JP2018045451A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve safety of a vehicle when the mode is switched from self-driving mode to manual driving mode.SOLUTION: A storage unit 10 stores information for specifying an additional time calculation function which indicates a relation between a response time required for a driver of a vehicle in self-driving mode to operate manually the vehicle and a plurality of numerical values obtained by analyzing multiple kinds of information obtained by measuring the driver. An external measurement unit 4 measures a state of the outside of the vehicle in self-driving mode. A driver information acquisition unit 2 acquires multiple kinds of information on the driver of the vehicle. A determination unit 21 determines whether the vehicle is to be controlled by the driver or not, on the basis of the state measured by the external measurement unit 4. An additional time calculation unit 22 calculates an additional time required for transition from self-driving mode to manual-driving mode in which the vehicle is driven by the driver, on the basis of the multiple kinds of information acquired by the driver information acquisition unit 2 and the additional time calculation function, when the determination unit 21 determines that transition of the control is necessary.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control technique for shifting a vehicle during automatic driving to manual driving by a driver.

  In recent years, a technique has been proposed in which autonomous traveling is performed by controlling the speed and steering angle of a vehicle based on information from various sensors. In these technologies, when switching between the automatic driving mode in which the vehicle travels autonomously and the manual driving mode in which the driver performs manual driving, the switching of the driving mode is performed by warning display, voice, seat and steering. There is also one that notifies the driver by vibration or the like (Patent Document 1).

JP-A-9-161196

  In the above technique, the driver is notified when the timing for switching the automatic operation mode to the manual operation mode approaches. Thereafter, based on whether or not the driver has operated a changeover switch for switching the automatic operation mode to the manual operation mode, it is determined whether or not the driver can be shifted to the awakening level and the manual operation.

  However, it cannot be said that the driver's arousal level can be accurately determined only by determining whether or not the driver performs a specific operation when switching the automatic operation mode to the manual operation mode. It is not safe for the driver to transfer the vehicle control authority to the driver while the driver's arousal state is uncertain. Thus, it is considered that there is room for improvement in ensuring the safety of the vehicle when the automatic operation mode is switched to the manual operation mode.

  Therefore, the present invention has been made in view of these points, and an object thereof is to provide a technique for improving the safety of a vehicle when switching an automatic driving mode to a manual driving mode.

  One embodiment of the present invention is a vehicle control device. This device is a plurality of information obtained by analyzing each of a plurality of types of information obtained by measuring a reaction time required for a driver of a vehicle during automatic driving to manually operate the vehicle and the driver. A storage unit for storing information for specifying a predetermined grace time calculation function as an expression indicating a relationship with a numerical value, an external measurement unit for measuring an external situation of the vehicle during automatic driving, and driving of the vehicle A determination to determine whether or not it is necessary to transfer the control of the vehicle to the driver based on the situation measured by the driver information acquisition unit that acquires the plurality of types of information related to the driver and the external measurement unit Based on the plurality of types of information acquired by the driver information acquisition unit and the grace time calculation function when it is determined that the control shift is necessary by the determination unit and the determination unit driver Comprising a window time calculation unit for calculating a delay time before the system goes to manual operation by the.

The grace time calculation function is Y = c ₁ X ₁ + c ₂ X, where Y is the reaction time, and X ₁ ,..., X _n (n is a natural number of 2 or more), respectively. ₂ ,..., C _n X _n (c ₁ ,..., C _n are real numbers), and the storage unit is a coefficient of the plurality of types of information c ₁ ,. -, it may be stored _{c n.}

The driver information acquisition unit includes, as the plurality of types of information, a ratio of an α wave band value in the driver's brain wave as X ₁ , a closed eye duration per unit time of the driver as X ₂ , The line-of-sight change frequency per unit time is X ₃ , the visual duration time during which the driver's line of sight exists within a predetermined range per unit time is X ₄ , and the change in the driver's sitting pressure per unit time the amount of X _5, a gravity center position change frequency per unit of the driver's time may obtain at least six information X _6.

  The vehicle control device may further include a warning unit that warns the driver when the time calculated by the grace time calculation unit exceeds a predetermined warning notification threshold time.

  The warning unit may change a warning to be notified to the driver according to the values of the plurality of types of information even if the reaction time calculated by the grace time calculation unit is the same.

  The vehicle control device may further include an emergency stop unit that stops the vehicle when the time calculated by the grace time calculation unit exceeds a predetermined authority transition threshold time.

  In the vehicle control device, when the determination unit determines the necessity of control of the vehicle and the driver overrides the automatic driving control of the vehicle and operates the vehicle, the driver Reaction time measuring unit for measuring reaction time until operation, reaction time measured by the reaction time measuring unit, and the plurality of types acquired by the driver information acquiring unit when the driver performs the operation And a function changing unit that changes information for specifying the grace time calculation function based on the information.

  ADVANTAGE OF THE INVENTION According to this invention, the technique which improves the safety | security of the vehicle at the time of switching automatic driving mode to manual driving mode can be provided.

It is a figure which shows typically the vehicle carrying the vehicle control apparatus which concerns on embodiment, and its driver | operator. It is a figure which shows typically the function structure of the vehicle control apparatus which concerns on embodiment. It is a figure which shows typically the data structure of the authority transfer process database which concerns on embodiment. It is a flowchart for demonstrating the flow of the vehicle control process which the vehicle control apparatus which concerns on embodiment performs. It is a flowchart for demonstrating the flow of the vehicle control process which the vehicle control apparatus which concerns on the modification of embodiment performs.

<Technology that is the premise of the embodiment>
In recent years, automatic driving technology for vehicles has been rapidly developed, and under certain conditions such as driving on a highway, it has become a reality to automatically drive the vehicle without any operation by the driver. ing. However, it cannot be said that the vehicle has been fully automated, and the driver is required to observe the surroundings in preparation for unexpected situations even when the vehicle is in automatic operation. It is.

  In other words, the driver needs to be prepared when the distance between the vehicle being driven automatically and other objects suddenly becomes short, or when the automatic driving system fails due to the sight of the driving lane. . The former includes, for example, a case where another vehicle suddenly enters the front. The latter includes a case where the automatic driving system cannot detect a lane marking on the road (so-called “white line”) due to, for example, snowfall.

  If an unexpected situation occurs during automatic driving, the driver must intervene in the vehicle control by the automatic driving system and ensure driving safety by manually operating the steering wheel or stepping on the brake pedal. It is done. The driver is required to overwrite (override) the automatic operation control. Even when the driver does not actually override the automatic driving control, the driver is required to always make a preliminary preparation or a preliminary operation.

  However, when the vehicle is traveling in an automatic driving mode, the driver basically has a hand slap. For example, when the movement in the automatic driving takes a long time, the driver cannot deny that the situation where the level of consciousness is lowered occurs.

<Outline of the embodiment>
The vehicle control device 1 according to the embodiment is premised on being mounted on a vehicle V capable of traveling by automatic driving as described above.
FIG. 1 is a diagram schematically showing a vehicle V on which a vehicle control device 1 according to an embodiment is mounted and a driver D thereof. In addition to basic equipment as a vehicle, the vehicle V includes a vehicle control device 1, an electroencephalogram measurement unit 2a, a sitting pressure measurement unit 2b, a center of gravity position measurement unit 2c, a driver imaging unit 2d, a front measurement unit 4a, a rear measurement unit 4b, And a side measuring unit 4c.

  The vehicle control device 1 acquires information related to the driver D while the vehicle V is automatically driven. Here, the “information about the driver D” is information obtained by measuring the driver D directly or indirectly. The information obtained by directly measuring the driver D is a biological signal of the driver D. The biological signal is a signal generated based on the life activity of the driver D. For example, the myoelectric potential of the driver D, brain wave, pulse, heart rate, cardiac potential, respiratory rate, blood flow, blood oxygen concentration, Seat pressure etc. are mentioned.

  The information obtained by indirectly measuring the driver D is, for example, information obtained by analyzing a video image of the driver D. Specifically, the movement of the head of the driver D, the movement of the line of sight, the direction of the line of sight, the opening degree of the pupil, the opening degree of the eyes, and the like.

  When the driver D is clearly aware and has a high arousal level, the driver D responds when it is necessary to shift the vehicle V during automatic driving to manual driving by the driver D rather than when it is not. The time required for this is considered to be short. In general, the difference in the arousal level of the driver D is also reflected in the information related to the driver D described above. For example, when the driver D is asleep, the proportion of α waves included in the brain waves of the driver D is higher than when the driver D is awake.

  Therefore, the vehicle control device 1 according to the embodiment requires the time required for the transition based on the acquired information on the driver D when it is necessary to shift the vehicle V during the automatic driving to the manual driving by the driver D. Is calculated. More specifically, the vehicle control device 1 outputs a reaction time required for the driver D to manually operate the vehicle when a plurality of types of information related to the driver D of the vehicle being automatically operated are input. The relational expression is stored in advance. When the vehicle control apparatus 1 needs to shift the vehicle V during automatic driving to manual driving by the driver D, the vehicle control device 1 shifts from the reaction time obtained by applying the acquired information on the driver D to the relational expression. Estimate the time required.

  In order to realize acquisition of a plurality of types of information related to the driver D, the vehicle control device 1 includes an electroencephalogram measurement unit 2a, a sitting pressure measurement unit 2b, a gravity center position measurement unit 2c, and a driver imaging unit 2d. The electroencephalogram measurement unit 2a, the sitting pressure measurement unit 2b, the center-of-gravity position measurement unit 2c, and the driver imaging unit 2d function as a driver information acquisition unit 2 for acquiring a plurality of types of information related to the driver D of the vehicle V. . Specifically, the electroencephalogram measurement unit 2a is attached to the head of the driver D and acquires the electroencephalogram of the driver D. The seat pressure measuring unit 2b and the seat pressure measuring unit 2b are attached to the seat surface of the driver's seat of the vehicle V, and acquire the seat pressure and the center of gravity position of the driver D, respectively.

  The driver imaging unit 2d is a known solid-state imaging device such as a CCD (Charge Coupled Device) image sensor or a CMOS (Complementary Metal Oxide Semiconductor) image sensor, and captures an image of the driver D of the vehicle V. The video imaged by the driver imaging unit 2d is used to determine whether or not the driver D is closed and to specify the line-of-sight direction of the driver D.

  The vehicle V is a vehicle capable of traveling by automatic driving. For this reason, the vehicle V is provided with the external measurement part 4 which measures the external condition of the vehicle V in automatic driving | operation. Specifically, the front measurement unit 4a measures the situation in front of the vehicle V. The rear measurement unit 4b measures the situation behind the vehicle V. The side measuring unit 4c measures the situation on the side of the vehicle V. The front measurement unit 4a, the rear measurement unit 4b, and the rear measurement unit 4b are all realized by at least one of a laser radar, a visible light camera, and an infrared light camera.

Thus, since the vehicle control apparatus 1 which concerns on embodiment estimates the reaction time of the driver | operator D from the multiple types of information regarding the driver | operator D in the timing which transfers to a manual driving | operation from an automatic driving | operation, it raises the estimation precision. be able to. As a result, since the estimation accuracy of the grace time when switching the automatic operation mode to the manual operation mode is increased, the safety of the vehicle V at the time of transition can be improved. In particular, when the estimated reaction time is long, the driver D's consciousness is likely to be reduced. In such a case, the vehicle control device 1 can ensure the safety of the vehicle V by sounding an alarm and guiding the vehicle V to a roadside belt or a rest area to stop the vehicle.
Hereinafter, the vehicle control device 1 according to the embodiment will be described in more detail.

<Functional configuration of vehicle control device 1>
FIG. 2 is a diagram schematically illustrating a functional configuration of the vehicle control device 1 according to the embodiment. The vehicle control device 1 includes a driver information acquisition unit 2, an external measurement unit 4, a storage unit 10, and a control unit 20.

  The storage unit 10 is a large-capacity storage device such as an HDD (Hard Disc Drive) or SSD (Solid State Drive), and a nonvolatile memory such as a DRAM (Dynamic Random Access Memory). The storage controller 10 includes the vehicle control device 1 according to the embodiment. It functions as a storage unit for various programs and data to be realized, and a working memory for the control unit 20.

  The storage unit 10 includes a plurality of times obtained by analyzing each of a plurality of types of information obtained by measuring a reaction time required for the driver of the vehicle during automatic driving to manually operate the vehicle and the driver. Information for specifying a predetermined grace time calculation function as an expression indicating a relationship with a numerical value is also stored. Details of the grace time calculation function will be described later.

  The control unit 20 is a processor such as an ECU (Electronic Control Unit) of the vehicle V. The control unit 20 executes a program stored in the storage unit 10 to thereby determine a determination unit 21, a grace time calculation unit 22, a warning unit 23, an emergency stop unit 24, a reaction time measurement unit 25, and a function change unit 26. Function as.

  The driver information acquisition unit 2 acquires a plurality of types of information related to the driver D of the vehicle V during automatic driving. The external measurement unit 4 measures a situation outside the vehicle V during automatic driving. The determination unit 21 determines whether or not the control of the vehicle V needs to be transferred to the driver D based on the situation measured by the external measurement unit 4.

  The grace time calculation unit 22 automatically drives the vehicle V based on a plurality of types of information acquired by the driver information acquisition unit 2 and the grace time calculation function when the determination unit 21 determines that control shift is necessary. From this time, the grace time until shifting to manual driving by the driver D is calculated. Specifically, the grace time calculation unit 22 calculates the reaction time of the driver D calculated from the grace time calculation function as the grace time.

  The warning unit 23 warns the driver D when the time calculated by the grace time calculation unit 22 exceeds a predetermined warning notification threshold time. Here, the “predetermined warning notification threshold time” is a reference threshold time referred to by the warning unit 23 to determine whether or not to notify the driver D of the vehicle V of a warning. The emergency stop unit 24 stops the vehicle V when the time calculated by the grace time calculation unit 22 exceeds a predetermined authority transition threshold time. Here, the “predetermined authority transition threshold time” is a reference threshold time that is referred to by the emergency stop unit 24 to determine whether or not to immediately stop the vehicle V.

  FIG. 3 is a diagram schematically illustrating the data structure of the authority transfer processing database according to the embodiment. The authority transfer processing database is a database that stores the estimated reaction time, permission / inhibition of authority transfer, and actions to be taken by the vehicle control device 1 at the time of authority transfer in association with each other. The authority transfer processing database is stored in the storage unit 10 and is referred to by the warning unit 23 and the emergency stop unit 24.

  For example, when the time calculated by the grace time calculation unit 22 is 8 seconds, it means that it takes 8 seconds until the driver D can operate the vehicle V. If the vehicle V is automatically traveling at a speed of 80 km / h, the vehicle V moves about 180 m in 8 seconds. Therefore, it is desirable that the grace time calculation unit 22 notifies the driver D of a warning and notices that it is time to shift from automatic driving to manual driving.

  In the example of the authority transfer processing database shown in FIG. 3, when the estimated reaction time is 4 seconds to 10 seconds, it is determined that the authority is transferred from the automatic operation to the manual operation after notifying the warning. Therefore, the warning unit 23 notifies the driver D of a warning when the estimated reaction time calculated by the grace time calculation unit 22 is included in 4 seconds to 10 seconds.

  Further, as shown in FIG. 3, the authority transfer processing database stipulates that the transfer of authority from automatic operation to manual operation is prohibited when the estimated reaction time is 10 seconds or longer. When the estimated reaction time calculated by the grace time calculation unit 22 is 10 seconds or more, the warning unit 23 notifies the driver D of the warning, and the emergency stop unit 24 moves the vehicle V to a safe place and makes an emergency stop. . Thereby, the safety | security of driving | running | working of the vehicle V can be improved.

<Grace time calculation function>
Next, the grace time calculation function will be described in more detail.
The grace time calculation function used by the grace time calculation unit 22 according to the embodiment for calculating the estimated time is Y for the reaction time of the driver D and X ₁ ,. _{When n} (n is a natural number of 2 or more), it is represented by the following formula (1).
Y = c ₁ X ₁ + c ₂ X ₂ +,..., C _n X _n (1)
Here, c ₁ ,..., C _n are real numbers. Equation (1) can be said to be a multiple regression equation with plural types of information as explanatory variables and reaction time as an objective variable. The storage unit 10 stores c ₁ ,..., C _{n that} are coefficients of a plurality of types of information in Expression (1).

An example of a plurality of types of information is as follows. That is,
(1) X ₁ , which is the ratio of the α wave band value in the brain wave of driver D,
(2) X ₂ , which is the duration of closed eyes per unit time of the driver D,
(3) X ₃ which is the line-of-sight change frequency per unit time of the driver D,
(4) A visual duration duration X ₄ indicating a time during which the driver's line of sight exists within a predetermined range per unit time,
(5) X ₅ which is the amount of change in the sitting pressure of the driver D per unit time,
(6) X ₆ , which is the center of gravity position change frequency per unit time of the driver D
These are six.

X ₁ is a brain wave of the driver D which electroencephalogram measurement section 2a obtains the grace time calculator 22 can be obtained by analyzing. X ₂ , X _3, and X ₄ can be obtained by the grace time calculation unit 22 performing image analysis on a region including the eyes of the driver D captured by the driver imaging unit 2d. X ₅ may be a seat pressure information of the driver D to the seat pressure measuring unit 2b acquires the grace time calculator 22 obtained by analyzing. X ₆ may be the centroid information of the driver D to the center of gravity position measurement unit 2c acquires the grace time calculator 22 obtained by analyzing.

C ₁ ,..., C _{n that} are coefficients of a plurality of types of information are determined in advance by an experiment by a designer of the vehicle V or the like (hereinafter referred to as “experimenter”). Specifically, the experimenter prepares a driving simulator having the same function as the driver information acquisition unit 2 provided in the vehicle V. This driving simulator can reproduce various events that require the operation of the driver D, such as sudden braking of a preceding vehicle, jumping out of a person or animal, sudden change in weather such as sudden snowfall or guerrilla heavy rain, and joining at a junction. It is configured as follows.

The experimenter causes a plurality of subjects to experience the prepared driving simulator, and measures the reaction time of the subjects and the above-described plurality of types of information. For example, a test subject is allowed to experience a sudden braking of a preceding vehicle, and the reaction time Y ₁ required for the test subject to perform some operation and the above-described six pieces of information X _{11 to} X ₆₁ are measured. Similarly, a plurality of types of events are experienced by each of a plurality of subjects, and a reaction time Y _m and a set of information (X _1m , X _2m , X _3m , X _4m , X _5m , X _6m ) at that time are measured. . Here, m is the number of measurements, that is, the number of data sets.

The reaction time _{Y m} and the set of information at that time _{(X 1m, X 2m, X} 3m, X 4m, X 5m, X 6m) is as follows write down a relation between.
Y ₁ = c ₁ X ₁₁ + C ₂ X ₂₁ + C ₃ X ₃₁ + C ₄ X ₄₁ + C ₅ X ₅₁ + C ₆ X ₆₁
Y ₂ = c ₁ X ₁₂ + C ₂ X ₂₂ + C ₃ X ₃₂ + C ₄ X ₄₂ + C ₅ X ₅₂ + C ₆ X ₆₂
...
_{Y m = c 1 X 1m +} C 2 X 2m + C 3 X 3m + C 4 X 4m + C 5 X 5m + C 6 X 6m
When these equations are rewritten using a matrix, the following equation (2) is obtained.

  In Expression (2), the left side is known because it is a vector in which the reaction times of subjects are arranged. The first term on the right side is known because it is a matrix having information about the subject as an element. The second term on the right side is a model parameter for explaining the reaction time of the subject with information on the subject, and is unknown.

When the left side of equation (2) is a vector y, the first term on the right side is a matrix X, and the second term on the right side is a vector c, an error vector e is defined by the following equation (3).
e = y−Xc (3)

If m is greater than the number of model parameters is a 2-norm of the error vector ^e e ^T e ^(T denotes the transpose of a vector or matrix.) optimal vector c in the sense of minimizing the least squares solution c _It is known as _opt and is obtained by the following formula (4).
c _opt = (X ^T X) ⁻¹ X ^T y (4)
Here, “−1” means an inverse matrix.

Since the right side of Equation (4) can be obtained by experiment, the experimenter can calculate the least square error solution c _opt . Elements of least-squares solution _{c opt} is, _c 1 in the case of n = 6 in formula (1), ..., corresponding to _{c n.}

  Thus, the experimenter can specify a general grace time calculation function applicable to many drivers D by causing a plurality of subjects to experience various events related to driving using a simulator. .

<Change of warning type>
Next, the change of the warning type according to each value of the information regarding the driver D will be described.
By using the grace time calculation function shown in Expression (1), the grace time calculation unit 22 calculates the reaction time of the driver D from the information acquired by the driver information acquisition unit 2. As is clear from equation (1), even if the values of the elements of (X ₁ ,..., X _n ) are different, the value of Y calculated by the grace time calculation unit 22 is the same. There can be.

Here, even if the reaction time Y calculated based on is the same formula (1), when X ₁ is larger the proportion of α-wave band value in EEG of the driver D than if small It is considered that the awakening level of the driver D is low.

Therefore, even if the 2D reaction time calculated by the grace time calculation unit 22 is the same, the warning unit 23 changes the warning to be notified to the driver D according to the values of a plurality of types of information. For example, if the value of X ₁ is smaller than a predetermined value (e.g. 30%), the warning unit 23 to warn the driver D by causing vibration of the steering when moving the manual operation from automatic operation. On the other hand, when the value of X ₁ is equal to or higher than a predetermined value (e.g. 30%), the warning unit 23 in place of the steering vibration, or in addition, a warning by voice.

  In this way, the warning unit 23 shifts the vehicle V from automatic driving to manual driving by changing the warning by directly referring to not only the reaction time calculated by the grace time calculating unit 22 but also information related to the driver D. This can be transmitted to the driver D more effectively.

<Update of grace time calculation function>
As described above, the model parameter of the grace time calculation function is determined in advance by the experimenter measuring data for a plurality of subjects. For this reason, it can be said that the model parameter of the grace time calculation function explains “average” of the data of a plurality of subjects.

  On the other hand, it is considered that once the vehicle V reaches the hand of a specific driver D, the vehicle V is driven more frequently by the driver D. Therefore, if the grace time calculation function can also be set specifically for a specific driver D, the estimation accuracy of the reaction time can be increased. Therefore, the vehicle control apparatus 1 according to the embodiment can update the model parameter of the grace time calculation function in accordance with the driver D. Hereinafter, the update process of the model parameter of the grace time calculation function will be described.

  The determination unit 21 determines whether control of the vehicle V is necessary based on information acquired by the external measurement unit 4 while the vehicle V is in automatic driving. For example, when it is recognized from the information acquired by the external measurement unit 4 that the vehicle V is approaching another vehicle, the determination unit 21 determines that braking of the vehicle V is necessary. In such a case, the vehicle V is normally braked under the control of an automatic driving system (not shown).

  Here, if the awakening level of the driver D is high while the vehicle V is in automatic driving, the vehicle V may manually apply the brake of the vehicle V by overriding the control prior to the control by the automatic driving, In some cases, the steering is operated. In such a case, the reaction time of the driver D with respect to the generated event can be measured by measuring the time from when the determination unit 21 determines the necessity of control until the driver D overrides the automatic driving control. .

Therefore, the reaction time measuring unit 25 determines that the determination unit 21 determines the necessity of control of the vehicle V, and the driver D operates the vehicle V by overriding the automatic driving control of the vehicle V. Measure the reaction time until is operated. The function changing unit 26 is based on the reaction time measured by the reaction time measuring unit 25 and a plurality of types of information acquired by the driver information acquiring unit 2 when the driver D performs an override operation. The coefficient (c ₁ ,..., C _n ), which is information for specifying “”, is changed.

Note that the storage unit 10 stores the experimental data used by the experimenter to determine the initial coefficients (c ₁ ,..., C _n ), that is, the vector y corresponding to the left side of Equation (2), A matrix X corresponding to one term is stored. The function change unit 26 adds (X _{1m + 1} + X _{2m + 1} + X _{3m + 1} + X _{4m + 1} + X _{5m + 1} + X _{6m + 1} ) corresponding to a plurality of types of information newly acquired by the driver information acquisition unit 2 to the last row of the matrix X, The calculation of (4) is executed. Accordingly, it is possible to reflect the characteristic unique to the driver D in the grace time calculation function while suppressing overfitting (overfitting) to the characteristic of the specific driver D.

<Vehicle control processing flow>
FIG. 4 is a flowchart for explaining the flow of the vehicle control process executed by the vehicle control apparatus 1 according to the embodiment. The processing in this flowchart starts when the vehicle V shifts from manual driving by the driver D to automatic driving, for example.

  The determination unit 21 determines the necessity of shifting the vehicle V from automatic driving to manual driving by the driver D (S2). While there is no need for migration (No in S4), the determination unit 21 continues the necessity determination process in Step S2. When the shift is necessary (Yes in S4), the driver information acquisition unit 2 acquires a plurality of types of information regarding the driver D (S6).

  The grace time calculating unit 22 calculates the control grace time T for the control of the vehicle V by using the grace time calculation function based on the information acquired by the driver information acquisition unit 2 (S8). When the transition grace time T calculated by the grace time calculation unit 22 exceeds the predetermined warning notification threshold time T1 (No in S10) and exceeds the authority transition threshold time T2 (No in S12), the emergency stop unit 24 Guide V to a safe place and stop (S14).

  When the transition grace time T calculated by the grace time calculation unit 22 exceeds the predetermined warning notification threshold time T1 (No in S10) and is less than or equal to the authority transition threshold time T2 (Yes in S12), the warning unit 23 is the vehicle V. A warning to the effect that the control authority of the vehicle V is transferred is sent to the driver D (S16).

  The transition grace time T calculated by the grace time calculation unit 22 is equal to or less than a predetermined warning notification threshold time T1 (Yes in S10), or the warning unit 23 indicates that the control authority of the vehicle V is transferred to the driver D of the vehicle V When the warning is notified, the control authority of the vehicle V is shifted to manual driving by the driver D (S18).

As described above, according to the vehicle control device 1 according to the embodiment, the safety of the vehicle V when the automatic operation mode is switched to the manual operation mode can be improved.
In particular, since the vehicle control apparatus 1 according to the embodiment estimates the reaction time of the driver D using a plurality of types of information obtained by measuring the driver D, the estimation system can be enhanced.

  As mentioned above, although this invention was demonstrated using embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention.

<Modification>
In the above description, a case has been described in which the grace time calculation unit 22 determines whether or not there is a warning notification when shifting the control authority of the vehicle V from automatic to manual based on the calculation time, and the necessity of an emergency stop. Instead, the vehicle control device 1 directly uses a plurality of types of information related to the driver D acquired by the driver information acquisition unit 2, thereby notifying the warning when shifting the control authority of the vehicle V from automatic to manual. The presence or absence of the vehicle and the necessity of emergency stop may be determined. Such a case will be described below as a modification.

  FIG. 5 is a flowchart for explaining the flow of the vehicle control process executed by the vehicle control device 1 according to the modification of the embodiment. The processing in this flowchart starts when the vehicle V shifts from manual driving by the driver D to automatic driving, for example.

  The determination unit 21 determines the necessity of shifting from automatic operation to manual operation (S20). While there is no need for migration (No in S22), the determination unit 21 continues the necessity determination process in step S2. When transition is required (Yes in S22), the determination unit 21 analyzes the brain wave data of the driver D acquired by the brain wave measurement unit 2a, and calculates the ratio A of the brain wave α band value (S24).

When the ratio A of the electroencephalogram α band value exceeds the predetermined threshold value _AT (No in S26), the warning unit 23 notifies the driver D of a doze alarm (S28). When the ratio A of the electroencephalogram α band value is equal to or less than the predetermined threshold value _AT (Yes in S26), the determination unit 21 analyzes the video acquired by the driver imaging unit 2d and calculates the duration B of eye opening of the driver D (S30).

If the duration B exceeds the predetermined threshold value _{B T} (No in S32), the warning unit 23 notifies the dozing warning to the driver D (S28). If the duration B is not smaller than a predetermined threshold value B _T (Yes in S32), the determination unit 21 analyzes the video driver imaging unit 2d is acquired, calculating the frequency N of the line of sight change per unit of the driver D Time (S34).

When the frequency N is equal to or less than the predetermined threshold value _NT (Yes in S36), the determination unit 21 analyzes the video acquired by the driver imaging unit 2d, and the line of sight is the time when the line of sight of the driver D is facing the same direction. The duration S is calculated (S38). If gaze duration S exceeds a predetermined threshold value S _T (Yes in S40), the determination unit 21 analyzes the seat pressure data of the driver D to seat pressure measuring unit 2b acquires, seat pressure of the driver D A change amount Z is calculated (S42).

If the change amount Z is equal to or less than a predetermined threshold value Z _T (Yes in S44), the determination unit 21 analyzes the gravity center position data of the driver D to the center of gravity position measurement unit 2c acquires the driver D of barycentric position change frequency G Is calculated (S46). If the barycentric position change frequency G is equal to or less than a predetermined threshold value G _T (Yes in S48), together with the determination unit 21 prohibits the transfer control rights of the vehicle V to the driver D, the emergency stop unit 24 of the vehicle V The vehicle V is stopped by intervening in the vehicle control (S50).

Or frequency N is above a predetermined threshold _{N T} (No in S36), or line-of-sight duration S is less than a predetermined threshold value _{S T,} (No in S40), if the change amount Z exceeds the predetermined threshold value _{Z T} (S44 of No), or when the center of gravity position change frequency G exceeds a predetermined threshold value _{G T} (No in S48), the determination unit 21 permits the transfers control rights of the vehicle V to the driver D (S52).

  As described above, the vehicle control apparatus 1 according to the modification of the embodiment directly uses the plurality of types of information regarding the driver D acquired by the driver information acquisition unit 2 to automatically control the control authority of the vehicle V from automatic to manual. The presence or absence of a warning notice when shifting to, and the necessity of an emergency stop are determined. Thereby, the data collection for the experimenter to determine the grace time calculation function can be omitted. Further, by determining the presence or absence of a warning notification and the necessity of emergency stop according to the processing flow as shown in FIG. 5, the determination is made from among a plurality of types of information related to the driver D acquired by the driver information acquisition unit 2. Priorities of information used for processing can be determined.

  That is, it can be said that the information that the determination unit 21 refers to in the upstream of the processing flow is information with higher priority. This is because when the determination unit 21 obtains a determination result upstream of the processing flow, information is not referred to in the downstream processing flow. The above processing flow is merely an example, and which information is to be prioritized is determined in consideration of the usage mode of the vehicle V and the gender and age of the person who is assumed as the driver D who operates the vehicle V. do it.

DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus 2 ... Driver information acquisition part 2a ... EEG measurement part 2b ... Seat pressure measurement part 2c ... Gravity center position measurement part 2d ... Driver imaging part 4 .... External measurement unit 4a ... forward measurement unit 4b ... rear measurement unit 4c ... side measurement unit 10 ... storage unit 20 ... control unit 21 ... determination unit 22 ... grace time Calculation unit 23 ... warning unit 24 ... emergency stop unit 25 ... reaction time measurement unit 26 ... function change unit D ... driver V ... vehicle

Claims (7)

Relationship between the reaction time required for the driver of the vehicle during automatic driving to manually operate the vehicle and a plurality of numerical values obtained by analyzing each of a plurality of types of information obtained by measuring the driver A storage unit that stores information for specifying a predetermined grace time calculation function as an expression indicating:
An external measurement unit that measures the situation outside the vehicle during automatic driving;
A driver information acquisition unit for acquiring the plurality of types of information related to the driver of the vehicle;
A determination unit that determines whether or not it is necessary to transfer the control of the vehicle to the driver based on a situation measured by the external measurement unit;
Based on the plurality of types of information acquired by the driver information acquisition unit and the grace time calculation function when the determination unit determines that control shift is necessary, the vehicle is moved from automatic driving by the driver. A grace time calculation unit that calculates a grace time until shifting to manual operation,
A vehicle control device comprising: In the grace time calculation function, when the reaction time is Y, and the plurality of types of information are X ₁ ,..., X _n (n is a natural number of 2 or more),
Y = c ₁ X ₁ + c ₂ X ₂ +,..., C _n X _n (c ₁ ,..., C _n are real numbers)
Represented by
The storage unit stores c ₁ ,..., C _n which are coefficients of the plurality of types of information.
The vehicle control device according to claim 1. The driver information acquisition unit, as the plurality of types of information,
The ratio of the α wave band value in the driver's brain wave is X ₁ ,
X ₂ is the closed eye duration per unit time of the driver.
The gaze change frequency per unit time of the driver is X ₃ ,
X ₄ , a visual duration time that is a time during which the driver's line of sight exists within a predetermined range per unit time.
The amount of change in the driver's seat pressure per unit time is represented by X ₅ ,
The center of gravity position change frequency per unit time of the driver is represented by X _6.
Obtain at least six pieces of information,
The vehicle control device according to claim 2. If the time calculated by the grace time calculation unit exceeds a predetermined warning notification threshold time, further comprising a warning unit to warn the driver;
The vehicle control device according to any one of claims 1 to 3. The warning unit changes a warning to be notified to the driver according to the values of the plurality of types of information, even if the reaction time calculated by the grace time calculation unit is the same.
The vehicle control device according to claim 4. If the time calculated by the grace time calculation unit exceeds a predetermined authority transition threshold time, further comprising an emergency stop unit for stopping the vehicle,
The vehicle control device according to any one of claims 1 to 5. Response until the driver performs the operation when the determination unit determines the necessity of control of the vehicle and the driver operates the vehicle with overriding the automatic driving control of the vehicle A reaction time measuring unit for measuring time;
In order to specify the grace time calculation function based on the reaction time measured by the reaction time measurement unit and the plurality of types of information acquired by the driver information acquisition unit when the driver performs the operation A function change section for changing the information of
The vehicle control device according to any one of claims 1 to 6, further comprising:

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