１＝２０、ｗ１２＝１００、ｗ１３＝５０と設定される。 For example, the weights w1 to w13 are w1 = 1, w2 = 10, w3 = 50, w4 = 10, w5 = 10, w6 = 1, w7 = 100, w8 = 5, w9 = 10, w10 = 1, w11 = 20, w12 = 100, and w13 = 50 are set.
　なお、図３および図４に示す各ステップ、および図５を用いて説明した運転負荷計測部１１における運転負荷Ｌの算出方法については、例えば記憶部８にあらかじめ記憶された自動運転支援プログラムを用いて実行される。すなわち、この自動運転支援プログラムは、車両制御部７に搭載されたコンピュータにより、図３および図４に示す各ステップ、および図５を用いて説明した運転負荷計測部１１における運転負荷Ｌの算出方法を実行するのである。 In addition, about each step shown in FIG.3 and FIG.4, and the calculation method of the driving load L in the driving load measurement part 11 demonstrated using FIG. 5, the automatic driving assistance program previously memorize | stored in the memory | storage part 8, for example is used. Executed. That is, this automatic driving support program is calculated by the computer installed in the vehicle control unit 7 in each step shown in FIGS. 3 and 4 and the method for calculating the driving load L in the driving load measuring unit 11 described with reference to FIG. Is executed.
　このように、本実施の形態の自動運転支援装置では、環境起因負荷が所定の閾値以下となる区間を自動運転から手動運転に切り替える切替区間に決定し、車両１が切替区間に進入した場合、周囲の状況の情報と、車両１の走行状態の情報とに基づいて計測される運転負荷が所定の閾値以下となるタイミングを、自動運転から手動運転に切り替えるタイミングに決定し、決定した切替タイミングにて自動運転から手動運転に切り替える。これにより、自動運転から手動運転に切り替える際、運転者にかかる負担を軽減することができる。 Thus, in the automatic driving assistance device of the present embodiment, when the section where the environment-induced load is equal to or less than the predetermined threshold is determined as the switching section for switching from automatic driving to manual driving, and the vehicle 1 enters the switching section, The timing at which the driving load measured based on the information on the surrounding situation and the information on the running state of the vehicle 1 is equal to or less than a predetermined threshold is determined as the timing for switching from automatic driving to manual driving. Switch from automatic operation to manual operation. Thereby, when switching from automatic driving to manual driving, the burden on the driver can be reduced.
　（変形例）
　上記実施の形態では、自動運転から手動運転に切り替える際、複数の操作のうち、ハンドル操作を優先して切り替えるものとして説明したが、本発明はこれに限らない。以下において、複数の操作のそれぞれを手動運転に切り替える条件について説明する。 (Modification)
In the above-described embodiment, when switching from automatic operation to manual operation, the steering operation is preferentially switched among a plurality of operations, but the present invention is not limited to this. Hereinafter, conditions for switching each of the plurality of operations to manual operation will be described.
　まず、環境マップ作成時に、環境マップ作成部１０は、ハンドル操作に影響を及ぼす環境起因負荷Ｅｎｖｓｔｒをカーブの曲率、合流及び分岐までの距離、道幅などに基づいて評価し、また、アクセル及びブレーキ操作に影響を及ぼす環境起因負荷Ｅｎｖａｂを勾配、合流及び分岐までの距離などに基づいて評価する。そして、環境マップ作成部１０は、環境起因負荷ＥｎｖをＥｎｖ＝Ｅｎｖｓｔｒ＋Ｅｎｖａｂにより算出する。 First, when creating the environment map, the environment map creation unit 10 evaluates the environment-induced load Envstr that affects the steering operation based on the curvature of the curve, the distance to the merging and branching, the road width, and the accelerator and brake operations. The environmentally-induced load Envab that affects the distance is evaluated based on the gradient, the distance to the merge, the branch, and the like. Then, the environment map creation unit 10 calculates the environment-induced load Env by Env = Envstr + Envab.
　そして、運転負荷計測時に、運転負荷計測部１１は、例えば以下のようにして各操作に対する運転負荷Ｌを計測する。 And at the time of driving load measurement, the driving load measurement part 11 measures the driving load L with respect to each operation as follows, for example.
　ハンドル操作に対する運転負荷Ｌｈについては、運転負荷計測部１１は、上記パラメータ（１）～（１３）のうち（８）以外の全パラメータを考慮して運転負荷Ｌを算出し、運転負荷ＬにＥｎｖｓｔｒを加算して運転負荷Ｌｈを算出する。そして、運転モード切替判定部１２は、運転負荷Ｌｈが所定の閾値以下になったら、ハンドル操作を手動運転に切り替える。 For the driving load Lh for the steering operation, the driving load measuring unit 11 calculates the driving load L in consideration of all the parameters (1) to (13) other than (8), and sets the driving load L to Envstr. Is added to calculate the driving load Lh. Then, when the driving load Lh becomes equal to or less than a predetermined threshold, the driving mode switching determination unit 12 switches the steering wheel operation to manual driving.
　また、アクセル操作に対する運転負荷Ｌａについては、運転負荷計測部１１は、上記パラメータ（２）、（３）、（７）、（１２）を考慮して運転負荷Ｌを算出し、運転負荷ＬにＥｎｖａｂを加算して運転負荷Ｌａを算出する。そして、運転モード切替判定部１２は、運転負荷Ｌａが所定の閾値以下になったら、アクセル操作を手動運転に切り替える。 For the driving load La for the accelerator operation, the driving load measuring unit 11 calculates the driving load L in consideration of the parameters (2), (3), (7), and (12), and sets the driving load L to the driving load L. The driving load La is calculated by adding Envab. Then, the operation mode switching determination unit 12 switches the accelerator operation to the manual operation when the operation load La becomes equal to or less than a predetermined threshold value.
　さらに、ブレーキ操作に対する運転負荷Ｌｂについては、運転負荷計測部１１は、上記パラメータ（１）～（１３）のうち（２）、（４）、（１１）以外の全パラメータを考慮して運転負荷Ｌを算出し、運転負荷ＬにＥｎｖａｂを加算して運転負荷Ｌｂを算出する。そして、運転モード切替判定部１２は、運転負荷Ｌｂが所定の閾値以下になったら、ブレーキ操作を手動運転に切り替える。 Further, with respect to the driving load Lb for the brake operation, the driving load measuring unit 11 considers all parameters other than (2), (4), and (11) among the parameters (1) to (13). L is calculated, and Envab is added to the driving load L to calculate the driving load Lb. And the driving mode switching determination part 12 will switch a brake operation to manual driving, if the driving load Lb becomes below a predetermined threshold value.
　このように、自動運転支援装置は、上記の各操作における切替条件を満たす操作から順に切り替えるようにしてもよい。 Thus, the automatic driving support device may be switched in order from the operation that satisfies the switching condition in each operation described above.
　本開示は、自動運転から手動運転に切り替える際、運転者にかかる負担を軽減するのに有用である。 This disclosure is useful for reducing the burden on the driver when switching from automatic driving to manual driving.
　１　車両
　２　ブレーキペダル
　３　アクセルペダル
　５　ハンドル
　５１　操作部
　６　検出部
　６１　位置情報取得部
　６２　周辺センサ
　６３　車両速度取得部
　６４　地図情報取得部
　７　車両制御部
　８　記憶部
　９　情報報知装置
　１０　環境マップ作成部
　１１　運転負荷計測部
　１２　運転モード切替判定部 DESCRIPTION OF SYMBOLS 1 Vehicle 2 Brake pedal 3 Accelerator pedal 5 Handle 51 Operation part 6 Detection part 61 Position information acquisition part 62 Peripheral sensor 63 Vehicle speed acquisition part 64 Map information acquisition part 7 Vehicle control part 8 Storage part 9 Information notification apparatus 10 Environmental map creation part 11 Operation load measurement unit 12 Operation mode switching determination unit

Claims (8)

  1. 　予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援装置であって、
    　前記走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、前記車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する切替区間決定部と、
    　決定された前記切替区間に前記自動運転車両が進入した場合、前記自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する運転負荷計測部と、
    　計測された前記第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定し、決定した前記切替タイミングにて、自動から手動に切り替える運転切替部と、
    　を具備する自動運転支援装置。     An automatic driving support device in an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration in a predetermined travel section,
    Of the travel sections, a switching section determination unit that determines a section in which the first load based on a road shape or a road structure is a predetermined threshold or less as a switching section in which at least a part of the vehicle control is switched from automatic to manual. When,
    A driving load measuring unit that measures a second load based on a traveling state of another vehicle around the autonomous driving vehicle when the autonomous driving vehicle enters the determined switching section;
    A timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual, and an operation switching unit that switches from automatic to manual at the determined switching timing;
    An automatic driving support device comprising:
  2. 　前記運転切替部は、前記第２の負荷が所定の閾値以下となるタイミングを前記切替タイミングと決定する、
    　請求項１に記載の自動運転支援装置。     The operation switching unit determines a timing at which the second load is equal to or lower than a predetermined threshold as the switching timing.
    The automatic driving assistance device according to claim 1.
  3. 　前記運転切替部は、前記第２の負荷が減少傾向から上昇傾向に変わるタイミングを前記切替タイミングと決定する、
    　請求項１に記載の自動運転支援装置。     The operation switching unit determines the timing at which the second load changes from a decreasing trend to an increasing trend as the switching timing.
    The automatic driving assistance device according to claim 1.
  4. 　更に、前記切替区間が決定されたこと、及び、自動から手動への切り替えの開始を報知する報知部を具備する、
    　請求項１から請求項３のいずれか一項に記載の自動運転支援装置。     Furthermore, it comprises a notification unit for notifying that the switching section has been determined and the start of switching from automatic to manual,
    The automatic driving assistance device according to any one of claims 1 to 3.
  5. 　前記報知部は、前記第１の負荷に基づいて生成された画像上に、前記切替区間または切替開始地点を表示する、
    　請求項４に記載の自動運転支援装置。     The notification unit displays the switching section or the switching start point on an image generated based on the first load.
    The automatic driving assistance device according to claim 4.
  6. 　前記運転切替部は、自動から手動に切り替える際、前記車両制御のうち、最初に前記操舵を自動から手動に切り替える、
    　請求項１から請求項５のいずれか一項に記載の自動運転支援装置。     When the operation switching unit switches from automatic to manual, among the vehicle controls, the steering is first switched from automatic to manual.
    The automatic driving assistance device according to any one of claims 1 to 5.
  7. 　予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援方法であって、
    　前記走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、前記車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する切替区間決定工程と、
    　決定された前記切替区間に前記自動運転車両が進入した場合、前記自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する運転負荷計測工程と、
    　計測された前記第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定する切替タイミング決定工程と、
    　決定した前記切替タイミングにて、自動から手動に切り替える運転切替工程と、
    　を具備する自動運転支援方法。     An automatic driving support method in an automatic driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration in a predetermined travel section,
    A switching section determination step of determining a section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold among the traveling sections as a switching section in which at least a part of the vehicle control is switched from automatic to manual. When,
    A driving load measuring step of measuring a second load based on a traveling state of another vehicle around the autonomous driving vehicle when the autonomous driving vehicle enters the determined switching section;
    A switching timing determination step for determining a timing at which the measured second load satisfies a predetermined condition as a switching timing for switching from automatic to manual; and
    An operation switching step of switching from automatic to manual at the determined switching timing;
    An automatic driving support method comprising:
  8. 　予め決められた走行区間内で操舵、制動、加減速からなる車両制御のうち少なくとも一部を自動で行う自動運転車両における自動運転支援プログラムであって、
    　コンピュータを、
    　前記走行区間のうち、道路形状又は道路構造に基づく第１の負荷が所定の閾値以下となる区間を、前記車両制御のうち少なくとも一部を自動から手動に切り替える切替区間に決定する切替区間決定手段と、
    　決定された前記切替区間に前記自動運転車両が進入した場合、前記自動運転車両周囲の他車両の走行状況に基づく第２の負荷を計測する運転負荷計測手段と、
    　計測された前記第２の負荷が予め決められた条件を満たすタイミングを、自動から手動に切り替える切替タイミングに決定し、決定した前記切替タイミングにて、自動から手動に切り替える運転切替手段、
    　として機能させるための自動運転支援プログラム。     An automatic driving support program for an autonomous driving vehicle that automatically performs at least a part of vehicle control including steering, braking, and acceleration / deceleration within a predetermined travel section,
    Computer
    Switching section determination means for determining a section in which the first load based on the road shape or the road structure is equal to or less than a predetermined threshold among the travel sections as a switching section in which at least a part of the vehicle control is switched from automatic to manual. When,
    A driving load measuring means for measuring a second load based on a traveling state of another vehicle around the autonomous driving vehicle when the autonomous driving vehicle enters the determined switching section;
    A timing at which the measured second load satisfies a predetermined condition is determined as a switching timing for switching from automatic to manual, and an operation switching means for switching from automatic to manual at the determined switching timing;
    Autonomous driving support program to function as.
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