JP2019131145A - Controller - Google Patents

Abstract

To provide a controller capable of achieving optimal travel control for occupants.SOLUTION: A controller for controlling a vehicle comprises: evaluation means for evaluating a fatigue state of occupants in a vehicle; and setting change means for changing setting of a motion characteristic of the vehicle based on the evaluation result by the evaluation means. The vehicle comprises as an operation mode, an automatic drive mode, in the automatic drive mode, the evaluation means evaluates the fatigue state and the setting change means changes the setting. The setting change means changes setting of acceleration/deceleration characteristic of the vehicle for changing setting of the motion characteristic. The vehicle has an automatic transmission, the setting change means changes a control mode of the automatic transmission for changing setting of the acceleration/deceleration characteristic. The automatic transmission includes a torque converter with a lock-up clutch, and the setting change means changes the control mode of the lock-up clutch for changing setting of the acceleration/deceleration characteristic.SELECTED DRAWING: Figure 1

Description

  The present invention mainly relates to a vehicle-mounted control device.

  In Patent Document 1, the content of driving operations that conflict with driving operations that bring a feeling of enjoyment and driving operations that give a sense of security are compared based on the feelings of the passengers themselves, and driving assistance according to the results is performed. Is described. According to Patent Literature 1, it is possible to provide driving assistance that does not unnecessarily impair the passenger's emotions.

JP 2017-49629 A

  By the way, various situations are conceivable when the vehicle is used, and as an example, an occupant may ride in a state of good physical condition and mental state, or may ride in a state of not. In such a situation, it should be considered how to realize the optimum traveling control for the occupant.

  An object of the present invention is to make it possible to achieve optimal travel control for a passenger.

  One aspect of the present invention relates to a control device, and the control device is a control device that controls a vehicle, based on an evaluation unit that evaluates a fatigue state of an occupant of the vehicle, and an evaluation result by the evaluation unit. Setting change means for changing the setting of the motion characteristic of the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve optimal travel control for a passenger | crew.

It is a figure for demonstrating the structural example of a vehicle. It is a block diagram for demonstrating the structural example of a vehicle. It is a block diagram for demonstrating the structural example of a vehicle. It is a flowchart for demonstrating the example of the setting method of the movement characteristic of a vehicle. It is a timing chart for demonstrating the example of the setting method of the motion characteristic of a vehicle. It is a timing chart for demonstrating the example of the setting method of the motion characteristic of a vehicle. It is a timing chart for demonstrating the example of the setting method of the motion characteristic of a vehicle. It is a timing chart for demonstrating the example of the setting method of the motion characteristic of a vehicle. It is a timing chart for demonstrating the example of the setting method of the motion characteristic of a vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Each figure is only a schematic diagram for explaining the embodiment. For example, the dimensions of each element in the figure do not necessarily reflect actual ones. In the drawings, the same elements are denoted by the same reference numerals, and the description of the overlapping contents in this specification is omitted.

  1 and 2 are diagrams for explaining the configuration of the vehicle 1 according to the first embodiment. FIG. 1 shows an arrangement position of each element described below and a connection relationship between the elements, using a top view and a side view of the vehicle 1. FIG. 2 is a system block diagram of the vehicle 1.

  In the following description, expressions such as front / rear, up / down, side (left / right) may be used, and these indicate relative directions shown with reference to the vehicle body of the vehicle 1. Used as an expression. For example, “front” indicates the front in the longitudinal direction of the vehicle body, and “up” indicates the height direction of the vehicle body.

  The vehicle 1 includes an operation mechanism 11, a periphery monitoring device 12, a control device 13, a drive mechanism 14, a braking mechanism 15, a steering mechanism 16, and an occupant monitoring device 17. In the present embodiment, the vehicle 1 is a four-wheel vehicle, but the number of wheels is not limited to this.

  The operation mechanism 11 includes an acceleration operation element 111, a braking operation element 112, and a steering operation element 113. Typically, the acceleration operation element 111 is an accelerator pedal, the braking operation element 112 is a brake pedal, and the steering operation element 113 is a steering wheel. However, other types such as a lever type and a button type may be used for these operators 111 to 113.

  The periphery monitoring device 12 includes a camera 121, a radar 122, and a lidar (Light Detection and Ranging (LiDAR)) 123, all of which are sensors for monitoring or detecting the surrounding environment of the vehicle (own vehicle) 1. Function. The camera 121 is an imaging device using, for example, a CCD image sensor or a CMOS image sensor. The radar 122 is a distance measuring device such as a millimeter wave radar. The lidar 123 is a distance measuring device such as a laser radar. As illustrated in FIG. 1, these are arranged at positions where the surrounding environment of the vehicle 1 can be detected, for example, at the front side, the rear side, the upper side, and the side side of the vehicle body.

  As an example of the surrounding environment of the vehicle 1 described above, the traveling environment of the vehicle 1 and the environment surrounding the vehicle 1 (the lane extending direction, the travelable area, the color of the traffic light, etc.), the object information around the vehicle 1 ( The presence / absence of an object such as another vehicle, a pedestrian, or an obstacle, the attribute of the object, the position, the direction and speed of movement, and the like. From this viewpoint, the periphery monitoring device 12 may be expressed as a detection device or the like for detecting the periphery information of the vehicle 1.

  The control device 13 is configured to be able to control the vehicle 1. For example, the control device 13 controls the mechanisms 14 to 16 based on signals from the operation mechanism 11, the periphery monitoring device 12, and / or a passenger monitoring device 17 described later. . The control device 13 includes a plurality of ECUs (electronic control units) 131-135. Each ECU includes a CPU, a memory, and a communication interface. Each ECU performs predetermined processing by the CPU based on the information (data or electrical signal) received via the communication interface, and stores the processing result in a memory, or stores it in other elements via the communication interface. Output.

  The ECU 131 is an acceleration ECU, and controls, for example, a drive mechanism 14 described later based on the amount of operation of the acceleration operator 111 by the driver.

  The ECU 132 is a braking ECU, and controls the braking mechanism 15 based on the amount of operation of the braking operator 112 by the driver, for example. The brake mechanism 15 is, for example, a disc brake provided on each wheel.

  The ECU 133 is a steering ECU, and controls the steering mechanism 16 based on the amount of operation of the steering operator 113 by the driver, for example. The steering mechanism 16 includes, for example, power steering.

  The ECU 134 is an analysis ECU provided corresponding to the periphery monitoring device 12. The ECU 134 performs predetermined analysis / processing based on the surrounding environment of the vehicle 1 obtained by the surroundings monitoring device 12 and outputs the result to the ECUs 131 to 133. For example, the ECU 134 outputs a control signal to the ECUs 131 to 133 such that the vehicle 1 starts / stops according to the color of the traffic light and the vehicle 1 turns along the lane.

  The ECU 135 is an analysis ECU provided corresponding to the occupant monitoring device 17. In this embodiment, the occupant monitoring device 17 includes a camera 171 installed in the vehicle, and can use the camera 171 to acquire captured images of the occupant. Although details will be described later, the ECU 135 receives this captured image from the occupant monitoring device 17 and evaluates the occupant's fatigue state (or may be expressed as analysis, estimation, etc.), and the result is the ECU 131-. To 133.

  That is, ECU 131-133 can control each mechanism 14-16 based on the signal from ECU134 and / or ECU135. With such a configuration, the control device 13 can perform traveling control of the vehicle 1 in accordance with the surrounding environment, and can perform automatic driving, for example.

  In this specification, the automatic driving means that part or all of the driving operation (acceleration, braking and steering) is performed on the control device 13 side, not on the driver side. That is, the concept of automatic driving includes a mode in which all driving operations are performed on the control device 13 side (so-called fully automatic driving), and a mode in which only part of the driving operations are performed on the control device 13 side (so-called driving support). included. Examples of driving assistance include a vehicle speed control (auto cruise control) function, an inter-vehicle distance control (adaptive cruise control) function, a lane departure prevention assistance (lane keep assistance) function, a collision avoidance assistance function, and the like.

  The control device 13 is not limited to this configuration. For example, each of the ECUs 131 to 135 may be a semiconductor device such as an ASIC (Application Specific Integrated Circuit). That is, the functions of the ECUs 131 to 135 can be realized by either hardware or software. Further, part or all of the ECUs 131 to 135 may be configured by a single ECU.

  FIG. 3 is a block diagram for explaining a part of the configuration of the vehicle 1, in particular, the drive mechanism 14 and the ECU 135. In the present embodiment, the drive mechanism 14 includes a power source 141 and an automatic transmission 142. An internal combustion engine is used as the power source 141, but an electric motor may be used as another embodiment. The automatic transmission 142 includes a torque converter 1421 and a transmission mechanism 1422. With such a configuration, the power (the number of revolutions) of the power source 141 is changed based on a predetermined transmission ratio, and is transmitted via a transmission mechanism (not shown). The power is transmitted to the wheels.

  The torque converter 1421 is a fluid coupling type starting device arranged between the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422, and changes the power of the power source 141 via fluid (for example, oil). Can be transmitted to mechanism 1422. In the present embodiment, a torque converter with a lockup clutch including a lockup clutch 1421A capable of directly connecting the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 is used as the torque converter 1421. In a state where the lockup clutch 1421A is driven and the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 are mechanically connected (directly connected state), the power of the power source 141 is directly transmitted to the speed change mechanism 1422. Is done. On the other hand, in a state where lock-up clutch 1421A is not driven (disengaged state), power from power source 141 is transmitted to transmission mechanism 1422 via fluid. Further, the lock-up clutch 1421A is partially driven so as to be slidably engaged between the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422. The power transmission efficiency of the power source 141 can be adjusted by controlling the driving amount.

  In the present embodiment, a planetary gear type transmission mechanism including a plurality of planetary gear mechanisms and a plurality of engagement mechanisms (for example, clutches, brakes, etc.) is used as the transmission mechanism 1422. The speed change mechanism 1422 selectively forms one of a plurality of speed change ratios by controlling each engagement mechanism based on a signal from the control device 13 and switching a power transmission path from the power source 141. Is used to determine the gear position. With such a configuration, the speed change mechanism 1422 shifts and outputs the power of the power source 141 at a speed change ratio corresponding to the shift speed.

  For example, when K is an integer equal to or greater than 1 and the selected gear position is changed from K speed to (K + 1) speed is referred to as upshifting, and the selected gear is changed from (K + 1) speed to K speed. Changing to is called downshifting. As an example of shifting up, there is a case where the gear ratio is lowered by changing from the first gear to the second gear during acceleration. As an example of downshifting, there is a case where the gear ratio is increased by changing from the fourth gear to the third gear during deceleration. Shift-up and shift-down are collectively called shift change (shift operation).

  As described above, the ECU 135 can receive a captured image of the occupant from the occupant monitoring device 17 and can evaluate the fatigue state of the occupant. In the present embodiment, the ECU 135 includes a CPU 1351, a memory 1352, and a communication interface 1353, and performs the above evaluation by image analysis based on a predetermined program. The memory 1352 holds a reference table for setting the motion characteristics of the vehicle 1. Although the details will be described later, the control device 13 sets the motion characteristics of the vehicle 1 by referring to a reference table corresponding to the result of the evaluation by the ECU 135.

  The motion characteristics of the vehicle 1 can be changed or adjusted according to the control mode of the vehicle 1 at the time of driving operation, and this can be realized, for example, by changing the setting of acceleration / deceleration characteristics (acceleration characteristics and deceleration characteristics). is there. For example, if the acceleration / deceleration characteristics are increased, the movement characteristics are improved, and if the acceleration / deceleration characteristics are decreased, the movement characteristics are limited. In other words, when the motion characteristics are improved, the acceleration in the vehicle longitudinal direction applied to the occupant during acceleration or deceleration increases. Further, since centrifugal force is applied to the vehicle 1 at the time of turning, if the motion characteristics are improved, the acceleration in the vehicle left-right direction applied to the occupant at the time of turning increases. On the other hand, when the motion characteristic is limited, the acceleration becomes small.

  In the present specification, expressions such as improvement in motion characteristics and acceleration / deceleration characteristics indicate that the responsiveness is improved, or that the numerical values (size, strength, etc.) indicating the characteristics are increased, Say. For example, improving / enhancing the exercise characteristics means that the behavior of the vehicle 1 corresponding to the change appears in a shorter time with respect to the change in the driving operation. For example, limiting / lowering the acceleration characteristic means that the acceleration time (acceleration instruction by the control device 13 in the case of automatic driving) becomes longer for a change in the vehicle speed corresponding thereto, Alternatively, the acceleration generated by the acceleration operation is reduced.

  Since the acceleration / deceleration characteristics follow, for example, the control modes of the power source 141 and the automatic transmission 142, the motion characteristics can be changed based on these control modes. For example, for the power source 141 that is an internal combustion engine, if the fuel injection amount and / or the throttle opening is increased, the power of the power source 141 increases, the acceleration / deceleration characteristics increase, and the motion characteristics improve. For example, for the torque converter 1421 of the automatic transmission 142, if the drive speed and / or drive timing of the lock-up clutch 1421A is increased, the power of the power source 141 is transmitted to the transmission mechanism 1422 in a short time, and the acceleration / deceleration characteristics are high. This improves the movement characteristics. As for the speed change mechanism 1422, if the drive speed and / or drive timing of each engagement mechanism such as a clutch or a brake is increased, the time required for the shift change (time required for switching the power transmission path) is shortened. Deceleration characteristics are improved and motion characteristics are improved.

  Although details will be described later, generally, when the motion characteristics are improved, the acceleration generated in the vehicle 1 and the vibration of the power source 141 are increased, so that the ride comfort is lowered and the load applied to the occupant is increased. That is, exercise characteristics and ride comfort are generally in a trade-off relationship.

  As shown in FIG. 3, in this embodiment, data D1a to D1d for determining the control mode of the power source 141 and the automatic transmission 142 are prepared as a reference table corresponding to a certain motion characteristic. For example, the data D1a defines the control setting of the fuel injection amount in the power source 141. For example, the data D1b defines the control setting of the throttle opening in the power source 141. For example, the data D1c defines a control setting of the lockup clutch 1421A in the automatic transmission 142, such as a driving speed and a driving timing. For example, the data D1d defines control settings of each engagement mechanism such as a clutch and a brake of the transmission mechanism 1422 in the automatic transmission 142, such as a driving speed and a driving timing. That is, the above-mentioned motion characteristics are realized by controlling the power source 141 and the automatic transmission 142 based on the data D1a to D1d.

  Similarly, data D2a to D2d are prepared as reference tables corresponding to other motion characteristics. The data D2a to D2d define the control settings for the other motion characteristics so as to correspond to the contents of the data D1a to D1d, respectively, and control the power source 141 and the automatic transmission 142 based on the data D2a to D2d. By doing so, the other motion characteristics are realized. Although not shown in FIG. 3, the same applies to a reference table corresponding to another motion characteristic.

  As another embodiment, several reference tables may be combined. For example, the power source 141 is controlled based on the data D1a and D1b, and the automatic transmission 142 is controlled based on the data D2c and D2d. Thus, various exercise characteristics can be selectively realized.

  FIG. 4 is a flowchart showing a method for setting motion characteristics of the vehicle 1 according to the present embodiment. The contents of this setting method are performed by the control device 13 (mainly the ECU 135). As an outline of this setting method, the automatic operation is started based on the initially set motion characteristics, and then the automatic operation is continued while changing the motion characteristics to a setting corresponding to the fatigue state of the occupant.

  First, in step S1000 (hereinafter simply referred to as “S1000”. The same applies to other steps), it is determined whether or not the operation mode of the vehicle 1 is the automatic operation mode. If it is in the automatic operation mode, the process proceeds to S1010, and if not, this flow ends.

  In step S1010, initial setting of motion characteristics is performed. In this embodiment, a standard setting is selected as the exercise characteristic. However, as another embodiment, a setting customized in advance by the user may be selected. The user here is, for example, a person who can be a driver when automatic driving is canceled, a vehicle owner, or the like. In the present embodiment, the control mode of the power source 141 and the automatic transmission 142 is determined based on, for example, data D1a to D1d (see FIG. 3).

  In S1020, the occupant fatigue state is evaluated. As described above, this evaluation can be realized by performing image analysis on a captured image of the occupant obtained by the camera 171 of the occupant monitoring device 17. By this evaluation, an evaluation value indicating the degree of fatigue of the occupant is generated.

  Examples of the evaluation tool include Sentiment Analysis Glassware (Emotient) and Emospark (EmoShape). Alternatively, instead of / accompanying the camera 171, FMH (Flicker Health Management Co., Ltd.), JINS MEME (JIN Co., Ltd.), Car Monitoring System (CAARESYS Co., Ltd.), or the like may be used.

  In S1030, it is determined whether or not the evaluation value generated in S1020, that is, the degree of occupant fatigue is outside the reference range. If the evaluation value is out of the reference range, the process proceeds to S1040; otherwise, the process proceeds to S1050.

  In S1040, the setting of the motion characteristic is changed. For example, when the evaluation value is higher than the reference range, it is assumed that the occupant is fatigued, and the motion characteristics are limited so as to relax the occupant. In the present embodiment, since the standard one (corresponding to the data D1a to D1d) is set in S1010, the setting may be changed so that the motion characteristics are limited compared to this. For example, the control modes of the power source 141 and the automatic transmission 142 are changed to those based on the data D2a to D2d. This reduces the acceleration / deceleration characteristics, reduces the acceleration applied to the occupant when starting off, and reduces the vibration of the power source 141, thereby improving the riding comfort of the vehicle 1 and reducing the load applied to the occupant during automatic driving. To do. In addition, when the said evaluation value is lower than a reference | standard range, it is also possible to improve an exercise | movement characteristic on the assumption that a passenger | crew is a comparatively healthy state.

  In S1050, it is determined whether or not the operation mode of the vehicle 1 continues the automatic operation mode. If the automatic operation mode is continued, the process returns to S1020, and if not, this flow is ended. If the evaluation value (fatigue degree) changes as a result of evaluating the fatigue state again in S1020, the motion characteristic is further changed to a setting corresponding to the evaluation value in S1040.

  As described above, by performing the automatic driving while changing the motion characteristics of the vehicle 1 to the setting corresponding to the occupant's fatigue state, it is possible for the occupant to have a comfortable ride and / or stress-free driving control, which is optimal for the occupant. Travel control can be realized. For example, when the occupant is relatively well, the vehicle is controlled with high vehicle motion characteristics to perform stress-free travel control, while when the occupant is tired, the vehicle motion characteristics are limited. This makes it possible to provide a comfortable ride for the passenger.

  In the above example, two motion characteristics (equivalent to data D1a to D1d and equivalent to data D2a to D2d) are illustrated for ease of explanation, but other motion characteristics can be set. Yes, it is possible to set exercise characteristics according to various situations. In the following, some examples described with reference to FIGS. 5-9, there are four movements, a standard movement characteristic (Normal), a limited movement characteristic (Mild), and two movement characteristics between them. It is assumed that characteristics are prepared.

[First example]
FIG. 5 is a timing chart showing a first example of the setting mode of the motion characteristic of the vehicle 1. The horizontal axis in the figure represents the time axis. On the vertical axis in the figure, the “operation mode” of the vehicle 1, the “fatigue degree” that is the evaluation value described above, and the “degree of interest with respect to time” and the “frustration degree” of the occupant as other evaluation values are also shown. Show.

  The operation mode includes an automatic operation mode in which at least a part of the driving operation is performed by the control device 13 and a normal mode in which the driver performs all the driving operations. Switching of the operation mode can be performed, for example, when the user presses a predetermined switch in the vehicle.

  The degree of interest in time (simply referred to as “degree of interest” in this specification) indicates how much the occupant cares about the time, and it can be said that the higher the degree of interest, the sooner the destination is desired. . The degree of interest can be evaluated based on a predetermined image analysis, for example, in S1020 (or in other steps before and after) as in the above-described degree of fatigue.

  The degree of irritation indicates the degree of irritation expressed by the occupant with respect to the mode of automatic driving, and it can be said that the higher the degree of irritation, the sooner the destination is reached. The degree of interest can be evaluated based on a predetermined image analysis, for example, in S1020 (or in other steps before and after) as in the above-described degree of fatigue. Alternatively / accompanying, the degree of interest may be evaluated by emotion analysis using a microphone, an infrared sensor, a pulse sensor, or the like.

  In addition, the vertical axis in the drawing further shows “movement characteristics” and “vehicle speed” of the vehicle 1, “shift stage” of the transmission mechanism 1422, “LC state” as the state of the lockup clutch 1421A, and “occupant's Indicates "burden".

  The movement characteristic indicates which of the four movement characteristics is set as a standard movement characteristic (Normal), a limited movement characteristic (Mild), and two movement characteristics between them. In this example, the standard one (Normal) has higher motion characteristics than the other ones. However, as another example, one having higher motion characteristics (for example, Sport) may be settable. .

  Here, six speed stages from the first speed stage (1st) to the sixth speed stage (6th) are shown, but the number of speed stages is not limited to this. Although not shown in this example because it is not used, parking (P), reverse (R), neutral (N), etc. are also provided.

  The LC state includes a directly connected state in which the lockup clutch 1421A is driven, a released state in which the lockup clutch 1421A is not driven, and an intermediate state therebetween (see FIG. 3). By controlling the LC state, the power transmission efficiency of the power source 141 can be adjusted.

  In this example, the occupant's burden indicates the degree of burden applied to the occupant due to acceleration generated at the time of starting or the like or vibration of the power source 141, and other external factors (for example, inclination or unevenness of the road surface itself) The burden caused by the vibration caused by For example, when acceleration is performed under relatively high motion characteristics, a relatively large burden is applied to the occupant, but the burden that may occur during turning, climbing, etc. is not shown.

  First, at time t100, the normal mode is changed to the automatic operation mode (see S1000), and in this example, the motion characteristics are kept at the standard settings (see S1010). At time t110, the output (rotation speed) of the power source 141 is increased to start the vehicle 1. At time t120, the vehicle 1 starts and the vehicle speed increases. At time t130, the LC state is set to the direct connection state, and the power transmission efficiency of the power source 141 is maximized. From time t140 to t180, the gear position is shifted up in order. In this example, the second speed is set at time t140, the third speed is set at time t150, the fourth speed is set at time t160, the fifth speed is set at time t170, Change to 6th gear at time t180.

  In this example, the fatigue level, the interest level, and the frustration level are substantially none (0), and therefore the setting of the motion characteristic is fixed to the standard (Normal). Therefore, after the time t110 when the output of the power source 141 is increased for starting, the acceleration or power source 141 is from the start of the vehicle 1 until it reaches a predetermined vehicle speed (from the start of acceleration until completion). Due to the vibration of the passenger, a relatively large burden is applied to the occupant.

  The same applies to the passenger's burden at times t200 to t250 from the start of deceleration to the stop. At time t200, the vehicle 1 starts to decelerate. After that, at times t210 to t250, the gear position is shifted down in order. In this example, the fifth gear is set at time t210, the fourth gear at time t220, the third gear at time t230, and the second gear at time t240. At the time t250. At time t250, the LC state is released. In this example, since the setting of the motion characteristic is fixed to the standard (Normal), it is relatively large for the occupant due to the acceleration and the vibration of the power source 141 from the start to the completion of the deceleration. A burden is added.

[Second example]
FIG. 6 is a timing chart showing a second example of the setting mode of the exercise characteristics. This example differs from the first example described above in that the degree of fatigue of the occupant when starting automatic operation is high. As a specific example, there is a case where the driver is driving himself, but feels tired and switches to the automatic driving mode.

  In this example, the automatic operation is started at time t100 and the initial setting of the motion characteristics is performed (similar to the first example), and thereafter, in response to detection that the occupant's fatigue level is high (S1020 to S1030). (See S1040). In this example, the setting is changed to the setting of the limited motion characteristic (Mild). The timing for changing the setting may be time t100 as shown in the figure, or may be later.

  The behavior at times t110 to t180 in this example is the same as in the first example, but in this example, the setting of the motion characteristics is fixed to a limited one (Mild). Therefore, the load applied to the occupant due to the acceleration and vibration of the power source 141 from the time t110 when the output of the power source 141 is increased to the completion after the acceleration is compared with that in the first example. small. For example, at time t130, the LC state is changed to an intermediate state, that is, the lockup clutch 1421A is partially driven to reduce vibration transmitted to the occupant. Further, for example, the upshifting from time t140 to t180 is made slower than in the first example to reduce the acceleration characteristic, and the acceleration generated during this time is reduced. Thereby, the burden added to a passenger | crew is reduced.

  The same can be said for the reduction of the passenger's burden at times t200 to t250 from the start of deceleration to the stop. The behavior at time t200 to t250 in this example is the same as that in the first example. However, in this example, the limited motion characteristic (Mild) is set. The burden on passengers is reduced. For example, the shift down at times t210 to t250 is made gentler than in the first example to reduce the deceleration characteristic, and the acceleration generated during this time is reduced. Thereby, the burden added to a passenger | crew is reduced.

  In summary, in this example, when the occupant's fatigue level is high, by limiting the motion characteristics of the vehicle 1, automatic driving is performed without adding unnecessary burden to the occupant.

  Since the degree of fatigue is high, for example, when an occupant takes a nap, it may be maintained at a setting (Mild) that restricts exercise characteristics. Thereafter, when the fatigue level of the occupant decreases due to a nap, the exercise characteristic may be returned to the standard setting (Normal).

[Third example]
FIG. 7 is a timing chart showing a third example of the setting mode of the exercise characteristics. This example is different from the second example described above in that the occupant is frustrated with respect to the automatic driving based on the limited movement characteristics (Mild). As a specific example, there is a case where the driver switches to the automatic operation mode due to fatigue, but the arrival time at the destination is likely to be delayed due to relatively gentle acceleration / deceleration. .

  The behavior at time t110 to t150 in this example is the same as that in the second example, but it is detected that the irritability level of the occupant has increased at time t155. Accordingly, it is determined that the occupant desires to arrive at the destination early, and at time t165, the setting of the motion characteristic is changed to improve the motion characteristic by one level. For example, the LC state is brought close to the connected state to increase the drive amount of the lock-up clutch 1421A, thereby improving the power transmission efficiency of the power source 141 and improving the motion characteristics. Further, for example, the upshifting from time t165 to t180 is made steeper than in the second example to increase acceleration characteristics and improve motion characteristics. Thereby, the arrival time to the destination can be advanced.

  In this example, the setting of the motion characteristic is changed at time t165 (after time t160 and before time t170), but it was detected that the timing of changing the setting became frustrating. It may be after time t155, for example, after time t180 when acceleration is completed.

  Thereafter, in this example, it is detected that the irritability is further increased at time t190. In response to this, the setting of the exercise characteristic is further changed at time t191 to further improve the exercise characteristic by one level.

  In this example, since the frustration decreased at time t192, it can be estimated that the above-described motion characteristics whose settings were further changed at time t191 satisfied the occupant.

  The behavior at the time t200 to t250 from the start of deceleration to the stop in this example is the same as in the first and second examples, but in this example, the exercise performance is set higher than the above-described limited (Mild). A relatively large burden is imposed on the occupant during the period from the start of deceleration to the completion. For example, the downshifting from time t210 to t250 is made quicker than in the second example to increase the deceleration characteristic, thereby making the deceleration relatively steep. Therefore, the burden imposed on the occupant is greater than that in the second example.

  In summary, in this example, it is estimated based on frustration that the occupant desires an early arrival at the destination. Even when the degree of fatigue of the occupant is high, priority is given to arriving at the destination earlier than to reduce the burden on the occupant, thereby improving the exercise characteristics.

[Fourth example]
FIG. 8 is a timing chart showing a fourth example of how to set exercise characteristics. This example differs from the third example described above in that the occupant started to care about the time (clock) for automatic driving based on the limited motion characteristics (Mild). As a specific example, a case similar to the third example can be considered, but this example is effective when it is difficult to determine the facial expression of the occupant or when the occupant is less likely to show irritation.

  At time t156, it is detected that the degree of interest has increased, that is, that the occupant has started to care about the time. Accordingly, it is determined that the occupant desires to arrive at the destination early, and at time t165, the setting of the motion characteristic is changed to improve the motion characteristic by one level.

  Thereafter, in this example, it is detected that the frustration level is further increased at time t193. Accordingly, at time t194, the setting of the exercise characteristic is further changed to further improve the exercise characteristic by one step.

  In this example, since the degree of interest decreased at time t195 (the occupant no longer cares about the time), it can be assumed that the above-described motion characteristics whose settings were further changed at time t194 satisfied the occupant. is there.

  In summary, in this example, it is further estimated based on the degree of interest (degree of interest in time) that the occupant desires early arrival at the destination. Even when the degree of fatigue of the occupant is high, priority is given to arriving at the destination earlier than to reduce the burden on the occupant, thereby improving the exercise characteristics.

[Fifth Example]
FIG. 9 is a timing chart showing a fifth example of the setting mode of the exercise characteristics. In this example, although the motor characteristics were limited at the beginning of the automatic driving, the interest characteristics and the irritation levels were not improved as a result of improving the motor characteristics based on the interest levels and the irritation levels. Different from the fourth example. In such a case, in this example, the exercise characteristic is returned to the standard setting.

  9 is different from FIG. 8 in that the degree of interest does not decrease at time t195 (the occupant still cares about the time), but other than that is similar to FIG. Detailed description of the timing chart will be omitted.

  As can be seen from FIG. 9, in the present example, neither the interest level nor the frustration level has decreased at time t195. That is, it can be inferred that the motion characteristics whose settings were further changed at time t194 did not satisfy the passenger. Therefore, in this example, at time t230, the motion characteristic is further improved by one step, and the motion characteristic is returned to the standard setting. As a result, at times t230 to t250, the downshift is further performed more quickly than in the fourth example, so that the deceleration characteristic is improved, and a steeper deceleration is performed. Therefore, the burden applied to the occupant is larger than that in the fourth example.

  It should be noted that the above-described estimation of whether or not the exercise characteristic whose setting has been changed satisfies the occupant may be performed when a predetermined time has elapsed after the change. The time (in this example, the length from time t194 to time t195) may be a fixed value, set by the user, or changed based on the changed setting. Also good. In addition, the setting change for improving the motion characteristics accompanying the estimation need not be performed during the shift change, and is performed at a predetermined timing (in this example, after time t195) after the estimation is performed. That's fine.

  To summarize the above, according to this example, if the occupant strongly desires to arrive at the destination early, even if the occupant's fatigue level is high, so that the passenger arrives at the destination earlier. Automatic operation with standard settings that do not limit the movement characteristics. Whether or not the occupant strongly wants to arrive at the destination early can be estimated based on changes in the evaluation values before and after the change in the setting of the motion characteristics (in this example, frustration and interest) It is.

[Modification]
The present invention is not limited to the above-described example, and various modifications can be applied. For example, the configuration of the drive mechanism 14 is not limited to the example of FIG. 3, and other known configurations may be employed. For example, a dual clutch transmission (DCT) may be used as the automatic transmission 142.

  For example, in the above-described example, it has been described that the control mode of the power source 141 and the automatic transmission 142 is changed to improve or limit the motion characteristics of the vehicle 1, but other methods can be employed. For example, the motion characteristics also follow the damping characteristics of a suspension mechanism (not shown) for absorbing vibration from the road surface. Therefore, when the vehicle 1 further includes a suspension mechanism capable of adjusting the damping characteristic, the setting of the motion characteristic of the vehicle 1 can be changed by adjusting the damping characteristic.

  Further, in the embodiment, the mode in which the setting of the motion characteristic is changed based on the above-described evaluation value in the automatic operation mode is exemplified, but this can also be applied in the normal mode. That is, even in the normal mode, the motion characteristic of the vehicle 1 may be changed to a setting corresponding to the driver's fatigue state.

  In addition, it is needless to say that each term used in the present specification is merely used for the purpose of describing the present invention, and the present invention is not limited to the strict meaning of the term. The equivalent can also be included.

The features of the present invention are summarized below:
A first aspect is a control device (for example, 13, 135) that controls a vehicle (for example, 1), and includes an evaluation unit (for example, 135, S1020) for evaluating the fatigue state of an occupant of the vehicle and the evaluation unit. Setting changing means (for example, 135, S1040) for changing the setting of the motion characteristic of the vehicle based on the evaluation result.

  According to the first aspect, it is possible to realize optimum traveling control for the occupant by adjusting the vehicle motion characteristics to the occupant's fatigue state.

  In the second aspect, the vehicle includes an automatic operation mode as an operation mode (for example, S1000 and S1050). In the automatic operation mode, the evaluation unit evaluates the fatigue state, and the setting change unit includes the Change the settings.

  According to the second aspect, the travel control can be suitably realized in the automatic operation mode (including the driving support mode).

  In the third aspect, the setting changing means changes the setting of the motion characteristic by changing the setting of the acceleration / deceleration characteristic of the vehicle.

  According to the third aspect, the setting of the acceleration / deceleration characteristics can be changed, for example, by changing the control mode of the drive mechanism. Therefore, the setting of the motion characteristics of the vehicle 1 can be changed relatively easily. it can.

  In a fourth aspect, the vehicle includes an automatic transmission (for example, 142), and the setting changing unit changes the setting of the acceleration / deceleration characteristics by changing a control mode of the automatic transmission.

  According to the fourth aspect, the change in the setting of the acceleration / deceleration characteristics can be realized by changing the control aspect of the automatic transmission that is a part of the drive mechanism. You can change the characteristic settings.

  In a fifth aspect, the automatic transmission includes a speed change mechanism, and the setting change unit changes a setting of the acceleration / deceleration characteristics by changing a control mode of an engagement mechanism provided in the speed change mechanism.

  According to the fifth aspect, since the change of the acceleration / deceleration characteristic setting can be realized by changing the control aspect of the speed change mechanism, for example, the setting of the motion characteristic of the vehicle 1 can be changed relatively easily. Can do. For example, in the case of a planetary gear type transmission mechanism, the control mode includes changing the drive speed and / or drive timing of an engagement mechanism such as a clutch or a brake.

  In a sixth aspect, the automatic transmission includes a torque converter (eg, 1421) with a lockup clutch (eg, 1421A), and the setting changing means changes the control mode of the lockup clutch to change the acceleration / deceleration. Change characteristic settings.

  According to the sixth aspect, since the change of the acceleration / deceleration characteristic setting can be realized by changing the control aspect of the lockup clutch, the setting of the motion characteristic of the vehicle 1 can be changed relatively easily. Can do. As a control mode of the lockup clutch, for example, changing the drive speed and / or drive timing of the lockup clutch can be mentioned.

  In a seventh aspect, the setting change means restricts the motion characteristics when the fatigue level of the occupant evaluated by the evaluation means is higher than a reference range, and when the fatigue level is lower than the reference range. Improves the motion characteristics.

  According to the seventh aspect, for example, when the occupant is relatively fine, the vehicle is subjected to travel control with high motion characteristics to perform stress-free travel control, while when the occupant is tired, Providing a comfortable ride to the occupant through running control with limited motion characteristics. This makes it possible to achieve optimal travel control for the occupant.

  In an eighth aspect, the vehicle includes an imaging device (for example, 171) arranged in the vehicle, and the evaluation unit evaluates the fatigue state of the occupant based on a captured image obtained by the imaging device. To do.

  According to the eighth aspect, it is possible to appropriately monitor the state of the passenger in the vehicle, and to appropriately evaluate the fatigue state of the passenger.

  1: Vehicle, 13: Control device.

Claims (8)

A control device for controlling a vehicle,
An evaluation means for evaluating a fatigue state of an occupant of the vehicle;
Setting changing means for changing the setting of the motion characteristic of the vehicle based on the evaluation result by the evaluating means;
A control device comprising: The vehicle includes an automatic operation mode as an operation mode,
2. The control device according to claim 1, wherein in the automatic operation mode, the evaluation unit evaluates the fatigue state, and the setting change unit changes the setting. The control device according to claim 1, wherein the setting change unit changes the setting of the motion characteristic by changing a setting of an acceleration / deceleration characteristic of the vehicle. The vehicle includes an automatic transmission;
The control device according to claim 3, wherein the setting change unit changes the setting of the acceleration / deceleration characteristics by changing a control mode of the automatic transmission. The automatic transmission includes a transmission mechanism,
The control device according to claim 4, wherein the setting change unit changes a setting of the acceleration / deceleration characteristics by changing a control mode of an engagement mechanism included in the transmission mechanism. The automatic transmission includes a torque converter with a lock-up clutch,
The control device according to claim 4, wherein the setting changing unit changes a setting of the acceleration / deceleration characteristics by changing a control mode of the lock-up clutch. The setting change unit restricts the motion characteristic when the fatigue level of the occupant evaluated by the evaluation unit is higher than a reference range, and improves the motion characteristic when the fatigue level is lower than the reference range. The control device according to any one of claims 1 to 6, wherein The vehicle includes an imaging device arranged in the vehicle,
The control device according to any one of claims 1 to 7, wherein the evaluation unit evaluates a fatigue state of the occupant based on a captured image obtained by the imaging device.

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