JP2017126287A - Transfer control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transfer control device capable of transferring a control right of a steering operation to a driver in a state that the driver restores a feeling of performing the steering operation.SOLUTION: An HCU(HMI(Human Machine Interface) Control Unit) 100 as a transfer control device is mounted on a vehicle A having an automatic driving function capable of executing a steering operation input to a steering wheel 15 by a driver instead of the driver, and configured to control transfer of a control right of the steering operation from the automatic driving function to the driver. The HCU 100 is configured to sequentially execute a consciousness stirring sequence and a feeling restoration sequence before the control right is transferred to the driver. In the consciousness stirring sequence, a steering wheel 15 is moved toward the driver, and then an operation to pull back the steering wheel 15 gripped by the driver is performed. In the feeling restoration sequence, a simulated steering operation by the driver is received in a state that the steering wheel 15 and the steering of the vehicle A are separated.SELECTED DRAWING: Figure 1

Description

  The disclosure according to this specification relates to a transfer control device that controls transfer from an automatic driving function to a driver with respect to a control right of a steering operation of a vehicle.

  In recent years, for example, vehicles equipped with an automatic driving function capable of performing a steering operation on behalf of a driver, such as a lane keeping function, are becoming widespread. In such a vehicle, the control right is transferred from the automatic driving function to the driver. For example, in the automatic driving control device disclosed in Patent Document 1, the steering operation is simulated by the driver in a state where the steering unit and the steering of the vehicle are separated before the control right of the steering operation is transferred to the driver. A period for accepting operations is provided. By performing such a steering operation, the automatic driving control device of Patent Document 1 attempts to restore the feeling of the driving vehicle.

JP 2006-234442 A

  However, the automatic driving control device of Patent Document 1 does not include any means for directing the driver's consciousness toward the driving operation before starting the simulated steering operation. Therefore, the driver performs the simulated steering operation presented from the vehicle side in a state of low awareness of driving action. As a result, the driver could receive the control right of the steering operation from the automatic driving function without regaining the sense of the actual steering operation even if the steering operation was simulated.

  The present disclosure has been made in view of such a problem, and an object of the present disclosure is to transfer the control right of the steering operation to the driver in a state where the driver has regained the sense of performing the steering operation. It is to provide a transfer control device.

  In order to achieve the above object, a first aspect disclosed is a vehicle (A) having an automatic driving function capable of performing a steering operation input to the steering unit (15) by a driver on behalf of the driver. Is a transfer control device that controls the transfer of the steering operation from the automatic driving function to the driver, and after the steering unit is moved toward the driver, the driver can grip the steering unit. Based on the awareness raising part (61) for executing the awareness raising sequence for pulling back the steering part, the steering part and the steering of the vehicle are separated after the awareness raising sequence and before the control right is transferred to the driver. And a sensory recovery unit (62) for executing a sensory recovery sequence for accepting a simulated steering operation by the driver.

  In the awareness raising sequence according to this aspect, after the steering unit to which the steering operation is input is moved toward the driver, the steering unit is pulled back based on the grip of the steering unit by the driver. Such a movement of the steering unit can, for example, cause the driver's attention to the vehicle as an analogy of communication behavior between people approaching the other party and pulling their hands, and the driver's awareness of driving behavior is highly reliable Can be aroused. Therefore, the driver performs the simulated steering operation accepted in the sensory recovery sequence performed after the awareness raising sequence in a state where the driver is highly conscious of the driving action. As a result, the transfer control device can transfer the control right of the steering operation from the automatic driving function to the driver with the driver regaining the sense of performing the steering operation by capturing the driving environment of the vehicle. Become.

  Note that the reference numbers in the parentheses merely show an example of a correspondence relationship with a specific configuration in an embodiment described later, and do not limit the technical scope at all.

It is a block diagram which shows the whole image of the structure relevant to the automatic driving | running mounted in the vehicle. It is a figure which shows the layout around the driver's seat in the own vehicle. It is a figure which shows the motion of the steering wheel in an awareness raising sequence to AD in order. It is a figure which shows the detail of the virtual image displayed in a sensory recovery sequence. It is a figure which shows the display mode when steering operation below a attention threshold value is input in a sensory recovery sequence. It is a figure which shows the display mode when the steering operation exceeding a caution threshold value is input in the sensory recovery sequence. It is a figure which shows the display mode when the steering operation exceeding a warning threshold value is input in the sensory recovery sequence. It is a flowchart which shows the detail of the sensory recovery process for implement | achieving a sensory recovery sequence. 11 is a flowchart showing details of a transfer control process for transferring a control right of a steering operation to a driver together with FIG. 10. FIG. 10 is a flowchart showing details of a transfer control process for transferring a control right of a steering operation to a driver together with FIG. 9. 13 is a flowchart illustrating details of a transfer control process for transferring a control right of a steering operation to a driver in the second embodiment, together with FIG. 12 is a flowchart showing details of a transfer control process for transferring a control right of a steering operation to a driver together with FIG. It is a block diagram which shows the modification of FIG.

  Hereinafter, a plurality of embodiments of the present disclosure will be described based on the drawings. In addition, the overlapping description may be abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other part of the configuration. In addition, not only combinations of configurations explicitly described in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not explicitly specified unless there is a problem with the combination. .

(First embodiment)
An HCU (HMI (Human Machine Interface) Control Unit) 100 according to the first embodiment of the present disclosure shown in FIGS. 1 and 2 is mounted on the vehicle A as an electronic control unit having a function of a transfer control device. The HCU 100 is electrically connected to a vehicle control device 20, a driver status monitor 11, a transfer execution switch 12, a steering unit 30, a head-up display device 40 and the like mounted on the vehicle A.

  The vehicle control device 20 is an electronic control unit that includes a processor, a RAM, a rewritable nonvolatile storage medium, an input / output interface that inputs and outputs information, a bus that connects these, and the like. The vehicle control device 20 has a function of controlling the power train of the vehicle A, a function of controlling the brake system of the vehicle A, a function of controlling the steering unit 30, and the like.

  The vehicle control device 20 is directly or indirectly connected to a number of sensors mounted on the vehicle A. The vehicle control device 20 controls the power train, the brake system, the steering unit 30 and the like using detection signals output from the sensors. Moreover, the vehicle control apparatus 20 can output the acquired detection signal by each sensor toward the HCU 100 as vehicle information. For example, the vehicle control device 20 can cause the HCU 100 to acquire the current traveling speed of the vehicle A.

  The vehicle control device 20 constructs the automatic driving function unit 21 as a functional block by executing an automatic driving program stored in a storage medium by a processor. The automatic driving function unit 21 can perform an acceleration / deceleration operation input to each pedal by the driver and a steering operation input to the steering wheel 15 by the driver on behalf of the driver. The automatic driving function unit 21 realizes an automatic driving function or an advanced driving support function such as full vehicle speed ACC (Adaptive Cruise Control), lane trace control, automatic lane change, and automatic merging.

  A driver status monitor (DSM) 11 includes a near-infrared light source and a near-infrared camera, a control unit for controlling these, and the like. The DSM 11 is arranged on the upper surface of the instrument panel 19 with the near-infrared camera facing the driver's seat 17 side. The DSM 11 photographs a driver's face irradiated with near infrared light from a near infrared light source with a near infrared camera. The control unit analyzes, for example, the position of the driver's face, the orientation of the face, the degree of opening of the eyes, and the like from the image captured by the near-infrared camera. The control unit determines whether or not the driver has taken a correct driving posture based on the analysis result. The DSM 11 can output information related to the driver's driving posture to the HCU 100.

  The transfer execution switch 12 is an input unit for confirming transfer of the control right of the acceleration / deceleration operation and the steering operation between the automatic driving function by the automatic driving function unit 21 and the driver. By inputting the pressing operation to the transfer execution switch 12, the driver confirms and approves the transfer of the control right from the automatic driving function. The transfer execution switch 12 is installed at a position where the driver can easily press, for example, a spoke portion of the steering wheel 15 or a center cluster or a center console of the instrument panel 19.

  The steering unit 30 is a control mechanism that controls the steering of the vehicle A and the operation of the steering wheel 15 based on the steering control information acquired from the vehicle control device 20 and the HCU 100. The steering unit 30 includes a retracting operation actuator 31, a steering actuator 32, a steering interlocking switching unit 33, a gripping detection unit 34, a steering angle detection unit 35, and the like.

  The pull-in operation actuator 31 is a drive unit that slides and displaces the position of the steering wheel 15 along the front-rear direction of the vehicle A. The retracting actuator 31 is provided integrally with a telescopic mechanism provided on the steering shaft. The retracting actuator 31 can increase or decrease the distance from the driver's seat 17 to the steering wheel 15 by expanding and contracting the steering shaft by a telescopic mechanism based on the steering control information acquired from the HCU 100.

  The steering actuator 32 is a drive unit that applies torque to the steering shaft that rotatably supports the steering wheel 15. The steering actuator 32 increases or decreases the steering reaction force that the driver feels as resistance through the steering wheel 15 by changing the direction and magnitude of the torque applied to the steering shaft. In addition, the steering actuator 32 generates a pseudo steering reaction force by the torque applied to the steering shaft.

  The steering interlock switching unit 33 is in an interlocked state in which the steering wheel (front wheel) of the vehicle A is steered by the input of the steering operation to the steering wheel 15 and the non-interlocking in which the steering wheel 15 is separated from the steering of the vehicle A. It is a mechanism part which switches a state. The steering-linked switching unit 33 switches the steering wheel 15 to the non-linked state when the steering operation is performed by the automatic driving function unit 21.

  The grip detection unit 34 detects whether or not the driver is correctly gripping the rim portion of the steering wheel 15. The grip detection unit 34 is, for example, a capacitive sensor or a pressure sensor embedded in the rim portion of the steering wheel 15. The grip detection unit 34 may be a sensor that detects a steering torque applied to the steering shaft by the driver. A detection result indicating whether or not the driver is holding the steering wheel 15 is output to the HCU 100.

  The steering angle detector 35 detects the steering angle of the steering wheel 15. The detection result by the steering angle detection unit 35 is output to the HCU 100 and the vehicle control device 20.

  A head-up display (HUD) device 40 projects light of an image based on display control information acquired from the HCU 100 onto a projection region 14 defined by the windshield 13. The projection area 14 is defined in front of the driver who sits in the driver's seat 17 in the windshield 13. The light of the image projected by the HUD device 40 is reflected on the vehicle interior side in the projection area 14 and is perceived by the driver sitting in the driver's seat 17. The driver can visually recognize the virtual image 50 of the image projected by the HUD device 40 on the outside scene (foreground) in front of the vehicle A. The image projected by the HUD device 40 is superimposed on the foreground road surface or the like to realize a so-called AR (Augmented Reality) display.

  The HCU 100 includes a control circuit 60 including a main processor, a drawing processor, a RAM, a rewritable nonvolatile storage medium, an input / output interface for inputting / outputting information, and a bus connecting them. The HCU 100 is an electronic control unit that integrally controls presentation of information to the driver and processing of operation input by the driver. The HCU 100 constructs the awareness raising unit 61, the sensory recovery unit 62, and the display control unit 63 as functional units by executing the transfer control program stored in the storage medium by the main processor and the drawing processor. These functional units (61 to 63) control the transfer from the automatic driving function to the driver for the control right of the steering operation.

  The consciousness raising unit 61 executes a consciousness raising sequence for returning the driver's consciousness away from the driving action to the driving action before the control right of the steering operation is transferred from the automatic driving function to the driver. When the automatic driving function is activated, the steering wheel 15 is pulled toward the instrument panel 19 by moving forward of the vehicle (see FIG. 3A). The awareness raising unit 61 moves the steering wheel 15 toward the rear of the vehicle toward the driver sitting on the driver's seat 17 by controlling the pull-in operation actuator 31 based on the steering control information in the awareness raising sequence (see FIG. 3B). ).

  Then, based on the fact that the driver grips the steering wheel 15 protruding toward the driver's seat 17 (see FIG. 3C), the awareness raising unit 61 pulls the steering wheel 15 back toward the instrument panel 19 (see FIG. 3D). ). The moving speed of the steering wheel 15 when it is pulled back is higher than the moving speed of the steering wheel 15 when it is pulled out. The steering wheel 15 is pulled back to the set position set by the driver or to the position before protruding. With the above operation, the driver's arm holding the steering wheel 15 is drawn to the instrument panel 19 side, so that the driver's awareness of the driving action can be aroused.

  The sensory recovery unit 62 executes the sensory recovery sequence after the awareness raising sequence and before the control right is transferred to the driver. The sensory recovery sequence is a process for allowing the driver to regain the driving sensation related to the steering operation by receiving a simulated steering operation by the driver. The sensory recovery sequence is performed in a non-interlocking state in which the steering wheel 15 and the steering of the vehicle A are separated by the steering interlock switching unit 33.

  The sensory recovery unit 62 can determine whether or not the driver's driving posture is broken based on the information related to the driving posture of the driver acquired from the DSM 11. The sensory recovery unit 62 starts the sensory recovery sequence after confirming that the driving posture of the driver has not collapsed based on the information from the DSM 11.

  In addition, the sensory recovery unit 62 controls the steering actuator 32 before accepting a simulated steering operation in the sensory recovery sequence, so that the steering wheel 15 gripped by the driver Force rotational displacement in the direction. In this manner, the HCU 100 presents a model operation of a simulated steering operation to be input to the steering wheel 15 in the sensory recovery sequence.

  The display control unit 63 displays the predicted traveling locus 51 in the sensory recovery sequence by the sensory recovery unit 62. The display control unit 63 displays the predicted traveling locus 51 as a virtual image 50 superimposed on the foreground of the vehicle A by controlling the HUD device 40 with display control information output toward the HUD device 40. In addition, as shown in FIG. 4, the image displayed in the projection region 14 as the virtual image 50 includes a pair of marking line markers 52 and 53.

  The predicted traveling locus 51 is an image portion formed in an arrow shape. The predicted traveling locus 51 displaces the position of the end point (hereinafter referred to as “the front end”) located upward in response to the input of the steering operation to the steering wheel 15. The predicted traveling locus 51 is deformed into an arrow shape having a curved front end side so as to synchronize with the rotation of the steering wheel 15 (see FIG. 5 and the like). The amount of lateral displacement of the tip of the predicted traveling locus 51 is determined based on the amount of steering operation input to the steering wheel 15 (hereinafter referred to as “steering amount”) and the traveling speed of the vehicle A. Is proportional to the steering amount and the traveling speed. The tip of the predicted traveling locus 51 indicates an expected arrival position where the vehicle A reaches after a predetermined number of seconds (for example, 2 seconds) when traveling while maintaining the current traveling speed. That is, as the steering amount increases, the leading end of the predicted traveling locus 51 is greatly displaced in the direction corresponding to the steering operation. Similarly, the higher the traveling speed, the more the tip of the predicted traveling locus 51 is displaced in the direction corresponding to the steering operation. Due to the change in the display mode as described above, the predicted travel locus 51 exhibits an effect of allowing the driver to understand the relationship between the steering amount of the steering wheel 15 and the lateral movement of the vehicle A.

  Each lane marking marker 52, 53 is an image extending in a strip shape along the lane marking on both sides of the vehicle in the foreground. Each lane marking marker 52, 53 is displayed so as to be superimposed on the lane marking or displayed inside the lane marking. Each lane marking 52, 53 is usually displayed in a display color such as light blue.

  The sensory recovery unit 62 and the display control unit 63 change the display mode of the predicted travel locus 51 and the steering reaction force of the steering wheel 15 in accordance with the rotation of the steering wheel 15 in the sensory recovery sequence. The driver's driving feeling related to the steering operation is recovered. Hereinafter, the correspondence relationship between the simulated steering operation, display, and steering reaction force in the sensory recovery sequence will be described with reference to FIG. 1 based on FIGS.

  As shown in FIG. 5, when the steering amount of the steering wheel 15 is smaller than a caution threshold to be described later, the predicted traveling locus 51 is displayed in the same normal display as the lane markings 52 and 53 without changing the display color. The tip is displaced in the steering direction while maintaining the color (for example, light blue). Since the steering amount is small, the display displacement angle generated in the predicted travel locus 51 is also small.

  In addition, the steering actuator 32 generates a pseudo steering reaction force on the steering wheel 15 that is in a state not interlocked with the steering by applying a torque to the steering shaft. When the steering amount is below the caution threshold, the magnitude of the pseudo steering reaction force is set to be equivalent to the actual steering reaction force that will act on the steering wheel 15 that is linked to the steering.

  As shown in FIG. 6, when the steering amount of the steering wheel 15 exceeds the caution threshold value, the predicted travel locus 51 is displayed in a caution color (for example, yellow) different from the lane markings 52 and 53. The predicted traveling locus 51 alerts the driver that a relatively excessive steering operation is input by changing the display color. The attention threshold is set to an operation amount such that the tip of the predicted traveling locus 51 is in contact with the left or right lane markings 52 and 53, for example. Further, the display displacement angle generated in the predicted traveling locus 51 is medium.

  In addition, the pseudo steering reaction force applied to the steering wheel 15 is a caution to alert the driver to the actual steering reaction force that will act on the steering wheel 15 in conjunction with steering. The increment is set to the added value. The steering reaction force corresponding to the increased attention alerts the driver through a tactile sense that a relatively excessive steering operation is input.

  As shown in FIG. 7, when the operation amount of the steering wheel 15 exceeds the warning threshold value, the predicted traveling locus 51 is displayed in a warning color (for example, amber or red) different from the above-described attention color. The warning threshold value is a threshold value indicating that the driving sensation has not been recovered similarly to the caution threshold value, and is set to a value larger than the caution threshold value. The warning threshold is set, for example, to an operation amount such that the predicted traveling locus 51 intersects with the left or right lane markings 52 and 53. The predicted travel locus 51 strongly warns the driver that a very excessive steering operation is input by changing the display color. Further, the display displacement angle generated in the predicted travel locus 51 is increased.

  In addition, the pseudo steering reaction force applied to the steering wheel 15 is an actual steering reaction force that will act on the steering wheel 15 in conjunction with steering, and a warning for warning the driver. The increment is set to the added value. The steering reaction force for the warning increase is a value larger than the steering reaction force for the attention increase. The steering reaction force corresponding to the increased warning acts strongly in the direction of decreasing the steering amount, thereby warning the driver through the tactile sense that an excessive steering operation has been input.

  Details of the sensory recovery process performed by the sensory recovery unit 62 and the display control unit 63 in the sensory recovery sequence as described above will be described based on FIG. 8 and with reference to FIG. The sensory recovery process shown in FIG. 8 is a subroutine executed in S109 (see FIG. 10) of the transfer control process described later.

  In S11, the current traveling speed of the vehicle A is acquired, and the process proceeds to S12. In S12, a caution threshold and a warning threshold are calculated based on the travel speed acquired in S11, and the process proceeds to S13. In S12, the caution threshold and the warning threshold are set to lower values as the traveling speed increases. In S13, the current steering amount and steering direction of the steering wheel 15 are acquired, and the process proceeds to S14.

  In S14, it is determined whether or not the steering amount acquired in S13 exceeds the warning threshold value calculated in S12. When the steering amount exceeds the warning threshold value, the process proceeds to S16. In S16, the predicted travel locus 51 having a curved shape corresponding to the steering amount and the steering direction acquired in S13 is displayed in a warning color, and the process proceeds to S17. In S17, the pseudo steering reaction force generated by the steering actuator 32 is set to a value obtained by adding a warning increment to the assumed actual steering reaction force, and the process returns to S11.

  On the other hand, if the steering amount is less than the warning threshold value in S14, the process proceeds to S15. In S15, it is determined whether or not the steering amount acquired in S13 exceeds the attention threshold calculated in S12. If the steering amount exceeds the attention threshold, the process proceeds to S18. In S18, the predicted traveling locus 51 having a curved shape corresponding to the steering amount and the steering direction acquired in S13 is displayed in a caution color, and the process proceeds to S19. In S19, the pseudo steering reaction force generated by the steering actuator 32 is set to a value obtained by adding an increased amount of attention to the assumed actual steering reaction force, and the process returns to S11.

  If the steering amount is less than the caution threshold value in S15, the process proceeds to S20. In S20, the curved predicted traveling locus 51 corresponding to the steering amount and steering direction acquired in S13 is displayed in the normal display color, and the process proceeds to S21. In S21, the pseudo steering reaction force generated by the steering actuator 32 is set to be equivalent to the assumed actual steering reaction force, and the process returns to S11.

  Next, the entire transfer control process performed by the HCU 100 will be described based on FIGS. 9 and 10 with reference to FIG. The transfer control process shown in FIGS. 9 and 10 is started by the HCU 100 based on, for example, approaching an end point of a section where automatic driving is possible.

  In S101, as an awareness raising sequence, an operation of moving the steering wheel 15 toward the driver's seat 17 side is started, and the process proceeds to S102 (see FIGS. 3A and 3B). In S102, it is determined whether or not the driver holds the steering wheel 15 (see FIG. 3C). If it is determined in S102 that the driver is not gripping the steering wheel 15, the determination in S102 is repeated to wait for the driver to grip the steering wheel 15.

  If the predetermined waiting time has elapsed since the end of the projecting without the driver gripping the steering wheel 15, it is determined in S103 that a time-out has occurred, and the process proceeds to S115. In S115, it is estimated that the steering operation cannot be transferred to the driver, and a search is made for the evacuation location to shift to automatic evacuation control for stopping the vehicle A.

  On the other hand, if it is determined in S102 that the driver has gripped the steering wheel 15, the process proceeds to S104. In S104, an operation of returning the steering wheel 15 gripped by the driver toward the instrument panel 19 is started (see FIG. 3D), and the process proceeds to S105.

  In S105, based on the information from the DSM 11, it is determined whether or not the driver's driving posture is normal. If it is determined in S105 that the driving posture is disrupted, a warning for restoring the driving posture is performed in S107. In S107, for example, an operation of swinging the steering wheel 15 back and forth is performed. While the determination at S105 and the alerting at S107 are repeated, the recovery of the driving posture of the driver is waited.

  If the predetermined standby time has elapsed from the end of the pullback of the steering wheel 15 without the driver's driving posture being recovered, it is determined in S106 that a time-out has occurred, and the process proceeds to S115. In S115, a shift to automatic evacuation control is performed.

  On the other hand, when it is determined in S104 that the driving posture of the driver is within the normal range, the process proceeds to a sensory recovery sequence after S108. In S108, in a state where the driver is gripping the steering wheel 15, an exemplary operation of actively turning the steering wheel 15 left and right is performed without actually steering the vehicle A, and the process proceeds to S109. In S <b> 108, the tip of the predicted traveling locus 51 is displaced left and right in synchronization with the rotation of the steering wheel 15.

  In S109, acceptance of a simulated steering operation for turning the steering wheel 15 to the left and right is started, and the process proceeds to S110. According to S109, the above-described sensory recovery process (see FIG. 8) is started. After the sensory recovery process is continued for a predetermined time, the process proceeds to S110.

  In S110, it is determined whether or not the driver's driving sensation has been recovered by the sensory recovery process. The recovery of the driving feeling is determined based on the steering amount of the steering operation input by the driver to the steering wheel 15 in the non-interlocking state with the display of the predicted traveling locus 51 or the like being turned off. If the correct steering amount is input so that the vehicle A can travel along the traveling lane, it is determined that the driving feeling of the driver has been recovered. On the other hand, if it is determined that the driving feeling of the driver has not recovered, the process returns to S109, and the simulated steering operation is accepted again in a state where the predicted traveling locus 51 is displayed. If the predetermined waiting time has elapsed from the start of acceptance of the simulated steering operation without the driver's driving sensation being recovered, it is determined in S111 that a timeout has occurred, and the process proceeds to S115.

  On the other hand, if it is determined in S110 that the driving sensation of the driver has been recovered, the process proceeds to S112. In S112, it is determined whether or not there is an input to the transfer execution switch 12. By repeating the determination of S112, the input to the transfer execution switch 12 is waited. When the input to the transfer execution switch 12 is not performed and a predetermined elapsed time has elapsed from the determination that the driving sensation has been recovered, in S113, it is determined that a timeout has occurred, and the process proceeds to S115. On the other hand, if it is determined in S112 that there is an input to the transfer execution switch 12, the process proceeds to S114.

  In S114, control for transferring the control right of the steering operation from the automatic driving function unit 21 to the driver is executed. Based on the process of S114, the steering wheel 15 is switched to the interlocking state interlocked with the steering of the vehicle A.

  In the awareness raising sequence of the first embodiment described so far, the steering wheel 15 moved toward the driver is pulled back based on being gripped by the driver. Such a movement of the steering wheel 15 can cause the driver's attention to be directed to the vehicle A as an analogy of a communication operation between persons approaching the opponent and pulling hands. Therefore, the driver's awareness of driving behavior can be evoked with high certainty. Therefore, the driver performs the simulated steering operation accepted in the sensory recovery sequence performed after the awareness raising sequence in a state where the driver is highly conscious of the driving action. As a result, the HCU 100 can transfer the control right of the steering operation from the automatic driving function to the driver in a state where the driver has regained the sense of performing the steering operation while capturing the traveling environment of the vehicle A. .

  Furthermore, since the body movement that draws the driver's arm does not depend on the driver's language or cultural background, the effect of raising awareness can be exhibited regardless of the country and region. In addition, unlike a call using a voice or display language or a display using a simple indicator, awareness raising to move the steering wheel 15 can suppress driver's habituation.

  Here, the transfer of the control right of the steering operation is actually performed in a situation where the traveling road is close to a straight line and a large steering operation is unnecessary. Even in such a scene, if the predicted traveling locus 51 synchronized with the steering operation is displayed, the relationship between the current traveling speed and the steering amount and the movement of the vehicle A is fed back to the driver who is performing the simulated steering operation. It becomes possible to do. According to the above, regardless of the shape of the road on which the control right is transferred, the driver grasps the amount of movement of the vehicle A to the left and right in response to the input steering operation from the change in the shape of the predicted travel locus 51. obtain. As described above, AR display using the predicted traveling locus 51 can contribute to reliable recovery of driving feeling.

  In addition, the predicted traveling locus 51 of the first embodiment can indicate the predicted arrival position where the vehicle A arrives after a predetermined second by the tip. Further, the predicted arrival position is clearly indicated on the foreground by displaying the predicted traveling locus 51 using the HUD device 40. Therefore, the driver can easily grasp the direction in which the vehicle A will head for the input steering operation. Therefore, it is possible to quickly recover the driving sensation.

  In the first embodiment, the sensory recovery sequence is started when the driving posture of the driver is not broken. Therefore, a situation where acceptance of a simulated steering operation is started with low awareness of driving is reliably prevented.

  Furthermore, in the first embodiment, the steering wheel 15 held by the driver is forcibly rotated left and right before a simulated steering operation is accepted. In this way, if the system shows the operation that the driver wants to do, the driver who is guided to act quickly understands the operation to be performed and starts the input of a simulated steering operation smoothly. Is possible.

  In addition, in the first embodiment, when there is an input of a steering amount exceeding a warning threshold and a warning threshold indicating that driving sensation has not been recovered, an excessive steering operation is caused by a change in display color and an increase in steering reaction force. Be alerted. As described above, if an error in the input steering amount is fed back in an easy-to-understand manner, the driver can quickly adjust the steering amount and smoothly recover the driving feeling.

  In the first embodiment, the steering wheel 15 corresponds to a “steering unit”, the HCU 100 corresponds to a “transfer control device”, and the caution threshold value and the warning threshold value each correspond to a “threshold value”.

(Second embodiment)
The flowchart shown in FIG.11 and FIG.12 has shown the transfer control process in 2nd embodiment. In the transfer control process of the second embodiment, S201 to S207 and S212 to S216 are substantially the same as S101 to S107 and S111 to S115 (see FIGS. 9 and 10) of the first embodiment.

  In S208, it is determined whether or not the skip condition is satisfied for the exemplary operation performed in S209. If it is determined in S208 that the skip condition is satisfied, S209 is skipped and the process proceeds to S210. On the other hand, if it is determined in S208 that the skip condition is not satisfied, the process proceeds to S209, and an exemplary operation for slightly turning the steering wheel 15 left and right is performed as in the first embodiment.

  The skip condition is set in advance so as to be satisfied when the current driver has experienced the transfer of the control right related to the steering operation and knows the acceptance of the steering operation in S210. Specifically, the skip condition is satisfied when the driver is identified by the DSM 11 and a driver who has previously input a simulated steering operation is currently driving.

  In S210, a simulated steering operation is accepted without displaying the predicted traveling locus 51 (see FIG. 4). That is, the driver inputs a simulated steering operation that travels along the traveling lane. In S211, the recovery of driving feeling is determined based on whether or not the steering amount input in S210 is a correct steering amount that allows the vehicle A to travel along the traveling lane.

  Even in the second embodiment described so far, the same effect as in the first embodiment is obtained, and the driver regains the sense of performing the steering operation by capturing the traveling environment of the vehicle A, and from the automatic driving function to the driver. It is possible to transfer the control right of the steering operation. In addition, by making it possible to skip the simulated operation, a situation in which the driver feels troublesome to present the exemplary operation that is repeated every time the control right is transferred is avoided.

(Other embodiments)
Although a plurality of embodiments have been described above, the present disclosure is not construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations without departing from the scope of the present disclosure. it can.

  The function of the transfer control device in the above embodiment may be realized by a configuration different from that of the HCU 100. For example, in the modified example 1 shown in FIG. 13, the vehicle control device 300 and the display control device 363 function as a transfer control device in cooperation. Specifically, in the first modification, the vehicle control device 300 that executes the transfer control program in the control circuit constructs the awareness raising unit 61 and the sensory recovery unit 62 that are substantially the same as those in the first embodiment as functional blocks. In addition, the display control device 363 can perform substantially the same function as the display control unit 63 (see FIG. 1) of the first embodiment.

  In the sensory recovery sequence in the above embodiment, the expected arrival position after 2 seconds is clearly indicated. However, the predicted arrival position specified by the predicted traveling locus is not limited after 2 seconds. Further, the predicted arrival position may be clearly indicated by a display in a mode different from the predicted travel locus.

  In the above embodiment, the predicted travel locus is displayed as a virtual image by using the HUD device 40. The HUD device may be configured to project image light on a projection plate (combiner) provided in front of the driver, instead of the windshield 13. Furthermore, the display device that displays the predicted traveling locus is not limited to the HUD device. For example, a center display provided in the center of the instrument panel 19 or a liquid crystal display panel of a combination meter provided in front of the driver's seat may display the predicted travel locus.

  In the above embodiment, the tip (upper end) portion of the predicted travel locus is formed in the shape of an arrow, but the end point of the predicted travel locus may be a shape that allows the driver to recognize that it is the arrival position of the vehicle. For example, it is not limited to the arrow shape. For example, the upper end of the predicted travel locus may be a shape that emphasizes the end point by a perfect circle shape, an ellipse shape, and a rhombus shape.

  In the said embodiment, the step which confirms a driver | operator's posture collapse was provided between the awareness raising sequence and the sensory recovery sequence. Such confirmation of the driving posture may be determined without using the detection result of the DSM 11, for example, based on the pressure distribution on the seating surface of the driver's seat. Further, the step of checking the driving posture may be omitted. Good.

  In the above embodiment, the step of confirming the recovery of the driving sensation of the driver is provided, but such a confirmation step may be omitted. Further, instead of the exemplary operation of actively rotating the steering wheel 15, teaching of an operation using display or sound may be performed.

  In the embodiment described above, an excessive steering operation input is alerted by combining the change in display mode and the steering reaction force. However, an excessive steering operation input may be warned only by display or steering reaction force. Further, an excessive steering operation input may be warned by voice.

A vehicle, 15 steering wheel (steering unit), 40 HUD (head-up display) device, 50 virtual image, 51 predicted travel locus, 61 awareness raising unit, 62 sensory recovery unit, 63 display control unit, 363 display control device (display control) Part, transfer control device), 100 HCU (transfer control device), 300 vehicle control device (transfer control device)

Claims (8)

The steering operation input to the steering unit (15) by the driver is mounted on the vehicle (A) having an automatic driving function that can be performed on behalf of the driver, and the control right of the steering operation is determined from the automatic driving function. A transfer control device for controlling transfer to a driver,
A consciousness raising part (61) for executing a consciousness raising sequence for pulling back the steering part based on gripping of the steering part by the driver after moving the steering part toward the driver;
After the awareness raising sequence and before the control right is transferred to the driver, a simulated steering operation by the driver is accepted in a state where the steering unit and the steering of the vehicle are separated. A sensory recovery unit (62) for executing a sensory recovery sequence;
A transfer control device comprising:   The display control unit (63, 363) for displaying a predicted traveling locus (51) of the vehicle corresponding to an input of a steering operation to the steering unit in the sensory recovery sequence by the sensory recovery unit. The transfer control device described in 1.   The transfer according to claim 2, wherein the display control unit causes the end point of the predicted traveling locus to present a position where the vehicle reaches after a predetermined number of seconds set in advance by a steering operation input to the steering unit. Control device. A transfer control device mounted on the vehicle together with a head-up display device,
The transfer control device according to claim 2 or 3, wherein the display control unit controls the head-up display device (40) to display the predicted traveling locus as a virtual image (50) superimposed on the foreground of the vehicle. .   The display control unit alerts an excessive steering operation by display when an operation amount of the steering operation by the driver exceeds a threshold indicating that the driving sensation is not recovered in the sensory recovery sequence. The transfer control apparatus as described in any one of -4.   The sensory recovery unit determines whether or not the driver's driving posture has collapsed, and starts the sensory recovery sequence when the driver's driving posture has not collapsed. The transfer control device according to one item.   The sensory recovery unit displaces the steering unit gripped by the driver along an input direction of the steering operation before accepting a simulated steering operation in the sensory recovery sequence. The transfer control device according to claim 1.   The sensation recovery unit increases a steering reaction force that resists the steering operation when an operation amount of the steering operation by the driver exceeds a threshold indicating that the driving sensation is not recovered in the sensation recovery sequence. The transfer control device according to any one of 1 to 7.

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