JP2016007989A - Vehicle control system and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system capable of controlling a vehicle while reflecting an occupant's emotion.SOLUTION: Included are an I/O unit 510 that accepts input of information on a behavior of a self vehicle 10, a degree-of-strain calculation unit 522 that calculates a degree of strain of an occupant of the vehicle 10, a second determination unit 523 that, when a change is detected in the behavior of the vehicle 10 on the basis of the inputted information on the behavior of the vehicle, determines whether the degree of strain calculated by the degree-of-strain calculation unit 522 is equal to or larger than a predetermined value, and an instruction unit 524 that, when the second determination unit 523 determines that the degree of strain is equal to or larger than the predetermined value, instructs an autonomous driving assist system 300, which controls the speed of the vehicle 10, to decrease the speed of the vehicle 10.

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  As a background art in this technical field, there is JP-A-2008-68664 (Patent Document 1). This publication states that “when the emotion factor detection unit 12 detects a specific behavior by another vehicle as an emotion factor and the biological state monitoring unit 13 detects a change in the biological state of the driver, the emotion estimation unit 16 It is presumed that there has been a change in the driver's emotion, and the control content determination unit 15 actively reflects an accident or the like by reflecting the estimation result by the emotion estimation unit 16 in the notification control to the driver and the behavior control of the vehicle. Is prevented. "

JP 2008-68664 A

  In Patent Document 1, it is premised that another vehicle exists in the surroundings. For example, even when a large gravitational acceleration occurs and the driver feels fear, the behavior control of the vehicle does not change.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of performing vehicle control that effectively reflects passengers' emotions.

  In order to achieve the above object, a vehicle control device of the present invention includes an input unit that inputs information related to vehicle behavior, a calculation unit that calculates a degree of tension of a passenger of the vehicle, and the input unit that inputs the input unit. A determination unit that determines whether the tension degree calculated by the calculation unit is greater than or equal to a predetermined value when a change is detected in the vehicle behavior based on information about the vehicle behavior; When it is determined that the degree is equal to or greater than a predetermined value, the control device that controls the speed of the vehicle includes an instruction unit that instructs to reduce the speed of the vehicle.

  According to the present invention, it is possible to perform vehicle control that reflects the passenger's emotions.

It is a figure which shows the automatic driving assistance system mounted in the vehicle. It is a figure which shows the detail of an automatic driving assistance system. It is a figure which shows the structure of a navigation apparatus. It is a figure which shows the detailed connection structure of a speed limiting device and an automatic driving assistance device. (A) is a figure which shows the attachment position of a camera, a sensor, etc., (B) is a figure which shows the attachment position of the heart rate sensor and sweat sensor in a steering wheel. It is a figure which shows the road by which speed is restrict | limited by the speed limiting apparatus. It is a flowchart which shows the process sequence of a speed limiting apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 shows a configuration of an automatic driving support system 1 that supports automatic driving. The automatic driving support system 1 is a system that allows the host vehicle 10 equipped with the system to automatically travel without the driver performing an operation related to driving. Hereinafter, the automatic traveling of the host vehicle 10 under the control of the automatic driving support system 1 is referred to as “automatic driving”.

  The automatic driving support system 1 includes an automatic driving support device 300, a plurality of ECUs (Engine Control Units), a speed limiting device 500, and a navigation device 700, and these devices have a CAN (Controller Area Network) bus 50. Are connected to each other. In this embodiment, a case where the CAN bus 50 is used as an in-vehicle communication bus will be described as an example. However, other communication buses such as LIN (Local Interconnect Network), Flex Ray, IEEE 1394, in-vehicle Ethernet (registered trademark), and the like will be described. It can also be used.

  FIG. 2 shows a block diagram of the automatic driving support system 1. The automatic driving support system 1 includes an engine ECU 110, a transmission ECU 120, a brake ECU 130, a steering ECU 140, a seat belt ECU 150, an airbag ECU 160, a navigation ECU 170, a vehicle control ECU 200, an automatic driving support device 300, a speed And a limiting device 500. The navigation ECU 170 is mounted on the navigation device 700 and controls the navigation device 700.

  The engine ECU 110 is connected to a throttle actuator (hereinafter, the actuator is abbreviated as ACT) 115. An electronic throttle valve is provided in the intake pipe of the engine, and this electronic throttle valve can be opened and closed by a throttle ACT115. Engine ECU 110 controls throttle ACT 115 based on the control signal received from vehicle control ECU 200, and drives the electronic throttle valve. Under the control of the engine ECU 110, the opening degree of the electronic throttle valve is adjusted so that the engine speed becomes the target speed.

  The transmission ECU 120 is connected to the hydraulic control device 125. The transmission ECU 120 controls the hydraulic control device 125 based on the control signal received from the vehicle control ECU 200 and adjusts the hydraulic pressure of the hydraulic oil supplied to the transmission. Thereby, the transmission gear ratio is controlled. The transmission is connected to the output shaft of the engine and changes the speed and torque transmitted from the engine by switching the gear ratio according to the traveling state of the host vehicle 10.

  The brake ECU 130 is an ECU that controls the brake device 135, and controls the brake device 135 provided on each wheel of the host vehicle 10 based on a control signal received from the vehicle control ECU 200 to brake the host vehicle 10. Do.

  The steering ECU 140 is connected to a steering ACT 145 that applies assist force to the steering. Based on the control signal received from the vehicle control ECU 200, the steering ECU 140 controls the steering ACT 145 so as to output assist torque necessary for steering the host vehicle 10.

  The seat belt ECU 150 is connected to the pretensioner 155. The seat belt ECU 150 operates the pretensioner 155 to remove the slack in the seat belt when the host vehicle 10 is predicted to be in danger of colliding with an obstacle. By removing the slack from the seat belt, the occupant can be securely fixed to the seat and the occupant can be secured.

  The airbag ECU 160 is connected to an inflator 165 as a gas generator. The airbag ECU 160 operates the inflator 165 when the collision of the host vehicle 10 is detected, and deploys the airbag. By deploying the airbag, the airbag can be interposed between the vehicle body and the occupant, and the impact on the occupant during a collision can be reduced.

  Here, the configuration of the navigation apparatus 700 equipped with the navigation ECU 170 will be described with reference to FIG. The navigation device 700 includes a position specifying unit 710, a CAN transceiver 720, a wireless network control unit 730, a storage unit 740, an operation unit 750, an output unit 760, and a navigation ECU 170.

  The position specifying unit 710 includes a GPS antenna 711, a GPS unit 712, and a gyro unit 713. The GPS unit 712 receives GPS radio waves transmitted from GPS satellites via the GPS antenna 711, and calculates position coordinates indicating the current position of the host vehicle 10 by calculation from the GPS signals superimposed on the GPS radio waves. The GPS unit 712 outputs the calculated position coordinates and the traveling direction to the navigation ECU 170. The gyro unit 713 includes a gyro sensor (not shown), and outputs relative direction information of the host vehicle 10 detected by the gyro sensor to the navigation ECU 170. Note that the GPS unit 712 may specify the current position using a positioning satellite system signal such as GLONASS, Galileo, Beidou, or QZSS (Michibiki) instead of the GSP signal.

  The CAN transceiver 720 is connected to the CAN bus 50. The CAN transceiver 720 is an IC (Integrated Circuit) for interfacing between the CAN buses 50. The CAN transceiver 720 transmits data generated by the navigation ECU 170 to other ECUs via the CAN bus 50, receives data transmitted from the other ECUs via the CAN bus 50, and outputs the data to the navigation ECU 170. . For example, the CAN transceiver 720 receives vehicle speed information indicating the vehicle speed of the host vehicle 10 transmitted from the automatic driving support device 300, and passes the received vehicle speed information to the navigation ECU 170.

  The wireless network control unit 730 includes a wireless antenna 731, is connected to the communication network via the wireless antenna 731, and transmits / receives data to / from other devices such as an external server connected via the communication network. Information acquired by the navigation device 700 from another device such as an external server includes, for example, telematics information.

  In addition to the control program for route guidance, the storage unit 740 stores a map database 741 that stores various data such as map data and display image data used for route guidance. As the storage unit 740, a portable storage medium such as a hard disk device, a computer-readable flexible disk (FD), a DVD (Digital Versatile Disc), or a DVD-RAM can be used. The storage unit 740 may be a portable storage medium such as a CD-ROM (Compact Disc Read Only Memory), a CD-R (Recordable) / RW (Rewritable), a magneto-optical disk, an IC card, or an SD card. .

  The operation unit 750 includes a touch panel 752 disposed on the display panel 764 in addition to the operation buttons 751. When the user touches various button displays displayed on the display panel 764 with a finger or the like, a signal indicating the touched location on the touch panel 752 is input to the navigation ECU 170. An operation similar to the operation of the operation unit 750 may be executed by a steering controller provided in the steering.

  The output unit 760 includes an audio output unit 761, a speaker 762, and a display unit 763. The voice output unit 761 includes a D / A converter (not shown), an amplifier, and the like. The voice data signal for route guidance is digital / analog converted and amplified by the amplifier. To do. As the display panel 764, for example, a liquid crystal display panel, an EL (Electro Luminescent) display panel, or the like can be used. The display unit 763 includes a drawing processor (not shown) and a display panel 764, receives a drawing command including display instructions such as map information and button display from the navigation ECU 170, and causes the display panel 764 to display an image based on the drawing command. .

  The navigation ECU 170 includes a CPU 171, a ROM 172, a RAM 173, an input / output unit (hereinafter, referred to as an I / O (Input / Output) unit) 174, and the like, and controls each unit included in the navigation device 700.

The navigation ECU 170 receives position coordinates indicating the current position and the traveling direction of the vehicle from the GPS unit 712. The navigation ECU 170 corrects the position coordinates indicating the input current position based on the vehicle speed signal input from the CAN transceiver 720. In addition, the navigation ECU 170 inputs the destination setting accepted by the operation unit 750. When the navigation ECU 170 inputs the destination setting, the navigation ECU 170 uses the corrected position coordinates, the map data read from the map database 741, and the traveling direction and direction information acquired from the position specifying unit 710 to guide to the destination. Calculate the route. As a route search algorithm, the Dijkstra method is generally used in which a route with the lowest cost is obtained from the departure point to the destination.
The navigation ECU 170 passes the calculated guidance route, the current position coordinate information, the destination coordinate information, map data, and the like to the automatic driving support device 300 and the speed limit device 500. The map data includes travel history information that is a history of roads on which the vehicle 10 has traveled in the past. Further, the map data includes road width information and road lane number information recorded in the map data. Note that the navigation ECU 170 repeats correction of the position coordinates indicating the current position and calculation of the guidance route even after calculating the guidance route, and the automatic driving support device 300 and the speed limiting device use the calculated position coordinates and guidance route. To 500.

Each device shown in FIG.
The vehicle control ECU 200 receives automatic driving control information transmitted from the automatic driving support device 300 during automatic driving. The automatic driving control information is control information related to automatic travel of the host vehicle 10 including start / stop control information of the host vehicle 10, control information of acceleration / deceleration of the host vehicle 10, control information of steering of the host vehicle 10, and the like. . The vehicle control ECU 200 generates control signals for controlling the engine ECU 110, the transmission ECU 120, the brake ECU 130, and the steering ECU 140 based on the automatic driving control information. The vehicle control ECU 200 controls the ECUs 110 to 140 by transmitting the generated control signals to the ECUs 110 to 140.

Here, the automatic driving support device 300 and the speed limiting device 500 will be described with reference to FIG. FIG. 4 is a diagram illustrating a connection configuration of the automatic driving support device 300 and the speed limiting device 500.
First, the automatic driving assistance device 300 will be described. The automatic driving support device 300 is connected to a vehicle-to-vehicle communication device 310, a road-to-vehicle communication device 320, a radar device 330, a peripheral photographing camera 340, a vehicle speed sensor 350, a steering angle sensor 360, a brake sensor 370, and a yaw rate sensor 380. . In addition, the automatic driving support device 300 transmits and receives data to and from the navigation device 700 via the CAN bus 50.

  The inter-vehicle communication device 310 performs so-called inter-vehicle communication, in which vehicle information is mutually transmitted by wireless communication with surrounding vehicles located around the host vehicle 10. The vehicle information includes, for example, identification information for identifying the surrounding vehicle and the own vehicle 10, position information of the own vehicle 10 and the surrounding vehicle specified based on the GPS signal, the speed (vehicle speed) of the own vehicle 10 and the surrounding vehicle, Information such as the traveling direction of the vehicle 10 and surrounding vehicles is included. The inter-vehicle communication device 310 outputs the vehicle information of the surrounding vehicles received by the inter-vehicle communication to the automatic driving support device 300.

  The road-to-vehicle communication device 320 receives information transmitted by narrowband wireless communication such as radio beacons, optical beacons, and DSRC (Dedicated Short Range Communications) from roadside devices (not shown) installed on the roadside such as intersections. Receiver. The information transmitted from the roadside device to the road-vehicle communication device 320 includes, for example, road information including traffic jam information, traffic light information, pedestrian information, and the like.

  For example, the radar device 330 irradiates a predetermined range ahead of the host vehicle with radio waves such as millimeter wave radar and laser radar, and sound waves such as ultrasonic radar. The radar apparatus 330 receives information of a preceding vehicle that travels ahead of the host vehicle 10 by receiving a reflected wave reflected by an object (for example, a preceding vehicle) existing within a predetermined range (hereinafter referred to as preceding vehicle information). Is detected). The preceding vehicle information detected here includes, for example, information on the presence / absence of the preceding vehicle, distance to the preceding vehicle (inter-vehicle distance), angle (relative position), speed (relative speed), acceleration, and the like. The radar apparatus 330 outputs the detected preceding vehicle information to the automatic driving support apparatus 300.

  For example, as shown in FIG. 5A, the peripheral photographing camera 340 is arranged at a position overlooking the outside of the vehicle from the upper part of the windshield in the vehicle interior, and images the situation outside the vehicle through the windshield. Image data photographed by the peripheral photographing camera 340 is subjected to image processing and output to the automatic driving support device 300.

  The vehicle speed sensor 350 detects the vehicle speed of the host vehicle 10 and outputs a detection signal representing the detected vehicle speed to the automatic driving support device 300. The steering angle sensor 360 detects the steering angle of the steering, and outputs a detection signal representing the detected steering angle to the automatic driving support device 300. The brake sensor 370 detects a driver's operation amount (depression amount, angle, pressure, etc.) with respect to the brake pedal, and outputs a detection signal representing the detected operation amount to the automatic driving support device 300. The yaw rate sensor 380 detects the yaw rate applied to the host vehicle 10 and outputs a detection signal representing the detected yaw rate to the automatic driving support device 300.

  The automatic driving support device 300 generates automatic driving control information during automatic driving, and outputs the generated automatic driving control information to the vehicle control ECU 200. As described above, the automatic driving control information is control information such as start / stop control information of the host vehicle 10, acceleration / deceleration control information of the host vehicle 10, and steering control information of the host vehicle 10. The vehicle control ECU 200 controls the ECUs 110 to 140 such as the engine ECU 110 based on the automatic driving control information received from the automatic driving support device 300, whereby automatic driving is realized.

  The automatic driving support apparatus 300 receives information such as current position coordinate information, destination coordinate information, a guidance route, and map data from the navigation ECU 170. The automatic driving support device 300 generates a target traveling pattern and a target speed pattern when traveling on the guidance route based on the input information. Next, the automatic driving support device 300 generates automatic driving control information for controlling driving so that the host vehicle 10 automatically runs based on the generated target driving pattern and target speed pattern. That is, the automatic driving support device 300 starts / stops and steers the host vehicle 10 so as to travel along the target travel pattern, and accelerates / decelerates the host vehicle 10 so that the speed conforms to the target speed pattern. Automatic operation control information including control information is generated.

  The automatic driving support device 300 adjusts the target traveling pattern and the target speed pattern based on the vehicle information input from the inter-vehicle communication device 310 during the automatic driving, based on the relationship with the vehicles located around the host vehicle 10. To do. In addition, the automatic driving support device 300 determines the presence or absence of traffic congestion, the state of traffic lights, the presence or absence of pedestrians, etc. based on the traffic information input from the road-to-vehicle communication device 320, and the target driving pattern and target speed pattern. Adjust. The automatic driving support device 300 adjusts the target travel pattern and the target speed pattern based on the relationship with the preceding vehicle based on the preceding vehicle information input from the radar device 330. In addition, the automatic driving support device 300 acquires information related to the environment of the host vehicle 10 based on the image data input from the peripheral shooting camera 340, and corresponds to the environment of the host vehicle 10 so that the target driving pattern, Adjust the target speed pattern. Then, the automatic driving control unit 164 generates automatic driving control information based on the adjusted target travel pattern and target speed pattern.

  The automatic driving support device 300 outputs the generated automatic driving control information to the vehicle control ECU 200. The vehicle control ECU 200 controls each ECU such as the engine ECU 110 based on the automatic driving control information. As a result, the host vehicle 10 automatically travels according to the target travel pattern and the target speed pattern that are adjusted as appropriate, and automatic operation up to the destination is realized.

Next, the speed limiting device 500 will be described.
The speed limiting device 500 is connected to a three-dimensional (three-axis) acceleration sensor 531, a vibration sensor 532, a heart rate sensor 533, a sweat sensor 534, a passenger photographing camera 560, and a microphone 570. Further, the speed limiting device 500 transmits and receives data to and from the navigation device 700 via the CAN bus 50.

  The three-dimensional acceleration sensor 531 is a well-known acceleration sensor, and is in three directions applied to the host vehicle 10, that is, the full length direction (hereinafter referred to as the front-rear direction), the vehicle width direction (hereinafter referred to as the lateral direction), the vehicle. Detect acceleration in the high direction. As the three-dimensional acceleration sensor 531, a generally known acceleration sensor such as a piezoresistive type, a capacitance type, or a heat detection type can be used. The three-dimensional acceleration sensor 531 outputs the detected acceleration data (information regarding the behavior of the vehicle) to the speed limiting device 500.

  The vibration sensor 532 is a well-known sensor that is attached to the body or the like of the host vehicle 10 and detects vertical vibrations of the host vehicle 10. As the vibration sensor 532, various sensors such as a capacitance type displacement sensor, an eddy current type displacement sensor, and a piezoelectric type acceleration sensor can be used. The vibration sensor 532 detects vibration of a predetermined frequency generated in the vehicle body of the host vehicle 10 and outputs the detection result to the speed limiting device 500 as vibration data (information on vehicle behavior).

  The heart rate sensor 533 is a sensor that measures a passenger's heart rate (pulse). For the measurement of the heart rate, a generally known method can be used. For example, the heart rate of the driver sitting in the driver's seat can be measured by a heart rate sensor 533 in which electrodes are arranged on the surface of the steering wheel 550 as shown in FIG. The passenger's heart rate such as the passenger seat may be, for example, a wristwatch-type heart rate sensor 533 mounted on the passenger, or the heart rate sensor 533 mounted on the seat of the host vehicle 10 You may measure your heart rate. The heart rate sensor 533 outputs the measured heart rate to the speed limiter 500 as biological information.

  The sweat sensor 534 is a sensor that measures the amount of sweat in the passenger's hand. For the measurement of the amount of sweating, a generally known method can be used. For example, the sweat sensor 534 can also be disposed on the surface of the steering wheel 550 as shown in FIG. 5B, for example. The sweat sensor 534 outputs a voltage signal obtained by converting a change in humidity into a voltage to the speed limiter 500 as biological information.

  For example, as shown in FIG. 5A, the occupant photographing camera 560 is arranged on the upper part of the windshield in the passenger compartment and shoots a photograph of the face of the occupant. The face photograph data photographed by the passenger photographing camera 560 is subjected to image processing and output to the speed limiter 500.

  For example, as shown in FIG. 5A, the microphone 570 is mounted on the dashboard of the host vehicle 10 and inputs a passenger's voice. The audio signal input from the microphone 570 is output to the speed limiter 500 as biological information.

  Next, the speed limiting device 500 will be described. The speed limiting device 500 is used when automatic driving is performed under the control of the automatic driving support device 300, for example, when lateral acceleration is detected in the host vehicle 10 as shown in FIG. It is determined whether the passenger's tension is increasing based on the biological information of the passenger. If it is determined that the passenger's tension is high, the speed limiting device 500 instructs the automatic driving support device 300 to reduce the speed.

  The speed limiting device 500 includes a first determination unit 521, a tension calculation unit 522, a second determination unit 523, and an instruction unit 524 as functional blocks. The functional block is a block realized by organically cooperating hardware installed in the speed limiting device 500 and a control program. The speed limiting device 500 includes an input / output unit (hereinafter referred to as an I / O (input / output) unit) 510 as hardware and a control unit 520 including a CPU, a ROM, a RAM, and the like. The functional block shown in FIG. 4 is a schematic diagram showing the functions of the speed limiting device 500 classified according to the main processing contents, and the configuration of the speed limiting device 500 further depends on the processing contents. It can also be divided into many blocks. It is also possible to configure so that more processing is executed by one block. Further, the processing of each block may be executed by one piece of hardware, or may be executed by a plurality of pieces of hardware. The processing of each block may be realized by one program or a plurality of programs.

  The I / O unit 510 includes acceleration data measured by the three-dimensional acceleration sensor 531, vibration data measured by the vibration sensor 532, biological information measured by the heart rate sensor 533 and the sweat sensor 534, and a passenger photographing camera 560. The face image data of the occupant photographed by the above and the voice data input by the microphone 570 are input. In addition, the I / O unit 510 inputs a guidance route, current position coordinate information, destination coordinate information, map data, and the like transmitted from the navigation device 700. In addition, the I / O unit 510 inputs vehicle information acquired by inter-vehicle communication by the inter-vehicle communication device 310 from the automatic driving support device 300. The I / O unit 510 outputs these input data to the control unit 520.

The first determination unit 521 inputs acceleration data, vibration data, position coordinates indicating the current position, and map data. In addition, the first determination unit 521 inputs the vehicle information passed from the automatic driving support device 300.
When the automatic driving support device 300 performs automatic driving, the first determination unit 521 has a factor (hereinafter referred to as a tension factor) that increases the degree of tension of the passenger of the host vehicle 10 based on the input information. Determine if it has occurred. As a factor of tension, for example, when a large acceleration is applied to the host vehicle 10, when a large amplitude swing occurs, when a slight vibration such as fine rattling occurs, when a traveling road is a first traveling road, a traveling road When the road width is narrow, the number of lanes decreases, the width that can be driven by a vehicle parked on the shoulder decreases, the case where the vehicle travels in a place such as a tunnel that receives pressure, etc.

  The first determination unit 521 first compares the acceleration data measured by the three-dimensional acceleration sensor 531 with the first threshold value in order to determine whether or not a tension factor has occurred. It is determined whether the longitudinal or lateral acceleration is equal to or greater than a predetermined value. Since the three-dimensional acceleration sensor 531 can measure accelerations in a plurality of directions such as the front-rear direction and the lateral direction, different values are prepared for the first threshold value depending on the acceleration to be compared. . That is, it is assumed that a first lateral threshold value and a first longitudinal threshold value are prepared.

  Further, the first determination unit 521 compares the vibration data detected by the vibration sensor 532 with the second threshold value and the third threshold value, and determines whether or not the vehicle body of the host vehicle 10 is vibrating. judge. The second threshold value is a threshold value for detecting a shake with a large amplitude. The third threshold value is a threshold value for detecting minute vibrations having a small amplitude. The second threshold value is set larger than the third threshold value. The first determination unit 521 determines that a shake having a large amplitude has occurred in the vehicle body when the amplitude of the vibration data (the displacement amount of the vehicle body) is larger than the second threshold value. In addition, the first determination unit 521 determines that the minute vibration is generated in the vehicle body when the amplitude of the vibration data is smaller than the second threshold value and larger than the third threshold value. When detecting minute vibrations, it is determined whether or not minute vibrations have continued for a predetermined time or more, and if minute vibrations have been continued for a predetermined time or more, it is determined that minute vibrations have occurred in the vehicle body. Also good.

  Further, the first determination unit 521 determines whether a factor of tension has occurred using the position coordinates indicating the current position and map data input from the navigation device 700. The 1st determination part 521 determines whether the present position of the own vehicle 10 exists on the road which drive | works for the first time with reference to map data. The map data input from the navigation device 700 includes travel history information that is a history of roads that have traveled in the past. In addition, the first determination unit 521 refers to the map data, determines whether the road width is narrow in front of the host vehicle 10, whether the number of lanes on the road is decreased, and whether a tunnel is provided. Determine whether. The map data input from the navigation device 700 includes road width information and lane number information recorded in the map data. Moreover, the 1st determination part 521 determines whether the vehicle which carried out the shoulder parking exists ahead of the own vehicle 10 by the vehicle information which the vehicle-to-vehicle communication apparatus 310 acquired by the vehicle-to-vehicle communication.

  If the first determination unit 521 determines that a tension factor has occurred, the first determination unit 521 outputs to the tension level calculation unit 522 that the tension factor has occurred. Upon receiving notification from the first determination unit 521 that a tension factor has occurred, the tension level calculation unit 522 calculates the passenger's tension level based on the passenger's face photo data and biometric information.

The tension level calculation unit 522 calculates the tension level based on the physical reaction of the passenger. The body reaction includes, for example, a facial expression of the passenger, a change in voice quality, a degree of pupil opening, and the like.
The tension level calculation unit 522 analyzes the facial expression of the facial photograph data and calculates the tension level of the passenger. The method of analyzing the passenger's facial expression from the facial photograph data is a well-known method that is already generally known. For example, “P. Ekman, W. Freesen: Introduction to facial expression analysis, meaning hidden in facial expressions” The method disclosed in “Suguru, Kudo Ryoji, 7th edition, Seishin Shobo, 2000” can be used. Note that the present invention is not limited to this method, and any other generally known method can be used.
Further, the tension calculation unit 522 determines whether or not the passenger's pupil is open based on the face photograph data, and when it is determined that the pupil is open, the tension of the passenger is high. Can be determined. In addition, the tension level calculation unit 522 determines the level of tension of the passenger based on the content of the passenger's speech, a change in voice quality (frequency change), a change in speaking speed, and the like. For example, a word such as “scary” can be extracted from voice data by voice analysis to determine the degree of tension of the passenger.
Note that the tension degree calculated by the tension degree calculation unit 522 is not limited to the tension degree of the driver seated in the driver seat. For example, when there is a passenger seated in the passenger seat or the rear seat, the tension level calculation unit 522 also calculates the tension levels of these passengers.

  In addition, the tension level calculation unit 522 calculates the tension level based on biological information such as the heart rate and sweating amount of the passenger. The degree of tension calculation unit 522 determines that the degree of tension is higher as the amount of sweating by the passenger is greater. Further, the tension level calculation unit 522 determines that the tension level is higher as the heart rate of the passenger is higher. The tension level calculation unit 522 evaluates the tension level based on the face photograph data, biological information, and body reaction, and calculates an evaluation value that evaluates the tension level. One degree of tension may be obtained from one piece of biological information, or an evaluation value of one degree of tension may be obtained from a plurality of pieces of biological information.

The second determination unit 523 determines whether the passenger is in a tension state based on the evaluation value calculated by the tension degree calculation unit 522. For example, the second determination unit 523 determines that the passenger is in a tension state when all the values of the plurality of evaluation values calculated by the tension degree calculation unit 522 are equal to or greater than a predetermined value. Moreover, the 2nd determination part 523 may determine whether a passenger is in a tension | tensile_strength by the average (simple average or weighted average) of evaluation value. When the second determination unit 523 determines that the passenger is in a tension state, the second determination unit 523 notifies the instruction unit 524 of the fact.
When there are a plurality of passengers in the host vehicle 10, for example, the second determination unit 523 determines that the passenger is in a tension state when it is determined that even one of the passengers is in a tension state. May be. In addition, the second determination unit 523 may determine that the passenger is in tension when the number of passengers determined to be in tension is greater than a majority. In addition, when it is determined that the driver seated in the driver's seat is in a tension state, the second determination unit 523 puts the passenger in a tension state even when other passengers are not in a tension state. You may determine that there is.

  When the instruction unit 524 receives a notification from the second determination unit 523 that the occupant is in a tension state, the instruction unit 524 outputs a deceleration instruction that instructs the automatic driving support device 300 to decelerate the speed of the host vehicle 10.

  The automatic driving support apparatus 300 that has input the deceleration instruction from the instruction unit 524 generates automatic driving control information in which the vehicle speed is reduced by changing the target speed pattern, and outputs the automatic driving control information to the vehicle control ECU 200. The vehicle control ECU 200 controls the engine ECU 110 and the brake ECU 130 based on the automatic driving control information input from the automatic driving support device 300. That is, the brake ECU 130 drives the brake device 135 based on the control signal received from the vehicle control ECU 200 and brakes the host vehicle 10. Further, engine ECU 110 stops fuel injection based on the control signal received from vehicle control ECU 200, and decelerates the speed of host vehicle 10.

  It is known that the acceleration that humans feel uncomfortable is 0.4G. For this reason, also when decelerating the speed of the own vehicle 10 by control of the automatic driving assistance device 300, it is good to decelerate speed to 0.4 G (14 km / h) as a limit. Also, when traveling on a highway at a speed limit of 100 km / h, the speed is gradually reduced to 90 km / h and 80 km / h so that the speed does not become slower than the minimum speed of 50 km / h.

  In addition, tension factors such as a large acceleration applied to the host vehicle 10, a large amplitude swing in the host vehicle 10, and a slight rattling vibration can be eliminated, and the tension of the passenger can be detected. When it disappears, it is good to accelerate the own vehicle 10 to the speed before a restriction | limiting. That is, the instruction unit 524 stops the deceleration instruction to the automatic driving support device 300. Further, the automatic driving support device 300 generates automatic driving control information in which the target speed pattern is changed and the vehicle speed is accelerated, and is output to the vehicle control ECU 200.

  Further, the speed limiting device 500 stores information on the point where the deceleration instruction is output to the automatic driving support device 300 in a nonvolatile storage device (not shown), and passes through the point stored in the nonvolatile storage device. In addition, the instruction unit 524 may instruct the automatic driving assistance device 300 to reduce the vehicle speed without going through the processes of the first determination unit 521, the tension calculation unit 522, and the second determination unit 523.

Next, the processing procedure of the control unit 520 of the speed limiting device 500 will be described with reference to the flowchart shown in FIG. In the following description, a case where processing is performed only for a driver seated in a driver's seat will be described as an example.
First, the control unit 520 determines whether or not automatic driving is under control of the automatic driving support device 300 (step S1). If it is determined that the automatic operation is not being performed (step S1 / NO), the control unit 520 ends this processing flow. If it is determined that automatic driving is in progress (step S1 / YES), data transmitted from the three-dimensional acceleration sensor 531, the vibration sensor 532, the navigation device 700, the automatic driving support device 300, and the like are transmitted via the I / O unit 510. (Step S2). The data input to the control unit 520 includes acceleration data measured by the three-dimensional acceleration sensor 531, vibration data measured by the vibration sensor 532, a guidance route transmitted from the navigation device 700, and coordinate information of the current position. , Destination coordinate information, map data, and the like. In addition, the control unit 520 inputs vehicle information acquired by inter-vehicle communication by the inter-vehicle communication device 310 from the automatic driving support device 300.

  Next, the first determination unit 521 of the control unit 520 compares the input acceleration with the first lateral threshold value, and whether the lateral acceleration of the host vehicle 10 is equal to or greater than the first lateral threshold value. It is determined whether or not (step S3). In the case of an affirmative determination (step S2 / YES), the first determination unit 521 determines that there is a tension factor that makes the driver tense, notifies the tension degree calculation unit 522 to that effect, and performs the process of step S8. Transition. In step S3, the lateral acceleration is compared with the first lateral threshold value to determine whether or not the lateral acceleration of the host vehicle 10 is equal to or greater than a predetermined value. And the longitudinal first threshold value may be compared to determine whether or not the acceleration in the longitudinal direction of the host vehicle 10 is equal to or greater than the threshold value.

  If the determination in step S <b> 3 is negative, the first determination unit 521 compares the vibration input from the vibration sensor 532 with the second threshold value, and whether or not the own vehicle 10 is shaken with a large amplitude. Is determined (step S4). When the amplitude of the vibration detected by the vibration sensor 532 is greater than the second threshold value, the first determination unit 521 determines that a large amplitude swing has occurred in the host vehicle 10 (step S4 / YES). In this case, the first determination unit 521 determines that there is a tension factor causing the driver to be nervous, notifies the tension calculation unit 522 to that effect, and proceeds to the process of step S8.

  If the determination in step S4 is negative, the first determination unit 521 compares the vibration input from the vibration sensor 532 with the third threshold value to determine whether or not a minute vibration has been detected (step). S5). Note that in the determination in step S5, a thing that continues for a predetermined time or more may be detected as a minute vibration. If the first determination unit 521 determines that micro vibrations are occurring in the host vehicle 10 (step S5 / YES), the first determination unit 521 determines that there is a tension factor that tensions the driver, and notifies the tension calculation unit 522 to that effect. And the process proceeds to step S8.

  If the determination in step S5 is negative, the first determination unit 521 determines whether the road on which the host vehicle 10 is traveling is a narrow road (step S6). The first determination unit 521 determines whether the traveling road is a narrow road based on the coordinate information indicating the current position acquired from the navigation device 700 and the map data (step S6). The map data acquired from the navigation device 700 includes travel history information, which is a history of roads on which the vehicle 10 has traveled in the past, and road width information recorded in the map data. If the first determination unit 521 determines that the vehicle is traveling on a narrow road based on the map data (step S6 / YES), the first determination unit 521 determines that there is a tension factor that makes the driver tense, and the degree of tension calculation unit This is notified to 522, and the process proceeds to step S8.

  If the determination in step S6 is negative, the first determination unit 521 determines whether or not the road on which the host vehicle 10 is traveling is the first road to travel (step S7). Based on the coordinate information indicating the current position and the map data, the first determination unit 521 determines whether or not the traveling road is the first traveling road (step S7). If the first determination unit 521 determines that the road travels for the first time (step S7 / YES), the first determination unit 521 determines that there is a tension factor that causes the driver to be nervous, and notifies the tension calculation unit 522 to that effect. The process proceeds to step S8.

  In step S8, the tension calculation unit 522 instructs the passenger photographing camera 560 to photograph the driver's face (step S8). The tension calculation unit 522 inputs the driver's face photo data taken by the passenger photographing camera 560.

  In step S9, the tension calculation unit 522 inputs the driver's biological information (step S9). The biological information includes the heart rate measured by the heart rate sensor 533, the amount of sweat measured by the sweat sensor 534, and the voice data input from the microphone 570.

  When the facial stress data or biometric information is input, the tension calculation unit 522 calculates an evaluation value that evaluates the driver's tension based on the input information. For example, the tension degree calculation unit 522 determines the degree of pupil opening from the face photograph data, and calculates an evaluation value that evaluates the driver's tension state. In addition, the tension degree calculation unit 522 calculates an evaluation value obtained by evaluating the driver's tension state based on the heart rate and the amount of sweating. In addition, the tension degree calculation unit 522 performs voice analysis on the voice data, and calculates an evaluation value that evaluates the driver's tension state based on the content of the driver's speech and voice quality. The tension degree calculation unit 522 outputs the calculated evaluation value to the second determination unit 523.

  The second determination unit 523 determines whether or not the driver is in a tension state based on the evaluation value input from the tension degree calculation unit 522 (step S10). The second determination unit 523 may determine that the driver is nervous when all the values of the plurality of evaluation values are equal to or greater than a predetermined value, and the average of evaluation values (simple average or weighted average) May be determined that the driver is nervous. If the second determination unit 523 determines that the driver is nervous (step S10 / YES), the second determination unit 523 notifies the instruction unit 524 accordingly.

  Upon receiving the notification from the second determination unit 523, the instruction unit 524 outputs a deceleration instruction to the automatic driving support device 300 (step S11).

  The automatic driving support device 300 that has input the deceleration instruction generates automatic driving control information in which the target speed pattern is decelerated, and the vehicle control ECU 200 controls the engine ECU 110 and the brake ECU 130 based on the automatic driving control information. Thereby, the speed of the own vehicle 10 is decelerated.

  When the determination in step S7 is negative, the instruction unit 524 does not output a deceleration instruction to the automatic driving support device 300, and the target speed pattern is not changed. For this reason, the target speed pattern is not changed by the automatic driving support device 300, and the vehicle control ECU 200 controls the engine ECU 110 and the brake ECU 130 based on the automatic driving control information that is not changed. Accordingly, the host vehicle 10 performs constant speed travel or acceleration travel (step S12).

  As described above, the speed limiting device 500 according to the present embodiment is a case where the behavior of the vehicle has changed, and the evaluation value of the passenger's tension is determined to be equal to or greater than a predetermined value. In addition, it instructs the automatic driving support device 300 to decelerate the vehicle speed. Therefore, vehicle control reflecting the passenger's emotion can be performed.

  The information related to the behavior of the vehicle includes acceleration measured by the three-dimensional acceleration sensor 531 and vibration measured by the vibration sensor 532. Therefore, it is possible to determine whether or not there is a change in the degree of tension of the occupant based on factors that cause the occupant of the vehicle to feel fear.

  Further, when determining the degree of tension of the passenger, the determination is made based on at least one of the biological information of the passenger and the physical reaction of the passenger. Therefore, the passenger's tension can be obtained with high accuracy.

  In addition, the speed limiting device 500 is at least one of a case where the host vehicle 10 travels on a narrow road, a travel on a road that travels for the first time, a decrease in the number of lanes on the road, and a travel in a tunnel. When a factor occurs, it is determined that a tension factor has occurred. When the speed limiting device 500 determines that a tension factor has occurred, the speed limiting device 500 calculates an evaluation value of the degree of tension and determines whether or not the passenger is in a tension state. Therefore, when it is determined that the occupant is nervous due to the road environment, it is possible to improve the accuracy of vehicle control that reflects the occupant's emotions by determining whether the occupant is in tension. .

  In addition, since the biometric information includes at least one of the sweating amount of the passenger's hand and the heart rate of the passenger, the tension of the passenger can be accurately determined.

  Further, the body reaction includes at least one of the facial expression of the occupant, the change in voice quality, and the degree of pupil opening, so that the occupant's tension can be accurately determined.

  Further, when the host vehicle 10 is traveling by automatic driving, the speed limiting device 500 performs control for determining the degree of tension of the passenger and decelerating the speed of the vehicle. For this reason, when the passenger feels fear, the speed of the vehicle can be automatically reduced without performing a manual operation.

  The above-described embodiment is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention. For example, in the above-described embodiment, the case where the automatic driving by the control of the automatic driving support device 300 is performed has been described as an example. That is, this automatic driving is a fully automatic driving that allows the host vehicle 10 to automatically run without any operation related to driving.

  However, automatic operation is not limited to fully automatic operation. For example, automatic operation other than fully automatic operation includes specific function automatic operation and composite function automatic operation. The specific function automatic driving is a mode in which the automatic driving support system 1 supports any one of the acceleration / braking operation, the braking operation, and the steering operation. The multi-function automatic driving is a mode in which the automatic driving support system 1 supports at least two driving operations among an acceleration / braking operation, a braking operation, and a steering operation.

  The functions that support the acceleration / braking operation include, for example, ACC (Adaptive Cruise Control) and CACC (Cooperative Adaptive Cruise Control). The ACC is a system that uses a radar device 330 mounted in front of the vehicle to keep a constant distance from the preceding vehicle traveling ahead and warns the driver if necessary. In addition to the ACC function, CACC is a system that performs more precise inter-vehicle distance control by sharing acceleration / deceleration information of a preceding vehicle through inter-vehicle communication. The function for assisting the driver's steering operation includes LKAS (Lane Keep Assist System). The LKAS is a system that detects a white line based on a photographed image obtained by photographing the front of the vehicle, and supports the steering operation so that the vehicle maintains the traveling lane. The function for supporting the driver's braking operation includes a collision damage reducing brake system. The collision damage alleviating brake system uses a peripheral shooting camera 340, a radar device 330, etc. to detect obstacles in front of the vehicle and warn the driver, and when a collision cannot be avoided, This system performs auxiliary operations.

300 Automatic driving support device (control device)
500 Speed Limiting Device 510 I / O Unit 520 Control Unit 521 First Determination Unit 522 Tension Level Calculation Unit (Calculation Unit)
523 Second determination unit (determination unit)
524 Instruction unit 531 Three-dimensional acceleration sensor 532 Vibration sensor 533 Heart rate sensor 534 Sweating sensor 700 Navigation device

Claims (8)

An input unit for inputting information on the behavior of the vehicle;
A calculation unit for calculating a degree of tension of a passenger of the vehicle;
A determination unit that determines whether or not the degree of tension calculated by the calculation unit is greater than or equal to a predetermined value when a change is detected in the vehicle behavior based on the input information related to the vehicle behavior;
An instruction unit that instructs the control device that controls the speed of the vehicle to decelerate the speed of the vehicle when the determination unit determines that the degree of tension is equal to or greater than a predetermined value;
A vehicle control device comprising:   The vehicle control apparatus according to claim 1, wherein the information related to the behavior of the vehicle includes acceleration of the vehicle measured by an acceleration sensor and vibration of the vehicle measured by a vibration sensor.   The vehicle control device according to claim 1, wherein the calculation unit calculates the degree of tension based on at least one of the biological information of the passenger and the physical reaction of the passenger.   The determination unit further includes a case where the vehicle travels on a narrow road, a case where the vehicle travels on a road where the vehicle travels for the first time, a case where the number of road lanes decreases in front of the vehicle, and the vehicle 4. The method according to claim 1, wherein when at least one factor occurs when traveling in a tunnel, it is determined whether or not the degree of tension calculated by the calculation unit is equal to or greater than a predetermined value. The vehicle control device according to any one of the above.   The vehicle control apparatus according to claim 3, wherein the biological information includes at least one of a sweating amount of the occupant's hand and a heart rate of the occupant.   4. The vehicle control apparatus according to claim 3, wherein the body reaction includes at least one of facial expressions of a passenger, a change in voice quality, and a degree of pupil opening.   The vehicle according to claim 1, wherein the calculation unit, the determination unit, and the instruction unit perform processing when the vehicle is performing automatic driving. Control device. An input step for inputting information on the behavior of the vehicle;
A calculation step for calculating a degree of tension of a passenger of the vehicle;
A determination step of determining whether or not the degree of tension calculated by the calculation step is greater than or equal to a predetermined value when a change in the vehicle behavior is detected based on the vehicle behavior information input in the input step; ,
An instruction step for instructing the control device for controlling the speed of the vehicle to decelerate the speed of the vehicle when it is determined in the determination step that the degree of tension is equal to or greater than a predetermined value;
A vehicle control method comprising:

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