JP2019048517A - Notification device - Google Patents

Abstract

To provide a notification device which facilitates understanding of a travel environment by an occupant even when the occupant does not conduct periphery monitoring by notification based on the travel environment in corresponding control as an appropriate response to an object during automatic drive or drive assistance.SOLUTION: A notification device includes a drive control part which controls drive of a vehicle and carries out automatic drive control or drive assistance control of the vehicle. The drive control part carries out steering control different from set steering set on a travel track when the travel track requiring steering is set on the vehicle in an automatic drive control state or a drive assistance control state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an informing device, and more particularly to an informing device capable of promoting an understanding of a traveling environment by a passenger at the time of automatic control or response control at the time of driving support.

  Equipped with a HUD device that displays obstacle marks, alerting marks and traveling direction marks superimposed on the scenery in front of the vehicle when obstacles come close, in order for the occupants to feel secure during automatic driving in an autonomous driving vehicle A display device for a vehicle is known (see Patent Document 1).

Unexamined-Japanese-Patent No. 2017-091115

  For example, when the driver of the vehicle manually operates as a driver, the driver monitors the surrounding environment ahead through the front window. In addition, at the time of automatic driving or driving assistance, since the occupant gives the vehicle the initiative of driving, the necessity for performing the surroundings monitoring of the occupant decreases, and the awareness of the surrounding environment during traveling may be reduced. There is.

  The above-described conventional vehicle display device can display a warning for handling an object such as a preceding vehicle at the time of automatic driving, but displays it when the driver does not monitor surroundings from the beginning. It was difficult for the crew to notice.

  Therefore, the problem to be solved by the present invention is to monitor the surroundings of the occupant by notifying the occupant with a predetermined physical sensation at the time of operation control for performing an appropriate response to an object during automatic driving or driving assistance. It is an object of the present invention to provide an informing device that promotes the understanding of the traveling environment of the passenger even if

  As means for solving the above problems, the notification device according to the present invention includes a driving control unit that controls driving of the vehicle to perform automatic driving control or driving support control of the vehicle, and the driving control unit performs automatic operation. When a traveling track requiring steering in the driving control state or the driving support control state is set, steering control different from the setting steering set in the traveling track is performed.

  In the notification device according to the present invention, it is preferable that the steering on the traveling track is at least steering for avoiding a predetermined object.

  In the notification device according to the present invention, the steering control is steering control that performs steering in a direction opposite to the setting steering if the vehicle is before the start of the setting steering, and the vehicle is in the setting steering If it exists, it is preferable that it is steering control which performs steering which returns the said setting steering.

  In the notification device according to the present invention, preferably, the traveling track is a track which is separated in the left-right direction with respect to the object.

  In the informing device according to the present invention, the steering control includes a departure steering control which deviates from the traveling track and a joining steering control which joins the traveling track, and the steering angular velocity of the departure steering control is the joining steering control. Preferably, the steering angular velocity is set to be larger than the steering angular velocity.

  In the informing device according to the present invention, the steering control includes a departure steering control which deviates from the traveling track and a joining steering control which joins the traveling track, and the steering angular velocity of the departure steering control is the joining steering control. Preferably, the steering angular velocity is set to be smaller than the steering angular velocity.

  In the informing device according to the present invention, the steering control includes a departure steering control which deviates from the traveling track and a joining steering control which joins the traveling track, and a steering angle of the departure steering control is the joining steering control. Preferably, the steering angle is set smaller than the steering angle.

  According to the present invention, the steering control different from the steering required for the set traveling track is performed when the response control involving the steering to the appropriate object is performed in the automatic driving state or the driving support state. At the timing when the steering starts to be started, the occupant is made to feel acceleration or yaw moment in the left and right direction, and notification is made without visual observation, and the occupant's awareness is directed to the state and condition of the host vehicle. In this way, in the automatic driving state or the driving support state of the vehicle which is a situation where the concentration on the periphery monitoring by the occupant may decrease, a notification device capable of promoting the understanding of the traveling environment of the occupant even if the periphery is not monitored. Can be provided.

FIG. 1 is a block diagram showing a notification device according to an embodiment of the present invention. FIG. 2 is a schematic view showing an example of a vehicle traveling condition using the notification device shown in FIG. FIG. 3 is a flowchart showing a control flow when using the notification device shown in FIG. FIG. 4 is a schematic view showing another example of the vehicle traveling condition using the notification device shown in FIG. FIG. 5 is a flowchart showing a control flow when using the notification device shown in FIG. FIG. 6 is a flow chart showing a control flow of steering at a steering angular velocity adjusted to the condition of the occupant using the notification device 1 shown in FIG.

One embodiment of a notification device according to the present invention will be described with reference to FIGS. 1 to 3.
FIG. 1 is a block diagram showing a notification device 1 according to an embodiment of the present invention. FIG. 2 is a schematic view showing an example of a vehicle traveling condition using the notification device 1 shown in FIG. FIG. 3 is a flowchart showing a control flow when using the notification device 1 shown in FIG.

  As shown in FIG. 1, the notification device 1 includes an operation control unit 10. Moreover, the vehicle provided with the alerting | reporting apparatus 1 is provided with the detection part 20 and the vehicle drive part 30, as shown in FIG. In the present embodiment, the detection unit 20 can output the information detected by the detection unit 20 to the drive control unit 10, and the drive control unit 10 can output the drive signal to the vehicle drive unit 30. There is.

The driving control unit 10 controls driving of the vehicle to perform automatic driving control or advanced driving support control of the vehicle. The drive control of the vehicle by the drive control unit 10 is performed by outputting a drive signal to the vehicle drive unit 30.
The automatic driving control of the vehicle and the advanced driving support control are performed by driving the vehicle while holding all or most of the main control of acceleration and deceleration of the vehicle and steering. Basically, the automatic driving control and the advanced driving support control by the driving control unit 10 are divided into a plurality of levels according to the degree of retention of the above-mentioned initiative, and the driving control unit 10 controls the driving control level according to the surrounding environment etc. It will be changed. As this operation control level, for example, an automatic operation level defined in SAE J3016 (2016) adopted by NHTSA or the like can be used. According to SAE J3016, what is called automatic operation is SAE levels 3 to 5.
In the present embodiment, the operation control unit 10 continues to construct and update a traveling scenario according to the surrounding environment which changes with time. The traveling scenario in the present embodiment includes, for example, acceleration / deceleration information of the vehicle, steering information, and the like. The information related to the surrounding environment for constructing the traveling scenario can use the information detected by the detection unit 20.
As the operation control unit 10, it is possible to use a control processing unit or the like used in a normal autonomous driving vehicle or a driving assistance vehicle. The operation control unit 10 in the present embodiment can use an existing arithmetic processing unit, but performs specific drive control of the vehicle drive unit 30 under a specific traveling environment as described later with reference to FIG. It has become.

The vehicle drive unit 30 has a speed adjustment unit 31 and a steering unit 32. The speed adjustment unit 31 adjusts the speed of the vehicle by accelerating and braking the vehicle. The steering unit 32 adjusts the traveling direction of the vehicle by adjusting the direction of the wheels.
As the speed adjustment unit 31, an accelerator and a brake that can be operated by the passenger side during manual operation, an ECU (Engine Control Unit) in which the vehicle side performs engine control, and the like can be used. As the steering unit 32, a steering device operable by an occupant, a steering by wire system controlled by the vehicle side, or the like can be used. Although described later with reference to FIG. 3, in the present embodiment, the steering unit 32 is mainly used.

The detection unit 20 is a member for detecting a condition, a state, an environment, and the like inside and outside the vehicle, and is a member for detecting at least an environment around the vehicle, preferably a vehicle state of the own vehicle and other vehicles. Other vehicles, obstacles, etc. can be mentioned as a detection object concerning a surrounding environment of a vehicle. Examples of detection targets related to the vehicle state include the position, the traveling direction, the speed, and the acceleration of the own vehicle and other vehicles.
Specifically, various sensors, cameras, and the like can be used as the detection unit 20, and information can also be fetched from the outside via a communication device for detection of the surrounding environment.

  Here, a traveling environment in which the notification device 1 according to the present embodiment can be used will be described with reference to FIG. All the vehicles shown in FIG. 2 are in a state of traveling toward the front which is the upper side of the drawing. The vehicle A shown in the lower part of FIG. 2 is the own vehicle, and the vehicle B traveling in front of the own vehicle A is the other vehicle.

In the driving environment shown in FIG. 2, when the host vehicle A is in the automatic driving control state or the advanced driving support control state, the driving control unit 10 performs a driving scenario in which the other vehicle B is avoided by performing overtaking of the other vehicle B. Can be set.
The traveling scenario set by the operation control unit 10 in the present embodiment can be stored in a storage device or the like for data storage mounted on the existing vehicle.

Here, as a traveling environment using the notification device 1 according to the present embodiment, for example, at least steering a predetermined target detected or assumed substantially forward of the host vehicle in automatic driving control or advanced driving support control. It is determined that it is necessary to avoid using the vehicle, and a traveling environment in which a traveling scenario in which the determination result is reflected can be set can be mentioned.
The predetermined object to be avoided may be another vehicle, or may be a fixed or movable obstacle. Further, for the avoidance of the target object by the own vehicle, for example, not only the evasive action in the case where the vehicle can not travel unless it is avoided, as shown in FIG. An overtaking action will also be included.
The predetermined object may be a real thing or a virtual thing. The actual object is, for example, one actually detected by the detection unit 20 or the like. Further, for example, when it is previously known from the navigation information or the like that the own vehicle enters the merging vicinity area of the road, the driving control unit 10 assumes that there is a high probability that another vehicle to be avoided is present at the merging portion. In this case, the virtual other vehicle to be avoided can be a virtual object. The presence or absence of a virtual object can be determined according to the level of the possibility of the presence of other vehicles derived based on road traffic information, inter-vehicle communication, road-to-vehicle communication, and the like.

  In the present embodiment, it is assumed that the traveling scenario includes at least information on a traveling track for avoiding a predetermined object. Specifically, as shown by the solid line arrow in FIG. 2, in view of the surrounding environment, the traveling track of the own vehicle A for performing safe overtaking of the preceding other vehicle B is set in the operation control unit 10 There is. The information on the traveling track includes information such as steering direction, steering angle, steering angular velocity, and steering timing. The traveling scenario may include, for example, acceleration / deceleration information other than the traveling track.

  The notification device 1 according to the present embodiment sets the traveling track set by the operation control unit 10 and another track that is temporarily removed from the traveling track. Specifically, the operation control unit 10 sets a traveling track R1 (solid line) shown in FIG. 2 and a separate track R2 (dashed-dotted line) which once deviates from the traveling track R1 and joins the traveling track R1 later. There is. The traveling track R1 is a track that is separated from the other vehicle B, which is a predetermined object, in the right direction.

In the embodiment shown in FIG. 2, the steering for traveling along the another track R2 is performed before the steering for changing the lane to the adjacent right lane on the traveling track R1. In the separate track R2, steering is performed twice roughly before joining the running track R1. More specifically, as control information relating to the separate track R2, steering steering information T1 that deviates from the running track R1 and joining steering T2 that changes direction to approach the running track R1 to join the running track R1 are used as steering information. include. In the embodiment shown in FIG. 2, the departure steering T1 is steering in the opposite direction to the steering to the right for changing the lane to the right lane on the traveling track R1. Further, the merging steering T2 is a steering that directs the host vehicle A facing in the opposite direction to the lane to be shifted by the departure steering T1, that is, the left direction to the traveling track R1, that is, a steering in the opposite direction to the departure steering T1. .
In the present embodiment, control related to steering required when traveling along the traveling track R1 is set steering control which is set in advance. In addition, control related to steering necessary when traveling along another track R2 is referred to as new steering control. The new steering control includes the departure steering control according to the departure steering T1 and the joining steering control according to the joining steering T2.

  For automatic driving control and driving support control, the corresponding control for avoiding the danger due to the predetermined object such as the vehicle traveling around and the obstacle, the change of the surrounding environment and the danger are small and the corresponding control is unnecessary. In the case of normal driving control is included. The traveling track R1 and the separate track R2 set in the present embodiment are the route of the vehicle A set in the corresponding control.

Even when automatic driving control or advanced driving support control of the host vehicle A is performed by the driving control unit 10, monitoring of the surrounding environment by the occupant is required as in the case of manual driving. However, it is difficult for the occupants to continuously monitor the surrounding environment while maintaining concentration. If the concentration of the occupant with respect to the peripheral monitoring is reduced, the occupant may not notice the indication even though the alert display based on the visual observation using the HUD or the like is performed in the vehicle interior and reported.
In addition, if the vehicle performs a setting steering control that is set in advance in a state in which the concentration of the occupant with respect to peripheral monitoring is reduced when traveling along the traveling path R1 indicated by the solid line in FIG. As the direction changes suddenly, the occupants feel and become confused, and it may cause a delay in the accurate understanding of the surrounding environment, such as in what situation and for what purpose steering is required.

  Here, the control flow when using the notification device 1 shown in FIG. 1 will be described with reference to FIG. 3 shown as a flowchart.

  First, the driving control unit 10 determines the presence or absence of automatic driving control or driving support control based on a driving signal related to acceleration / deceleration and steering of the vehicle output to the vehicle driving unit 30 (step S1). In this process, since the operation control unit 10 itself only determines the presence or absence of the control, the determination can be made based on the presence or absence of the drive signal. When the drive control unit 10 outputs a drive signal capable of carrying all or most of the driving power to the vehicle drive unit 30, it is assumed that the automatic drive control state or the driving support control state of the vehicle Since the determination is possible, the process moves to the next step (YES in step S1). When such a drive signal is not output, the present control flow is completed (NO in step S1).

  Next, the operation control unit 10 determines whether the automatic operation control or the driving support control of the vehicle is performed by the operation control unit 10 and whether or not the corresponding control state is in effect (step S2). Also in this step, as in the previous step (step S1), the presence or absence of control performed by the operation control unit 10 itself is determined, so an obstacle or the like is detected by the detection unit 20 and the vehicle drive unit 30 is detected. When the drive signal which concerns on a corresponding | compatible control state is output, or when the drive signal which concerns on normal travel control is not output to the vehicle drive part 30, it transfers to the following process (YES of step S2). When a drive signal relating to normal travel control is output, or when an obstacle or the like that requires countermeasure control such as avoidance is not detected by the detection unit 20 in the surrounding environment of the host vehicle, the normal travel control state This control flow is completed (NO in step S2).

  Subsequently, in order to avoid a predetermined target such as the other vehicle B shown in FIG. 2, it is determined whether or not the traveling track R1 is set (step S3). When steering is required to avoid a predetermined target as the corresponding control, the traveling track R1 is set, and the process proceeds to the next step (YES in step S3). When steering is not required as the corresponding control, for example, when it is possible to cope with the operation control of only acceleration / deceleration, at least the steering for avoiding is not performed, so it is determined whether the corresponding control state is or not (step S2 ) (Step S3: NO).

  If it is determined that the traveling path R1 including the steering information is set (YES at step S3), another path R2 is set for the traveling path R1 (step S4). ). The other track R2 is determined depending on the distance between the other vehicle B and the vehicle A, which is a predetermined target, relative speed, road surface condition, presence or absence of other vehicles in adjacent lanes, and other surrounding environment. It is set to be able to safely avoid driving.

  Furthermore, after the alternate track R2 is set, a drive signal is output from the operation control unit 10 to the steering unit 32 for traveling along the alternate track R2 (step S5). Specifically, first, leaving steering control is performed to perform leaving steering T1, and merging steering control is further executed to perform joining steering T2. When moving from the departure steering control to the merging steering control, the merging steering control is executed after detecting a change in vehicle behavior such as acceleration or a yaw moment in the lateral direction caused by the leaving steering T1 acting on the host vehicle A Alternatively, the time threshold may be set in advance, and the merging steering control may be performed when a predetermined time has elapsed after the leaving steering control is performed.

  By performing this step (step S5), when at least one of the leaving steering T1 and the merging steering T2 is performed, it is possible to make the occupant feel an acceleration or a yaw moment in the left-right direction based on the inertia. Since letting the occupants feel the acceleration or yaw moment in the left and right directions is a notification that does not depend on sight and hearing, the occupant who experienced the acceleration or yaw moment in the left and right directions thinks of what happened Consciousness will be turned. That is, the occupant's awareness turns to the traveling environment of the host vehicle. In this embodiment, compared with the case where the vehicle travels only along the traveling route R1, the temporal delay before moving to the lane to be changed is increased by performing the traveling along another route R2 once, so that the occupant can There is a time allowance for understanding, which is preferable. Thus, by temporarily entering control to travel on another track R2 into operation control that may cause the occupant to feel that the host vehicle A suddenly bends when traveling only along the traveling track R1. It is possible to secure the physical and psychological preparation time of the occupant for the avoidance steering which is the original purpose of the traveling track R1. As a result, depending on the notification form of the notification device 1, it is possible to promote the understanding of the traveling environment of the occupant even if the occupant is not performing the periphery monitoring or the accuracy of the periphery monitoring is lowered. It becomes easier for the rider to understand the steering timing for shifting.

  In addition, if the driver is urged to understand the driving environment only when the vehicle gives the driver an initiative in driving in an emergency, the response to the target can be delayed when the driver switches to manual driving. There is sex. Therefore, the notification device according to the present invention can provide the occupant for an emergency by performing steering control of the vehicle in the corresponding control state to promote understanding of the traveling environment of the occupant.

  When it is possible to avoid a predetermined object such as another vehicle B preceding with a margin as in the traveling environment shown in FIG. 2, the operation control is performed according to the control flow shown in FIG. Although it can be performed, if the risk suddenly increases in the surrounding environment and the emergency avoidance becomes necessary, other operation control can be taken. Specifically, first, for example, setting of another track to the traveling track, quick departure steering and merging steering, and traveling along a traveling track for emergency avoidance after rebuilding the vehicle behavior from joining steering etc. Derivate each time. Next, if the time to be added when traveling along another track is longer than the appropriate threshold value than when performing the emergency avoidance traveling as usual, it is safer to perform the emergency avoidance as usual. It is determined that In other words, when it is predicted that running along another track will increase the risk more than usual emergency avoidance, driving control that does not set the other track or emergency avoidance control takes priority along the other track. Operation control which does not run can be adopted as operation control.

  In the present embodiment, as shown in FIG. 3, the presence or absence of automatic driving control or advanced driving support control and the presence or absence of correspondence control are divided into steps S1 and S2 to be discriminated. The determination may be completed in one step, as long as the situation where it may decrease can be determined.

In the present embodiment, the traveling track R1 and the separate track R2 are stored together, and in the region where the separate track R2 is set, operation control traveling along the running track R1 is invalidated, and along the separate track R2 The control for validating the running control is performed, and the driving control for running along the running track R1 is enabled after the additional track R2 joins the running track R1.
In the present invention, the present invention is not limited to this, and an area from the traveling track until it merges again, that is, an area in the traveling track which is not actually traveled by setting another track The track on which the vehicle is about to travel may be integrated and held in only one by overwrite control of the track. Thereby, the memory | storage process of two track | orbits, the switching process of validation of the track | orbit, etc., etc. can be abbreviate | omitted.

  Next, a modification example in which the traveling timing along another track is different from the embodiment shown in FIG. 2 will be described with reference to FIGS. 4 and 5. FIG. 4 is a schematic view showing another example of the vehicle traveling condition using the notification device 1 shown in FIG. FIG. 5 is a flowchart showing a control flow when using the notification device 1 shown in FIG.

  The traveling environment of the vehicle A shown in FIG. 4 is substantially the same as the traveling environment of the vehicle A shown in FIG. The difference between the embodiment shown in FIG. 4 and the embodiment shown in FIG. 2 is the start timing of steering along another track.

  In the traveling environment shown in FIG. 4, as in the embodiment shown in FIG. 2, when the host vehicle A is in the automatic driving control state or the advanced driving support control state, the other vehicle B is overtaken by passing other vehicle B. The driving control unit 10 sets a driving scenario to avoid the

  The notification device 1 according to the present embodiment sets a traveling track set by the operation control unit 10 and another track that is temporarily deviated from the traveling track. Specifically, the operation control unit 10 sets a traveling track R10 (solid line) shown in FIG. 4 and a separate track R20 (one-dot chain line) which once deviates from the traveling track R10 and joins the traveling track R10 later. There is. The traveling track R10 is the same track as the traveling track R1 and is a track which is separated from the other vehicle B in the right direction.

  In the embodiment shown in FIG. 4, while performing the steering for changing the lane to the adjacent right lane in the traveling track R10, the steering for traveling along the another track R20 is performed. That is, in the present embodiment, the start timing of the steering for traveling on the separate track R20 is after the setting steering configured to travel on the traveling track R10 is started.

In the separate track R20, steering is performed twice roughly before joining the running track R10. Describing in detail, as control information related to the separate track R20, steering information that is separated from the running track R10 and combined steering T20 that changes direction to approach the running track R10 to join the running track R10 are steering information. include. In the embodiment illustrated in FIG. 4, the departure steering T10 is steering that returns steering in the right direction for lane change to the right lane on the traveling track R10. The merging steering T20 is steering that directs the host vehicle A directed to the other vehicle B to the traveling track R10 by the departure steering T10.
In the present embodiment, control related to steering required when traveling along the traveling path R10 is set steering control which is set in advance. In addition, control related to steering necessary when traveling along another track R20 is referred to as new steering control. The new steering control includes the departure steering control according to the departure steering T10 and the joining steering control according to the joining steering T20.

  Subsequently, a control flow that can be used in the traveling environment shown in FIG. 4 will be described with reference to FIG. 5 shown as a flow chart.

  First, as shown in FIG. 5, a process (step S1 and step S2) in which the operation control unit 10 determines whether the automatic driving control or the advanced driving support control is performed and the corresponding control state is present; The step (step S3) of determining the presence or absence of setting of R10 and the step (step S4) of setting another trajectory R20 are the same as the control flow shown in FIG.

Next, it is determined whether or not setting steering control, which is set to cause the vehicle A to travel on the traveling track R10, is performed (step S6).
When setting steering is not performed (NO in step S6), leaving steering T1 in the opposite direction to the setting steering is performed, resulting in the same traveling mode as the mode shown in FIG. 2 and entering on traveling path R1 It will travel on another track R2 before (step S51).
When setting steering is performed (YES in step S6), leaving steering T10 for returning the setting steering that has already been performed is performed, and as shown in FIG. It will travel on the track R20 (step S52).

  After the departure steering T1 or T10 is performed, the avoidance travel of the other vehicle B along the traveling path R10 is safely performed by performing the combined steering T2 or T20 (step S53). By performing this step (step S53), when at least one of the leaving steering T1, T10 and the combined steering T2, T20 is performed, it is possible to make the passenger feel an acceleration or a yaw moment in the lateral direction based on inertia. An occupant who senses an acceleration or a yaw moment in the left-right direction directs awareness to the traveling environment of the host vehicle. Furthermore, by performing the disengagement steering T10, the occupant is directed to the other vehicle B trying to avoid, and when the autonomous driving vehicle or the advanced driving support vehicle performs steering, the occupant has a natural view of the steering direction. Reactions can also be used. As a result, depending on the notification form of the notification device 1, it is possible to promote the understanding of the traveling environment of the occupant even if the occupant is not performing the periphery monitoring or the accuracy of the periphery monitoring is lowered. It becomes easier for the rider to understand the steering timing for shifting.

Note that if it is set that the departure steering control for entering on another track is performed first after stopping the start of the setting steering, the control flow shown in FIGS. 2 and 3 may be employed. Also, in order to safely respond to the ever-changing peripheral environment, if the start of the setting steering is not canceled while maintaining the steering start timing set by the setting steering, it is shown in FIGS. The control flow may be adopted.
When the embodiment shown in FIGS. 4 and 5 is adopted, since the separate trajectories traveling before and after the start of the setting steering are different, for example, in the step of setting the separate trajectories (step S4) By setting each of them, smooth and safe traveling becomes possible.

The steering angular velocity of the departure steering T1 and T10 can be set larger or smaller than the steering angular velocity of the combined steering T2 and T20.
If the driver can feel the acceleration or yaw moment in the left-right direction resulting from traveling on the other tracks R2 and R20 simply by simply executing the departure steering T1 and T10 regardless of the steering angular velocity, the departure steering T1 and The steering angular velocity at T10 can be set smaller than the steering angular velocities at the combined steering T2 and T20.
Further, since quick departure steerings T1 and T10 are preferable in order to ensure reliable and early physical sensation of acceleration or yaw moment in the left and right direction of the occupant, the steering angular velocity of departure steerings T1 and T10 is equal to combined steering T2 and T20. It can also be set large with respect to the steering angular velocity.

The same setting can be made with respect to the steering angular velocity of the setting steering previously set in the traveling tracks R1 and R10.
Specifically, the occupant feels an acceleration or a yaw moment in the left-right direction resulting from traveling on another track R2 simply by simply executing the leaving steering T1, T10 and the combined steering T2, T20 regardless of the steering angular velocity. If possible, the steering angular velocity of the departure steering T1, T10 and the combined steering T2, T20 can be set smaller than the steering angular velocity of the setting steering.
Further, in order to secure a reliable sense of acceleration or yaw moment of the occupant in the left and right directions, quick departure steering T1 and T10 and combined steering T2 and T20 are preferable, and therefore the departure steering T1 and T10 and combined steering T2 and T20 The steering angular velocity can also be set larger than the steering angular velocity of the setting steering.

  The steering angles of the departure steerings T1 and T10 can be set smaller than the steering angles of the combined steering T2 and T20. When the steering angles of the departure steerings T1 and T10 are larger than the steering angles of the combined steerings T2 and T20, the time and distance required to join the traveling track R1 increase, so the surroundings before joining the traveling track R1 The environment may change and require additional response control, which may lead to the setting of a new track. In view of this, by setting the steering angles of the departure steerings T1 and T10 smaller than the steering angles of the combined steerings T2 and T20, the occupant is urged to understand the surrounding environment to grasp the steering timing, and It is possible to achieve coexistence with maintaining the operation control without newly setting the track R1.

  The steering angular velocity of the steering performed by traveling along another track may be changeable according to the condition of the occupant, for example. Subsequently, FIG. 6 is a flowchart showing a control flow of steering at a steering angular velocity adjusted to a state of a passenger using the notification device 1 shown in FIG.

  In the control flow shown in FIG. 6, the steering angular velocity of the merging steering T2 can be changed based on the occupant state. The control flow shown in FIG. 6 is executed, for example, when the host vehicle A travels in the traveling environment shown in FIG.

  First, as shown in FIG. 6, a process (step S1 and step S2) in which the operation control unit 10 determines whether the automatic driving control or the advanced driving support control is performed and the corresponding control state is present; The step (step S3) of determining the presence / absence of setting of R1 and the step (step S4) of setting another trajectory R2 are the same as the control flow shown in FIGS.

  Next, the state of the occupant is detected by the detection unit 20 (step S7). In this process, based on the information on the occupant state detected by the detection unit 20, a biological level, in particular, an awakening level quantified by an appropriate computing device is derived.

  Here, the above-mentioned living body level is, for example, information that may be related to a decrease in concentration for monitoring the surroundings of the occupant, height of parameters, and the like. More specifically, awakening information related to the drowsiness of the occupant detected by the detection unit 20 such as an in-vehicle camera, information on the frequency of turning the gaze toward the front window of the occupant, etc. are quantified and derived as levels as appropriate. And the ones obtained by

  Subsequently, in order to travel along another track R2, the operation control unit 10 performs departure steering control (step S54). By this process, the host vehicle A enters on the separate track R2, and an acceleration or a yaw moment in the left-right direction resulting from the leaving steering T1 acts on the occupant.

Next, the operation control unit 10 determines whether the occupant has become more awake after execution as compared to before the departure steering control, based on the detection result of the detection unit 20 again (step S8).
When the living body level based on the detection result of the detection unit 20 indicates that waking up after execution from before execution of the departure steering control (YES in step S8), a state in which the occupant can easily direct awareness to the surrounding environment Since the steering angular velocity of the merging steering T2 is set equal to or less than the steering angular velocity of the leaving steering T1, the problem hardly occurs (step S91).
If the occupant's physical level indicates that he is not awake even after the departure steering control (NO in step S8), the occupant is surely awakened by the merging steering T2 and steering Since it is necessary to understand the timing, the steering angular velocity of the merging steering T2 is set larger than the steering angular velocity of the leaving steering T1 (step S92).

  Furthermore, the operation control unit 10 performs merging steering control with the steering angular velocity that has been set (step S53). According to this process, it is possible to certainly promote the understanding of the occupant on the surrounding environment including the presence of the other vehicle B which is to be avoided in the traveling route R1.

  As described above, when the vehicle in which the automatic driving control or the driving support control is performed is in the corresponding control state, the steering control can be performed according to the living body level of the occupant when traveling on the separate track R2. . In the control mode shown in FIG. 6, by detecting the living body level of the occupant before and after the departure steering control, the steering control according to the occupant state becomes possible, and the awareness of the occupant can be reliably directed to the surrounding environment. .

  Although the embodiment to which the invention made by the inventor has been applied has been described above, the present invention is not limited by the description and the drawings that form a part of the disclosure of the present invention according to this embodiment. That is, it is needless to say that it is needless to say that all other embodiments, examples, operation techniques and the like made by those skilled in the art based on this embodiment are included in the scope of the present invention.

1: Notification device 10: Driving control unit 20: Detection unit 30: Vehicle driving unit 31: Speed adjustment unit 32: Steering unit A: Own vehicle B: Other vehicle R1 and R10: Traveling track R2 and R20: separate track, T1 and T10: departure steering, T2 and T20: combined steering

Claims (7)

A driving control unit that controls driving of a vehicle to perform automatic driving control or driving support control of the vehicle;
The driving control unit performs steering control different from the setting steering that is set in the traveling track when the traveling track requiring steering in the automatic driving control state or the driving support control state is set. ,
Notification device. The steering on the traveling track is at least steering for avoiding a predetermined object.
The notification device according to claim 1. The steering control is
If the vehicle is before the start of the setting steering, the steering control in the opposite direction to the setting steering is steering control,
It is steering control which performs steering which returns the setting steering, if the vehicle is in the setting steering.
The alerting | reporting apparatus of Claim 1 or 2. The traveling track is a track that is separated from the object in the left and right direction.
The alerting | reporting apparatus of Claim 2. The steering control includes a departure steering control that deviates from the traveling track and a joining steering control that joins the traveling track.
The steering angular velocity of the departure steering control is set larger than the steering angular velocity of the merging steering control.
The alerting | reporting apparatus in any one of Claims 1-4. The steering control includes a departure steering control that deviates from the traveling track and a joining steering control that joins the traveling track.
The steering angular velocity of the departure steering control is set smaller than the steering angular velocity of the merging steering control,
The alerting | reporting apparatus in any one of Claims 1-4. The steering control includes a departure steering control that deviates from the traveling track and a joining steering control that joins the traveling track.
The steering angle of the departure steering control is set smaller than the steering angle of the merging steering control.
The alerting | reporting apparatus in any one of Claims 1-6.