JP2019104331A - Acceleration/deceleration control method and acceleration/deceleration control device - Google Patents

Abstract

To realize acceleration/deceleration of a vehicle according to an occupant's intention.SOLUTION: An acceleration/deceleration control method selects an acceleration/deceleration control amount that does not generate an occupant's discomfort from a predetermined storage device that stores a correspondence between the acceleration/deceleration control amount of an own vehicle and a presence or absence of the occupant's discomfort with respect to this acceleration/deceleration control amount (S5), and determines the acceleration/deceleration control amount for accelerating/decelerating the own vehicle based on the selected acceleration/deceleration control amount (S6). As a result, the acceleration/deceleration control amount for accelerating/decelerating the own vehicle can be determined so as not to cause the occupant's discomfort, so that the vehicle can be accelerated/decelerated in accordance with an intention of each occupant.SELECTED DRAWING: Figure 13

Description

  The present invention relates to an acceleration / deceleration control method and an acceleration / deceleration control device.

  As a technology for realizing a sense of acceleration matched to the occupant's intention, for example, Patent Document 1 calculates a seat back jerk target value based on an accelerator operation reflecting the sense of expectation for acceleration of the occupant, and calculates the seat back jerk target A vehicle controller is described which controls the engine torque so that the value is realized.

JP 2007-270704 A

The vehicle control device described in Patent Document 1 detects an expectation for acceleration of the occupant based on an accelerator operation of the occupant. For this reason, control can not be performed at the time of automatic driving control in which there is a scene where the operation of the occupant is not performed. In addition, even when the manual operation is performed, the occupant does not necessarily perform the correction operation for the vehicle behavior different from the expected one. Therefore, it is not always possible to adjust the acceleration / deceleration in accordance with the occupant's intention.
An object of the present invention is to realize acceleration and deceleration of a vehicle according to the intention of a passenger.

  According to an acceleration / deceleration control method according to an aspect of the present invention, a predetermined storage device storing the correspondence between the acceleration / deceleration control amount of the host vehicle and the presence or absence of discomfort of the occupant with respect to the acceleration / deceleration control amount An acceleration / deceleration control amount that does not cause a passenger's discomfort is selected, and an acceleration / deceleration control amount that accelerates / decelerates the host vehicle is determined based on the selected acceleration / deceleration control amount.

  According to the present invention, it is possible to realize acceleration and deceleration of the vehicle according to the intention of the occupant.

It is a figure showing an example of outline composition of an acceleration / deceleration control device of an embodiment. It is explanatory drawing of an example of an electroencephalogram measurement. It is explanatory drawing of an example of an electroencephalogram feature-value vector. It is explanatory drawing of an example of a feature space map. It is explanatory drawing of an example of the state space map which recorded the correspondence of acceleration-deceleration control amount and the presence or absence of generation | occurrence | production of discomfort. It is a block diagram showing an example of functional composition of a controller in an embodiment. It is a block diagram which shows an example of a function structure of the control amount calculating part shown in FIG. It is explanatory drawing of an example of the selection method of the acceleration-deceleration control amount which does not produce discomfort. It is a graph which shows an example of the jerk profile for not producing discomfort. It is explanatory drawing of an example of the selection method of the acceleration-deceleration control amount which produces discomfort. It is a graph which shows an example of the jerk profile for generating discomfort. It is explanatory drawing of an example of the selectable range of the amount of acceleration / deceleration control. It is a flowchart which shows an example of the acceleration / deceleration control method of embodiment. It is a flowchart which shows an example of the discomfort determination process shown in FIG. It is explanatory drawing of the operation | movement at the time of learning of the neural network of the modification of a control amount recording part. It is explanatory drawing of the operation | movement at the time of calculation of the neural network of the modification of a control amount recording part. It is explanatory drawing of the operation | movement at the time of learning of the neural network of the other modification of a control amount recording part. It is explanatory drawing of the operation | movement at the time of calculation of the neural network of the other modification of a control amount recording part.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the embodiment of the present invention described below is an example of an apparatus and method for embodying the technical idea of the present invention, and the technical idea of the present invention includes the configuration, arrangement, and the like of components. Is not specified in the following. The technical idea of the present invention can be variously modified within the technical scope defined by the claims described in the claims.

(Constitution)
Please refer to FIG. The acceleration / deceleration control device 1 according to the embodiment includes a surrounding environment sensor group 10, a map database 20, a vehicle sensor group 30, a controller 40, a vehicle control actuator group 50, and a brain activity sensor 60. In addition, in FIG. 1, a map database is described as "map DB."
The ambient environment sensor group 10 is a sensor group that detects the ambient environment of a vehicle (hereinafter, may simply be referred to as "own vehicle") equipped with the acceleration / deceleration control device 1, and detects an object around the own vehicle. Include a sensor to The ambient environment sensor group 10 includes a camera 11 and a radar 12.

The surrounding environment sensor group 10 detects an object existing around the host vehicle, a relative position between the host vehicle and the object, a distance between the host vehicle and the object, and an ambient environment of the host vehicle such as white lines and yellows on the road. The ambient environment sensor group 10 outputs information on the detected ambient environment to the controller 40.
The ambient environment sensor group 10 also outputs the state of the ambient environment sensor group 10 including the reliability, likelihood, S / N ratio, etc. of the sensor to the controller 40.

The map database 20 is a database of map information. The map database 20 may be, for example, a map database provided in a car navigation system.
The map database 20 outputs map information around the current position of the vehicle to the controller 40. The map information includes, for example, the position, type, and name of a known target around the vehicle, road shape (for example, width, curvature, slope, number of lanes), road type, and white line information on the road such as stop line. May be included.

The vehicle sensor group 30 is a sensor group that detects the vehicle behavior of the host vehicle, and includes a vehicle speed sensor 31, an acceleration sensor 32, a yaw rate sensor 33, a steering angle sensor 34, and a turning angle sensor 35.
The vehicle speed sensor 31 detects the wheel speed of the host vehicle, and calculates the speed of the host vehicle based on the wheel speed.
The acceleration sensor 32 detects an acceleration in the front-rear direction of the host vehicle and an acceleration in the vehicle width direction.
The yaw rate sensor 33 detects the yaw rate of the host vehicle.

The steering angle sensor 34 detects a current steering angle which is a current rotation angle (steering operation amount) of a steering wheel which is a steering operation element.
The turning angle sensor 35 detects the turning angle of the steered wheels.
The information on the vehicle speed, the acceleration, the yaw rate, the steering angle, and the turning angle detected by the vehicle sensor group 30 may be collectively referred to as "vehicle state information".
The vehicle sensor group 30 outputs the vehicle state information to the controller 40.

The controller 40 is an electronic control unit that performs travel control of the host vehicle. The controller 40 includes a processor 41 and peripheral components such as a storage device 42. The processor may be, for example, a central processing unit (CPU) or a micro-processing unit (MPU).
The storage device 42 may include any of a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device 42 may include a memory such as a register, a cache memory, a read only memory (ROM) used as a main storage device, and a random access memory (RAM).

The controller 40 may be realized by a functional logic circuit set in a general-purpose semiconductor integrated circuit.
For example, the controller 40 may include a programmable logic device (PLD) such as a field-programmable gate array (FPGA).

The traveling state of the host vehicle includes a manual operation mode, a fully automatic operation mode, and a coordinated operation mode. The controller 40 executes travel control of the host vehicle in each of these operation modes.
In the manual operation mode, the controller 40 does not perform automatic operation control such as steering control or constant speed control, but performs only safe driving support control such as automatic braking.
In the fully automatic driving mode, the controller 40 performs automatic driving control without driving operation by a driver who is a passenger. The controller 40 generates a target route from the current position to the destination based on the destination input by the driver, the current position of the vehicle, map information read from the map database 20, etc. Therefore, automatic operation control is performed. At this time, the controller 40 performs traveling control while determining the situation around the host vehicle based on the surrounding environment detected by the surrounding environment sensor group 10.

In the coordinated driving mode, the controller 40 performs automatic driving control in combination with driving operation such as intervention operation by the driver. The travel control in the cooperative operation mode includes, for example, ACC (Adaptive Cruise Control) control such as follow-up travel control and row travel control, lane center maintenance control, and the like.
In the follow-up traveling control and the row traveling control, the controller 40 controls the preceding vehicle so that the target inter-vehicle time and the target inter-vehicle distance with the preceding vehicle become the target inter-vehicle time and the target inter-vehicle distance set by the driver or preset. Steering control and acceleration / deceleration control that follow

In the lane center maintenance control, the controller 40 performs steering assist so that the host vehicle continues traveling in the central portion of the lane based on the white line and yellow line on the road recognized by the camera 11.
In the automatic driving control in the fully automatic driving mode and the cooperative driving mode, the controller 40 drives the vehicle control actuator group 50 to control the traveling of the own vehicle.

The vehicle control actuator group 50 includes an accelerator actuator 51, a brake actuator 52, and a steering actuator 53.
The accelerator actuator 51 may be, for example, a throttle valve. By adjusting the accelerator opening degree of the host vehicle by the accelerator actuator 51, the driving force of the host vehicle is increased or decreased. When an electric motor is used as the driving force generation source of the host vehicle, the controller 40 may electronically control the driving force of the host vehicle without using the accelerator actuator 51.

The brake actuator 52 may be, for example, a hydraulic circuit, and may control the braking operation of the mechanical brake of the host vehicle to increase or decrease the braking force of the host vehicle. The braking force of the host vehicle may be realized not only by the mechanical brake but also by the regenerative brake.
The steering actuator 53 is, for example, a motor capable of transmitting torque to the steering shaft, and controls the steering amount of the steering shaft.

When controlling the acceleration / deceleration of the host vehicle by the vehicle control actuator group 50, the controller 40 determines the amount of acceleration / deceleration control for accelerating / decelerating the host vehicle.
The controller 40 determines, for example, an acceleration of the vehicle or a jerk as a time derivative value of the acceleration as an acceleration / deceleration control amount. When a person feels the behavior of the vehicle, the impression on the behavior changes with the acceleration and the jerk.

Here, since the driver in automatic driving leaves traveling of the host vehicle to automatic driving, it is desirable to realize acceleration / deceleration in which the driver feels the expected acceleration / deceleration feeling. However, acceleration and deceleration intended by the driver differ depending on the driver's level of skill and personal characteristics.
For this reason, the controller 40 individually determines an acceleration / deceleration control amount for accelerating / decelerating the host vehicle in accordance with each driver.

  The controller 40 measures the driver's discomfort (that is, the driver's discomfort with respect to the acceleration / deceleration control amount) with respect to the acceleration / deceleration of the host vehicle in order to realize the acceleration / deceleration intended by the driver. If the driver does not feel discomfort with the amount of acceleration / deceleration control, it is considered that acceleration / deceleration intended by the driver is realized. On the other hand, when acceleration and deceleration not intended by the driver are performed, it is considered that the driver feels discomfort with the amount of acceleration and deceleration control.

Therefore, the controller 40 determines the amount of acceleration / deceleration control so that the driver does not feel discomfort in the fully automatic operation mode, for example.
In the following description, an embodiment will be described in which a positive acceleration or a positive jerk is controlled as the acceleration / deceleration control amount. However, the acceleration / deceleration control amounts in the present specification and claims are not limited to positive acceleration and positive jerk, but are intended to include negative acceleration (ie, deceleration) and negative jerk. There is.

The acceleration / deceleration control device 1 includes a brain activity sensor 60 in order to determine the occurrence of the driver's discomfort.
The brain activity sensor 60 is a sensor that measures the brain activity of the driver. The brain activity sensor 60 outputs information on the measured driver's brain activity to the controller 40. The controller 40 determines the presence or absence of the driver's discomfort based on the information on the brain activity detected by the brain activity sensor 60.
For example, the brain activity sensor 60 may measure the driver's brain waves as brain activity. Hereinafter, the case where the brain activity sensor 60 detects an electroencephalogram of a driver as brain activity will be described. However, the brain activity sensor 60 only needs to be able to measure the driver's brain activity, and detects, for example, biological information that can estimate the driver's brain activity, such as brain blood flow, heart rate, respiration, sweating amount and face image. It may be a sensor.

  Please refer to FIG. The brain activity sensor 60 measures the driver's electroencephalogram signal in real time while driving the vehicle. The brain activity sensor 60 has a plurality of electrodes, and the plurality of electrodes are attached to the driver's head. The plurality of electrodes of the brain activity sensor 60 are disposed, for example, on the parietal region Fz, Fcz, Cz, and CPz of the driver involved in the cognitive function in accordance with the international 10-20 method. The method of attaching the plurality of electrodes to the head of the brain activity sensor 60 is not particularly limited. For example, the brain activity sensor 60 may be configured of a wearable electrode cap so as to be easily disposed on the head of the driver.

The controller 40 collates the current driver's brain wave pattern measured in real time with the brain wave pattern measured in advance, thereby determining whether the current driver's sense of incongruity exists (whether or not the driver feels incongruity ) Is determined.
The electroencephalogram patterns measured in advance are made into a database and stored in the storage unit 42 as a brain activity database.
The brain activity database includes, for example, respective feature vectors of the electroencephalogram potential of the driver when generating an event that the driver does not feel discomfort and the electroencephalogram potential when generating an event that makes the driver feel discomfort. P may be stored as a feature space map plotted in feature space.

For example, as shown in FIG. 3, N feature quantities p1, p2,..., PN are extracted from an electroencephalogram signal for a predetermined time T (for example, 500 milliseconds) as shown in FIG. It may be generated by converting it into p2, ..., pN). For example, values sampled at fixed intervals may be used as the feature value.
FIG. 4 shows an example of the feature space map M1. A hatched round plot point P1 indicates a feature vector when the driver does not feel discomfort, and a non-hatched round plot point P2 indicates a feature vector when the driver feels discomfort Indicates

When the driver does not feel discomfort, the feature vector P1 tends to concentrate on a certain region in the feature space. In addition, the feature vector P2 when the driver feels a sense of discomfort also tends to be concentrated in a certain area.
In the example of FIG. 4, the feature vector P1 when the driver does not feel discomfort is relatively concentrated in the upper left region D1, and the feature vector P2 when the driver feels discomfort is relatively It is concentrated in the lower right area D2.

A feature vector map M1 is created by plotting on a feature space a feature vector P1 when such driver does not feel discomfort and a feature vector P2 when the driver feels discomfort. It is possible to set a discriminant plane PL that divides the range that can be taken by P1 and the range that can be taken by the feature vector P2. Discrimination plane PL can be set, for example, using a linear discrimination method.
In the example of FIG. 4, when the feature vector of the driver's current electroencephalogram is located above the determination plane PL, the discomfort determination unit 70 determines that the driver does not feel discomfort. If the feature vector of the driver's current brain wave is located below the determination plane PL, the discomfort determination unit 70 determines that the driver feels discomfort.

Furthermore, according to the distance D from the center C of the region D2 of the feature vector P2 when the driver feels a sense of discomfort to the feature vector of the driver's current brain wave, the sense of the sense of discomfort felt by the driver is determined Do.
For example, if the distance D is larger than the threshold, it is determined that a relatively weak discomfort has occurred, and if the distance D is less than the threshold, it is determined that a relatively strong discomfort has occurred.
In addition, the said judgment method of discomfort is an example, and the determination method which the acceleration-deceleration control apparatus 1 of embodiment employ | adopts is not limited to this.

In order to determine the acceleration / deceleration control amount according to whether the driver's discomfort occurs with respect to the acceleration / deceleration control amount, the controller 40 controls the acceleration / deceleration control amount and the driver's discomfort with respect to the acceleration / deceleration control amount. Record the correspondence with the occurrence.
The controller 40 creates, for example, a state space map M2 as shown in FIG. 5 as a correspondence between the acceleration / deceleration control amount and the presence or absence of occurrence of discomfort. The state space map M2 is stored, for example, in the storage device 42.

The state space map M2 is a map in which presence or absence of discomfort with respect to the amount of acceleration / deceleration control is plotted on a space having dimensions of the acceleration / deceleration control amount as jerk or acceleration.
When generating the state space map M2, a combination of jerk and acceleration is detected as the acceleration / deceleration control amount of the host vehicle, and it is determined whether or not the occupant has a sense of discomfort with respect to the detected acceleration / deceleration control amount. Then, on the state space map M2, the determination result of the presence or absence of discomfort is plotted.
In the example of FIG. 5, the hatched circular plot points indicate the acceleration / deceleration control amount at which the discomfort does not occur, and the non-hatched circular plot points indicate the acceleration / deceleration control amount at which the relatively weak discomfort occurs. A triangular plot point indicates an acceleration / deceleration control amount at which a relatively strong discomfort has occurred.

  Next, the acceleration / deceleration control amount at which a relatively strong discomfort has occurred and the boundary B1 between the region R1 of the acceleration / deceleration control amount at which the discomfort does not occur and the region R2 of the acceleration / deceleration control amount at which the relatively weak discomfort occurs A boundary B2 between the region R3 and the region R2 is calculated. These boundaries B1 and B2 can be calculated using various classifiers (for example, a support vector machine or the like). In such a state space map M2, along with the correspondence between the acceleration / deceleration control amount and the presence or absence of the driver's discomfort with respect to the acceleration / deceleration control amount, the acceleration / deceleration control amount and the driver's sense of discomfort with respect to the acceleration / deceleration control amount The correspondence of is recorded.

The controller 40 selects one of the regions R1, R2 and R3 to obtain an acceleration / deceleration control amount that does not cause discomfort, an acceleration / deceleration control amount that causes relatively weak discomfort, and an addition that causes relatively strong discomfort. The deceleration control amount can be selectively determined.
In this manner, the controller 40 determines the amount of acceleration / deceleration control to accelerate / decelerate the host vehicle based on the amount of acceleration / deceleration control selected from the state space map M2 according to whether or not the driver causes discomfort. .

Next, a functional configuration example of the controller 40 will be described.
Please refer to FIG. The controller 40 includes an ambient environment detection unit 71, a sense of incongruity detection unit 72, an acceleration / deceleration control amount detection unit 73, a control amount recording unit 74, a driving behavior determination unit 75, a control amount calculation unit 76, and a driving control unit. And 77.
For example, the controller 40 causes the processor 41 to execute a computer program stored in the storage device 42 of FIG. 1 so that the surrounding environment detection unit 71, the discomfort detection unit 72, the acceleration / deceleration control amount detection unit 73, and the control amount recording unit 74. The functions of the driving action determination unit 75, the control amount calculation unit 76, and the operation control unit 77 may be realized.

The surrounding environment detecting unit 71 detects the surrounding environment of the own vehicle based on the output of the surrounding environment sensor group 10 and the map information of the surrounding of the own vehicle read from the map database 20.
The surrounding environment detection unit 71 may use, for example, an obstacle around the host vehicle, a relative distance to another vehicle, a pedestrian, an inter-vehicle time, a road shape of a traveling path of the host vehicle, a road type, a stop line, Construction or traffic restrictions may be detected. Road shapes include, for example, width, curvature, slope, number of lanes, and the like.
The surrounding environment detection unit 71 outputs information of the detected surrounding environment (hereinafter referred to as “surrounding environment information”) to the control amount recording unit 74, the driving behavior determination unit 75, and the control amount calculation unit 76.

When the acceleration / deceleration control of the host vehicle is performed, the discomfort detection unit 72 determines whether the driver's discomfort occurs with respect to the acceleration / deceleration control amount based on the information of the driver's brain activity detected by the brain activity sensor 60. Determine
Also, the discomfort detection unit 72 determines the strength of the discomfort. For example, the sense of incongruity detection unit 72 may determine whether a relatively weak sense of discomfort has occurred or a relatively strong sense of discomfort has occurred.
The discomfort detection unit 72 outputs the determination result of the discomfort to the control amount recording unit 74.

The acceleration / deceleration control amount detection unit 73 detects an acceleration / deceleration control amount of the host vehicle when acceleration / deceleration control of the host vehicle is performed.
For example, the acceleration / deceleration control amount detection unit 73 detects, as the acceleration / deceleration control amount, positive acceleration in the front-rear direction of the vehicle, negative acceleration, positive jerk, and negative jerk. For example, the acceleration / deceleration control amount detection unit 73 may detect the longitudinal acceleration based on the output of the acceleration sensor 32, or may calculate the longitudinal acceleration by differentiating the output of the vehicle speed sensor 31 with respect to time. .
Further, the acceleration / deceleration control amount detection unit 73 may calculate the jerk in the front-rear direction by time-differentiating the acceleration.
The acceleration / deceleration control amount detection unit 73 outputs the detected acceleration / deceleration control amount to the control amount recording unit 74.

The control amount recording unit 74 detects the acceleration / deceleration control amount detected based on the determination result of the discomfort by the discomfort detection unit 72 and the acceleration / deceleration control amount detected by the acceleration / deceleration control amount detection unit 73 and the occupant for this acceleration / deceleration control amount Record the correspondence with the presence or absence of discomfort. Further, the control amount recording unit 74 records the correspondence between the detected acceleration / deceleration control amount and the strength of the occupant's discomfort with respect to the acceleration / deceleration control amount.
For example, the control amount recording unit 74 creates the state space map M2 shown in FIG.

The driving behavior determining unit 75 determines the driving behavior of the vehicle in the fully automatic driving mode and the coordinated driving mode based on the surrounding environment information output from the surrounding environment detecting unit 71.
For example, a control target value of the vehicle behavior during automatic driving control may be calculated as the driving behavior of the host vehicle. The control target value may be, for example, a target travel locus, a vehicle speed, or the like in automatic driving control.

In the fully automatic driving mode, the driving action determination unit 75 calculates a control target value based on the surrounding environment information, the vehicle state information of the host vehicle, the travel plan to the destination, and the like.
Further, in the cooperative driving mode, the driving action determination unit 75 calculates the control target value based on the surrounding environment information and the vehicle state information of the host vehicle.
The driving behavior determination unit 75 outputs the calculated control target value to the control amount calculation unit 76 and the operation control unit 77.

The control amount calculation unit 76 accelerates / decelerates the vehicle based on the control target value calculated by the driving action determination unit 75 and the state space map M2 recorded by the control amount recording unit 74 during acceleration / deceleration control of the vehicle. Calculate the amount of acceleration / deceleration control to be performed.
For example, the control amount calculation unit 76 determines whether to perform acceleration / deceleration control of the host vehicle based on the control target value calculated by the driving action determination unit 75. When the acceleration / deceleration control is not performed, the control amount calculation unit 76 may not calculate the acceleration / deceleration control amount.

When performing acceleration / deceleration control, control amount calculation unit 76 determines whether or not to cause the driver to feel discomfort due to the acceleration / deceleration of the host vehicle (that is, by the acceleration / deceleration control amount), and determines the intensity of the discomfort. .
For example, the control amount calculation unit 76 may determine whether or not to cause the driver to feel discomfort based on whether the traveling state of the host vehicle is the fully automatic operation mode or the coordinated operation mode.

  For example, the control amount calculation unit 76 calculates an acceleration / deceleration control amount that does not cause the driver to feel discomfort when the traveling state of the host vehicle is in the complete automatic drive mode, and causes the driver to feel discomfort when in the cooperative drive mode. The amount of acceleration / deceleration control to be generated may be calculated. That is, the control amount calculation unit 76 may switch the range of the acceleration / deceleration control amount between the fully automatic operation mode and the coordinated operation mode.

Thus, in the fully automatic operation mode, acceleration and deceleration as intended by the driver can be realized to improve comfort.
On the other hand, in the cooperative operation mode, since the acceleration / deceleration control amount at which the driver's sense of discomfort occurs can be learned in the state space map M2, the calculation accuracy of the acceleration / deceleration control amount based on the state space map M2 is improved. This makes it possible to control acceleration and deceleration suited to the driver of

Also, for example, the control amount calculation unit 76 causes the driver to feel discomfort according to the surrounding environment of the host vehicle recognized based on the surrounding environment information output from the surrounding environment detection unit 71, and the control state of the host vehicle. It may be determined whether or not.
For example, the surrounding environment of the host vehicle may include a dangerous state around the host vehicle, the presence or absence of an object to be monitored around the host vehicle, and the like. In addition, the control state of the vehicle may include the state of the ambient environment sensor group 10, the control margin for automatic driving control, and the like.

Furthermore, the control amount calculation unit 76 may change the level of discomfort caused according to either one of the surrounding environment of the host vehicle or the control state of the host vehicle.
As described above, by causing the driver to feel discomfort according to the surrounding environment of the host vehicle and the control state of the host vehicle, it is possible to urge the driver's situation recognition.

A functional configuration example of the control amount calculation unit 76 will be described with reference to FIG.
Control amount calculation unit 76 includes a margin calculation unit 80, an emergency degree calculation unit 81, and an acceleration / deceleration control amount determination unit 82.
The margin calculation unit 80 calculates the control margin based on the control target value calculated by the driving behavior determination unit 75, the surrounding environment of the host vehicle, the control state of the host vehicle, and the like. The control margin is an index showing how well the system can control at the time of automatic operation control. As the control margin decreases, although the immediate operation intervention by the occupant is not necessary, the safety monitoring by the occupant becomes more important.

  For example, when the state of the ambient environment sensor group 10 such as the reliability, likelihood or S / N ratio of the sensor is not complete but low, the control margin is lowered. The reliability of the sensor is calculated, for example, as a ratio of the current sensor's ability to the maximum ability of the sensor. The likelihood is the certainty of the detection result of the sensor. The S / N ratio is the ratio of noise to signal.

  In addition, the detection limit of the ambient environment sensor group 10 may be reduced due to the surrounding conditions of the vehicle such as bad weather or traffic congestion, or unexpected situations such as sudden construction or traffic regulation may cause a load on the system. If so, the control margin decreases. In addition, when there is a target around the host vehicle to be aware or to monitor an occupant such as a pedestrian, the control margin decreases.

  When computing the control margin, for example, the surrounding environment of the host vehicle and the state of each sensor are appropriately quantified and weighted according to the specifications of the host vehicle and the driving preference of the driver, and they are summed up. A comprehensive control margin may be calculated. Alternatively, the control margin may be individually calculated for each of the surrounding environment of the host vehicle and each sensor.

  The degree-of-urgency calculation unit 81 calculates the degree of urgency (warning degree) based on the control target value calculated by the driving behavior determination unit 75, the surrounding environment of the host vehicle, the control state of the host vehicle, and the like. The degree of urgency is an index that indicates the degree to which the occupant needs immediate operation intervention (transfer of authority from the system to the occupant) such as steering wheel operation and brake operation with respect to the surrounding environment of the vehicle and the control state of the vehicle. is there. The higher the level of urgency, the more immediate the driver's intervention and the need for it.

For example, dangerous situations such as pedestrians jumping ahead of vehicles or falling objects, failure of ambient environment sensor group 10, unexpected construction such as sudden construction or traffic restrictions, etc., making automatic driving control impossible When it is easy to get into, the degree of urgency becomes high.
When calculating the degree of urgency, for example, the surrounding environment of the host vehicle and the state of each sensor are appropriately quantified and weighted appropriately according to the specifications of the host vehicle and the driving preference of the driver, and they are summed up. A comprehensive degree of urgency may be calculated. Alternatively, the degree of urgency may be calculated individually for the surrounding environment or sensor of the host vehicle.

The acceleration / deceleration control amount determination unit 82 determines whether or not the driver has a sense of discomfort based on whether the traveling state is either the fully automatic operation mode or the coordinated operation mode, the control margin and the urgency, and Determine the level of discomfort.
For example, the acceleration / deceleration control amount determination unit 82 compares the control margin calculated by the margin calculation unit 80 with the threshold, and determines that the control margin is high if the control margin is equal to or greater than the threshold, If the margin is less than the threshold, it is determined that the control margin is low. The threshold can be appropriately set in accordance with the specifications of the host vehicle and the driving preference of the driver.

When there are a plurality of control margins calculated by the margin calculation unit 80, the acceleration / deceleration control amount determination unit 82 determines whether the control margins are high or low using the same threshold or different thresholds for each control margin. It may be determined.
The acceleration / deceleration control amount determination unit 82 compares the degree of urgency calculated by the degree of urgency calculation unit 81 with the threshold, and determines that the degree of urgency is high if the degree of urgency is equal to or greater than the threshold, and the degree of urgency is the threshold If less than, it is determined that the degree of urgency is low. The threshold can be appropriately set in accordance with the specifications of the host vehicle and the driving preference of the driver.

If it is determined that the control margin is high, it is a normal time and the importance of safety monitoring of the occupant is low. On the other hand, when it is determined that the control margin is low, the safety monitoring of the occupant is highly important. Furthermore, if it is determined that the degree of urgency is high, it is necessary to prompt the driver for immediate intervention.
In the complete automatic operation mode, the acceleration / deceleration control amount determination unit 82 determines the necessity of the generation of the sense of discomfort as follows based on the surrounding environment of the host vehicle, the control state of the host vehicle, and the like.

(A1) When it is determined that the control margin is high, the occurrence of a sense of discomfort is unnecessary.
(A2) If it is determined that the control margin is low and the urgency is low, a relatively weak sense of discomfort is generated.
(A3) When it is determined that the degree of urgency is high, relatively strong discomfort is generated.

In the cooperative driving mode, in order to make the state space map M2 learn the amount of acceleration / deceleration control when the driver's sense of discomfort occurs, the sense of discomfort is generated even when the control margin is high.
Therefore, in the coordinated driving mode, the acceleration / deceleration control amount determination unit 82 determines the necessity of the generation of the sense of discomfort as follows based on the surrounding environment of the host vehicle, the control state of the host vehicle, and the like.
(B1) When it is determined that the degree of urgency is low, a relatively weak sense of discomfort is generated regardless of the control margin.
(B2) If it is determined that the degree of urgency is high, relatively strong discomfort is generated.

Next, the acceleration / deceleration control amount determination unit 82 generates a sense of discomfort as an acceleration / deceleration control amount for accelerating / decelerating the host vehicle based on the control target value calculated by the driving action determination unit 75 and the necessity determination result of discomfort. One of an acceleration / deceleration control amount not to be caused, an acceleration / deceleration control amount causing relatively weak discomfort, and an acceleration / deceleration control amount causing relatively strong discomfort is determined.
An example of a method of selecting the amount of acceleration / deceleration control that does not cause a sense of incongruity will be described with reference to FIG.
First, the acceleration / deceleration control amount determination unit 82 determines the maximum acceleration Gmax that does not cause discomfort when the acceleration is completed and the jerk becomes about 0 based on the region R1 and the boundary B1 of the state space map M2. Do.

Next, the acceleration / deceleration control amount determination unit 82 selects, from the area R1, a maximum jerk Jt1 capable of generating a jerk profile Pr1 that increases the acceleration to the maximum acceleration Gmax without departing from the area R1.
Such maximum jerk Jt1 can be selected from the region R1 by appropriately selecting, for example, the acceleration Gd that starts to decrease the jerk.

Next, the acceleration / deceleration control amount determination unit 82 increases the acceleration of the host vehicle to the maximum acceleration Gmax based on these acceleration / deceleration control amounts and the control target values such as the travel locus and the vehicle speed calculated by the driving action determination unit 75. Generate a jerk profile.
If the user does not feel discomfort, the acceleration / deceleration control amount determination unit 82 creates a jerk profile, for example, as shown in FIG.

The jerk profile in FIG. 9 is calculated so that the jerk at each time does not exceed the maximum jerk Jt1 and the time integral value becomes equal to the maximum acceleration Gmax. Further, the time t2 at which the decrease starts from the maximum jerk Jt1 is appropriately set according to the acceleration Gd so that the combination of the jerk and the acceleration does not deviate from the region R1 where the discomfort does not occur.
The start time t0 of the jerk profile, the time t1 of reaching the maximum jerk Jt1, and the finish time t3 of the jerk profile can be appropriately set based on the control target value calculated by the driving action determination unit 75.

Next, an example of a method of selecting the amount of acceleration / deceleration control that causes relatively weak discomfort will be described with reference to FIG.
The acceleration / deceleration control amount determination unit 82 selects, from the region R2, a combination C2 of the jerk Jt2 and the acceleration G2 that generates relatively weak discomfort.
At this time, the acceleration / deceleration control amount determination unit 82 determines that the jerk profile Pr2 passing through the combination C2 of the jerk Jt2 and the acceleration G2 does not deviate from the region where R2 is added to the region R1 (ie, does not enter the region R3). ) The combination C2 is selected so that the acceleration can be increased to the maximum acceleration Gmax.

Such a combination C2 can be determined by appropriately selecting an acceleration that starts to decrease the jerk, as in FIG.
Next, the acceleration / deceleration control amount determination unit 82 generates an acceleration profile that generates a relatively weak uncomfortable feeling based on the combination C2 of the acceleration Jt2 and the acceleration G2.
A jerk profile that generates a relatively weak discomfort is created, for example, as shown in FIG.

  The jerk profile in FIG. 11 is calculated so that the maximum jerk of the jerk profile becomes the jerk Jt2, and the time integral value of the jerk from time t4 from the time to the jerk Jt2 to the start time t0 becomes the acceleration G2. Ru. That is, the acceleration G2 is calculated to be the acceleration G2 at time t4 when the additive acceleration Jt2 is reached. As a result, a combination C2 of the jerk Jt2 and the acceleration G2 is realized, and a relatively weak uncomfortable feeling can be generated.

Here, if the maximum acceleration Gmax increases as the maximum jerk increases from the jerk Jt1 to the jerk Jt2, the jerk and the acceleration may reach the region R3 and generate a relatively strong sense of discomfort from time t4 onwards. is there. In addition, the position and speed of the host vehicle may be changed.
Therefore, the acceleration / deceleration control amount determination unit 82 may create an acceleration profile that generates a sense of incongruity so that the time T for reaching the maximum acceleration Gmax and the maximum acceleration Gmax does not change with the jerk profile in FIG. .
That is, adjustment may be made so that the integrated value (area) Gmax of the jerk profile until the time t3 at which the maximum acceleration Gmax is reached does not change.

The acceleration / deceleration control amount and the jerk profile that generate relatively strong discomfort are also set by selecting the combination of the jerk and acceleration from the region R3 of the state space map M2 as in the case of generating relatively weak discomfort. it can.
The acceleration / deceleration control amount determination unit 82 defines a selectable range R4 in which the acceleration / deceleration control amount can be selected in the state space map M2 based on the ambient environment indicated by the ambient environment information output from the ambient environment detection unit 71. (See FIG. 12).

The acceleration / deceleration control amount determination unit 82 may select an acceleration / deceleration control amount C2 that generates a relatively weak discomfort or an acceleration / deceleration control amount that generates a relatively strong discomfort from only the selectable range R4.
By thus limiting the range of the acceleration / deceleration control amount, it is possible to set the acceleration / deceleration control amount within a safe range corresponding to the surrounding environment.
Please refer to FIG. The control amount calculation unit 76 outputs the jerk profile generated by the acceleration / deceleration control amount determination unit 82 to the operation control unit 77. The driving control unit 77 executes automatic driving control based on the control target value calculated by the driving action determining unit 75 and the jerk profile generated by the acceleration / deceleration control amount determining unit 82. For example, the operation control unit 77 controls the vehicle control actuator group 50 so as to realize the jerk of the jerk profile shown in FIGS. 9 and 11.

  When the vehicle is accelerated or decelerated by the vehicle control actuator group 50, the acceleration / deceleration control amount detection unit 73 detects an acceleration / deceleration control amount of the own vehicle. In addition, the discomfort detection unit 72 determines whether the driver's discomfort with respect to the acceleration / deceleration control amount has been generated. The control amount recording unit 74 updates the state space map M2 by recording the correspondence between the detected acceleration / deceleration control amount and the presence / absence of discomfort of the occupant with respect to the acceleration / deceleration control amount.

(Operation)
Next, with reference to FIG. 13, an example of the acceleration / deceleration control method of the embodiment will be described.
The ambient environment detection unit 71 shown in FIG. 6 in step S1 is based on the output of the ambient environment sensor group 10 and the map information on the surroundings of the host vehicle read from the map database 20, get.
In step S <b> 2, the driving behavior determination unit 75 determines the driving behavior of the vehicle in the fully automatic driving mode or the coordinated driving mode based on the surrounding environment information output from the surrounding environment detecting unit 71. For example, the driving behavior determination unit 75 may calculate the control target value of the vehicle behavior during automatic driving control.

In step S3, the control amount calculation unit 76 determines whether to perform acceleration / deceleration control of the host vehicle based on the control target value calculated by the driving action determination unit 75. If acceleration / deceleration control is to be performed (step S3: Y), the process proceeds to step S4. If acceleration / deceleration control is not performed (step S3: N), the process returns to step S1.
In step S4, the control amount calculation unit 76 executes the discomfort necessity determination process of determining whether or not the driver is made to feel discomfort by acceleration / deceleration of the host vehicle (that is, by the acceleration / deceleration control amount). The details of the discomfort determination process will be described later with reference to FIG. In the process of determining whether or not there is a sense of incompatibility, it is determined whether or not to cause the incongruity and the strength of the incongruity to be generated.

In step S5, the control amount calculation unit 76 generates an acceleration / deceleration control amount that does not generate discomfort, an acceleration / deceleration control amount that generates relatively weak discomfort, and a relatively strong discomfort according to the determination result of the discomfort necessity determination process. Calculate any of the acceleration / deceleration control amount.
In step S6, the control amount calculation unit 76 generates an acceleration profile that accelerates or decelerates the host vehicle based on the acceleration / deceleration control amount calculated in step S5.
In step S7, the operation control unit 77 executes the automatic operation control based on the control target value determined in step S2 and the jerk profile generated in step S6.

In step S8, the acceleration / deceleration control amount detection unit 73 detects an acceleration / deceleration control amount. Further, the discomfort detection unit 72 determines whether or not the driver's discomfort with respect to the acceleration / deceleration control amount has occurred.
In step S9, the control amount recording unit 74 updates the state space map M2 by recording the correspondence between the detected acceleration / deceleration control amount and the presence / absence of discomfort of the occupant with respect to the acceleration / deceleration control amount.
In step S10, it is determined whether the ignition switch (IGN) of the host vehicle has been turned off. When the ignition switch is turned off (step S10: Y), the process ends. If the ignition does not turn off (step S10: N), the process returns to step S1.

Next, an example of the process for determining whether or not there is a sense of incongruity which is executed in step S4 of FIG.
In step S20, the acceleration / deceleration control amount determination unit 82 shown in FIG. 7 determines whether the traveling state is the fully automatic driving mode or the coordinated driving mode. If it is the fully automatic operation mode (step S20: Y), the process proceeds to step S21. If the operation mode is not the complete automatic operation mode but the cooperative operation mode (step S20: N), the process proceeds to step S23.

In step S21, the acceleration / deceleration control amount determination unit 82 determines whether the control margin calculated by the margin calculation unit 80 is high. If the control margin is high (step S21: Y), the process proceeds to step S22. If the control margin is not high (step S21: N), the process proceeds to step S23.
In step S22, the acceleration / deceleration control amount determination unit 82 determines that the occurrence of a sense of discomfort is unnecessary. Thereafter, the process proceeds to step S5 in FIG.

In step S23, the acceleration / deceleration control amount determination unit 82 determines whether the degree of urgency calculated by the degree of urgency calculation unit 81 is high. If the degree of urgency is high (step S23: Y), the process proceeds to step S25. If the degree of urgency is not high (step S23: N), the process proceeds to step S24.
In step S24, the acceleration / deceleration control amount determination unit 82 determines to generate a relatively weak discomfort. Thereafter, the process proceeds to step S5 in FIG.
In step S25, the acceleration / deceleration control amount determination unit 82 determines to generate a relatively strong uncomfortable feeling. Thereafter, the process proceeds to step S5 in FIG.

(Modification)
(1) In the above embodiment, both acceleration and acceleration are used as acceleration / deceleration control amounts to control whether or not the driver is made to feel discomfort, but only one of acceleration and acceleration is added. It may be used as a deceleration control amount to control whether the driver feels a sense of discomfort.
(2) Even if the state space map M2 is learned as a continuous state space map using a probability density function in which the acceleration / deceleration control amount is an independent variable and the probability that discomfort occurs in each acceleration / deceleration control amount is a dependent variable. Good. In this case, for example, the region R1 where no discomfort occurs, the region R2 where a relatively weak discomfort occurs, and the region R3 where a relatively strong discomfort occurs may be determined by comparing the probability density function and the threshold.

(3) The correspondence relationship between the acceleration / deceleration control amount and the presence / absence of discomfort may be learned by weighted learning using surrounding environment information as a weight. That is, the control amount recording unit 74 may record a different correspondence between the acceleration / deceleration control amount and the presence or absence of a sense of discomfort according to the surrounding environment information.
For example, a plurality of state space maps M2 having different ranges of the regions R1 to R3 may be recorded according to surrounding environment information (for example, a distance to a surrounding vehicle, a parameter of a road shape, etc.).

(4) Instead of the state space map M2, the control amount recording unit 74 uses a neural network to learn the correspondence between the acceleration / deceleration control amount and the presence or absence of discomfort, and the control amount recording portion 74 The correspondence may be recorded. The neural network may learn the correspondence between the amount of acceleration / deceleration control, the surrounding environment information, and the presence or absence of discomfort.
Refer to FIG. 15A. The control amount recording unit 74 includes a plurality of neural networks NN1 to NN3 different according to the surrounding environment information. That is, individual neural networks NN1 to NN3 are provided for each piece of ambient environment information.

At the time of learning, the control amount recording unit 74 selects one of the neural nets NN1 to NN3 according to the surrounding environment information, and learns the correspondence between the acceleration / deceleration control amount and the presence or absence of discomfort in the selected neural net. Do.
Refer to FIG. 15B. At the time of calculation, one of the neural networks NN1 to NN3 is selected according to the surrounding environment information, and a target discomfort is generated in the selected neural network (i.e., a slight discomfort is not generated, a strong discomfort is generated). Is input, and the amount of acceleration / deceleration control according to the target discomfort is taken out from the selected neural network.

Please refer to FIG. 16A. The control amount recording unit 74 may integrally learn in the single neural network NN the correspondence relationship between the acceleration / deceleration control amount that changes according to the surrounding environment information and the presence or absence of a sense of discomfort.
At the time of learning, the control amount recording unit 74 inputs surrounding environment information, acceleration / deceleration control amount, and presence / absence of discomfort in these ambient environment and acceleration / deceleration control amount to the neural network NN, and outputs the surrounding environment information, acceleration / deceleration control amount, Learn the correspondence with the presence or absence of discomfort.
Reference is made to FIG. 16B. At the time of calculation, ambient environment information and target discomfort are input to the neural network NN, and the amount of acceleration / deceleration control learned in association with the input value is extracted from the neural network NN.

(Effect of the embodiment)
(1) The control amount recording unit 74 stores, in the storage device 42, the state space map M2 in which the correspondence between the acceleration / deceleration control amount of the own vehicle and the presence or absence of discomfort of the occupant with respect to the acceleration / deceleration control amount is recorded. . The acceleration / deceleration control amount determination unit 82 of the control amount calculation unit 76 selects an acceleration / deceleration control amount that does not cause a passenger's discomfort from the state space map M2. The acceleration / deceleration control amount determination unit 82 determines an acceleration / deceleration control amount for accelerating / decelerating the host vehicle based on the selected acceleration / deceleration control amount.
According to the present embodiment, it is possible to determine the acceleration / deceleration control amount for accelerating / decelerating the host vehicle so as not to cause the occupant's discomfort. Therefore, the vehicle can be accelerated or decelerated in accordance with the intention of each passenger.

(2) Acceleration / deceleration control amount determination unit 82 determines whether the occupant should feel discomfort or not, and depending on whether the occupant should feel discomfort or not, acceleration / deceleration control amount causing the occupant to feel discomfort And either of the acceleration / deceleration control amount which does not generate a passenger | crew's discomfort is selected.
According to the present embodiment, it is possible to determine not only the acceleration / deceleration control amount that does not cause the occupant to feel discomfort, but also the acceleration / deceleration control amount that purposely causes the discomfort. Since it is possible to learn the amount of acceleration / deceleration control that causes a sense of incongruity by intentionally generating a sense of incongruity, the calculation accuracy of the amount of acceleration / deceleration control can be improved and acceleration / deceleration control suitable for each driver can be achieved. Further, the driver can be alerted by causing the driver to feel discomfort.

(3) The acceleration / deceleration control amount detection unit 73 detects the acceleration / deceleration control amount of the host vehicle. The discomfort detection unit 72 determines whether or not the occupant has discomfort with respect to the detected acceleration / deceleration control amount. The control amount recording unit 74 records, in the storage device 42, a state space map M2 that is a correspondence relationship between the detected acceleration / deceleration control amount and the presence or absence of the determined discomfort.
By generating and recording the state space map M2 in this manner, it is possible to learn the correspondence between the amount of acceleration / deceleration control adapted to each occupant and the discomfort. Thus, the vehicle can be accelerated or decelerated according to the intention of each passenger.

(4) The acceleration / deceleration control device 1 uses at least one of the acceleration and the jerk of the host vehicle as the acceleration / deceleration control amount. For this reason, it is possible to generate an acceleration profile or a jerk profile that matches the intention of the occupant.
(5) The surrounding environment detection unit 71 detects the surrounding environment of the host vehicle. The selectable range of the acceleration / deceleration control amount is determined according to the detected ambient environment, and the acceleration / deceleration control amount determination unit 82 selects the acceleration / deceleration control amount from the selectable range. Thereby, the acceleration / deceleration control amount can be determined in a safe range corresponding to the surrounding environment, and the jerk profile or the acceleration profile can be generated.

(6) The acceleration / deceleration control amount determination unit 82 selects the acceleration / deceleration control amount selected from the state space map M2 between the coordinated operation state accompanied by the driver's operation of the vehicle by the occupant and the fully automatic operation state not accompanied by the operator operation. Switch the range of
As a result, for example, the acceleration / deceleration control amount can be determined such that the driver does not feel discomfort in the fully automatic driving state, and the acceleration / deceleration control amount can be determined such that the discomfort is generated in the cooperative operation state.

  Therefore, in the fully automatic driving state, acceleration and deceleration as intended by the driver can be realized and comfort can be improved, and it is possible to learn an acceleration and deceleration control amount at which the driver does not feel discomfort. On the other hand, in the coordinated driving mode, it is possible to learn an acceleration / deceleration control amount that causes the driver to feel discomfort. Therefore, the calculation accuracy of the acceleration / deceleration control amount based on the state space map M2 is improved, and acceleration / deceleration control suitable for each driver becomes possible. Further, the driver can be appropriately alerted in the coordinated driving state involving the driver's driving operation.

(7) The acceleration / deceleration control amount determination unit 82 determines the level of discomfort caused to the occupant. The acceleration / deceleration control amount determination unit 82 accelerates / decelerates according to the determined intensity according to the state space map M2 in which the second correspondence relationship, which is the correspondence relationship between the detected acceleration / deceleration control amount and the intensity of discomfort of the occupant, is recorded. Determine the acceleration / deceleration control amount.
As a result, it is possible to control the level of discomfort caused to the occupant. For this reason, it is possible to generate a jerk profile or an acceleration profile that matches the feeling of the occupant.

(8) The acceleration / deceleration control amount determination unit 82 determines the level of discomfort caused by the occupant according to at least one of the surrounding environment of the host vehicle and the control state of the host vehicle.
As a result, the surrounding environment of the host vehicle or the control state of the host vehicle can be transmitted to the occupant according to the difference in the level of discomfort caused.
(9) The acceleration / deceleration control amount determination unit 82 determines whether or not to make the occupant feel uncomfortable according to at least one of the surrounding environment of the host vehicle and the control state of the host vehicle.
Thus, it is possible to transmit the surroundings of the host vehicle or the control state of the host vehicle to the occupant depending on whether or not the discomfort is generated.

  DESCRIPTION OF SYMBOLS 1 ... Acceleration-deceleration control apparatus, 10 ... Ambient environment sensor group, 11 ... Camera, 12 ... Radar, 20 ... Map database, 30 ... Vehicle sensor group, 31 ... Vehicle speed sensor, 32 ... Acceleration sensor, 33 ... Yaw rate sensor, 34 ... Steering angle sensor, 35: turning angle sensor, 40: controller, 41: processor, 42: storage device, 50: vehicle control actuator group, 51: accelerator actuator, 52: brake actuator, 53: steering actuator, 60: brain activity Sensor 70 ... discomfort determination unit 71 ... ambient environment detection unit 72 ... discomfort detection unit 73 ... acceleration / deceleration control amount detection unit 74 ... control amount recording unit 75 ... driving action determination unit 76 ... control amount calculation unit 77: Operation control unit 80: Margin operation unit 81: Emergency degree operation unit 82: Acceleration / deceleration control amount decision unit

Claims (11)

The acceleration / deceleration control amount that does not cause the occupant's discomfort is selected from a predetermined storage device that stores the correspondence relationship between the acceleration / deceleration control amount of the host vehicle and the presence or absence of the occupant's discomfort with respect to the acceleration / deceleration control amount. And
An acceleration / deceleration control method for determining an acceleration / deceleration control amount for accelerating / decelerating the host vehicle based on the selected acceleration / deceleration control amount. Determine if the occupant should feel discomfort or not
An acceleration / deceleration control amount that causes the occupant to feel discomfort from a predetermined storage device that stores the correspondence between the acceleration / deceleration control amount of the vehicle and the presence or absence of the occupant's discomfort with respect to the acceleration / deceleration control amount The acceleration / deceleration control amount that does not cause the occupant's discomfort is selected according to whether the occupant should be made to feel discomfort or not.
An acceleration / deceleration control method comprising determining the acceleration / deceleration control amount for accelerating / decelerating the host vehicle based on the selected acceleration / deceleration control amount. Detect the amount of acceleration / deceleration control of the host vehicle,
It is determined whether or not the occupant feels discomfort with respect to the detected acceleration / deceleration control amount,
The correspondence relationship between the detected acceleration / deceleration control amount and the determined presence or absence of discomfort of the occupant is recorded in the predetermined storage device.
The acceleration / deceleration control method according to claim 1 or 2, characterized in that:   The acceleration / deceleration control method according to any one of claims 1 to 3, wherein the acceleration / deceleration control amount is at least one of an acceleration and a jerk of the host vehicle. Detect the surrounding environment of the vehicle,
Determine the selectable range of acceleration / deceleration control amount according to the detected ambient environment,
The acceleration / deceleration control method according to any one of claims 1 to 4, wherein an acceleration / deceleration control amount is selected from the selectable range.   The range of the acceleration / deceleration control amount to be selected from the predetermined storage device is switched between a coordinated driving state accompanied by a driving operation of the vehicle by the occupant and a fully automatic driving state not accompanied by the driving operation. The acceleration / deceleration control method according to claim 2. Determine the level of discomfort caused to the occupant,
The acceleration / deceleration control amount is selected from the predetermined storage device based on a second correspondence relationship, which is a correspondence relationship between the acceleration / deceleration control amount and the intensity of discomfort of the occupant, and the determined intensity.
The acceleration / deceleration control method according to claim 2 or 6, characterized in that   The acceleration / deceleration control method according to claim 7, wherein the strength of the unnaturalness to be generated by the occupant is determined according to at least one of the surrounding environment of the host vehicle and the control state of the host vehicle.   The method according to any one of claims 2 and 6 to 8, wherein it is determined whether or not the occupant is made to feel discomfort according to at least one of the surrounding environment of the vehicle and the control state of the vehicle. Acceleration and deceleration control method. A storage device storing a correspondence relationship between an acceleration / deceleration control amount of the host vehicle and presence / absence of discomfort of the occupant with respect to the acceleration / deceleration control amount;
A controller for selecting from the storage device an acceleration / deceleration control amount that does not cause the occupant's discomfort, and determining an acceleration / deceleration control amount for accelerating / decelerating the vehicle based on the selected acceleration / deceleration control amount;
An acceleration / deceleration control device comprising: A storage device storing a correspondence relationship between an acceleration / deceleration control amount of the host vehicle and presence / absence of discomfort of the occupant with respect to the acceleration / deceleration control amount;
The acceleration / deceleration control amount for generating the sense of discomfort of the occupant or the sense of discomfort for the occupant is determined depending on whether or not the sense of discomfort should be generated for the occupant, and the sense of discomfort for the occupant A controller for selecting any one of the deceleration control amounts from the storage device and determining the acceleration / deceleration control amount for accelerating / decelerating the host vehicle based on the selected acceleration / deceleration control amount;
An acceleration / deceleration control device comprising:

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