JP6631585B2 - Presentation control device, automatic operation control device, presentation control method, and automatic operation control method - Google Patents

Description

  The disclosure according to this specification relates to the technology of automatic driving.

  BACKGROUND ART Conventionally, for example, Patent Literature 1 discloses a driving support control device that notifies a driver of the presence of a curve in a traveling direction in a state of manual driving in which the driver performs a driving operation. In a scene in which the first curve and the second curve are continuous in the traveling direction, the traveling support control device adjusts the timing of notification according to, for example, the shape of the first curve.

JP 2007-196809 A

  Here, in a state of the automatic driving in which the automatic driving function performs the driving operation, the driver easily feels inconvenience as to whether or not the automatic driving function really recognizes the curve in the traveling direction. It is considered that such anxiety is caused by a difference in characteristics between the driver's normal driving operation and the driving operation of the automatic driving function. Therefore, even if the technical idea of the driving assistance device of Patent Document 1 is applied to automatic driving as it is, the timing of notification can be constant regardless of the characteristics of the driving operation of the driver. Therefore, even if the vehicle is configured to notify the curve in the traveling direction in the state of the automatic driving, the driver does not worry about the automatic driving function because the characteristic of the driving operation of the driver is not reflected in the timing of the notification. , May not be reduced.

  An object of the present disclosure is to provide a presentation control technology and an automatic driving technology that can reduce a driver's anxiety about the automatic driving function.

  In order to achieve the above object, one disclosed aspect is to present information to a driver by a presentation device (10) in a vehicle (A) equipped with an automatic driving function of performing a driving operation on behalf of the driver. A presentation control device for controlling, a speed information acquisition unit (51) for acquiring vehicle speed information of a vehicle; a curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle; A driver identification unit (53) for identifying a driver in a vehicle, and a characteristic of a driving operation performed by each driver along a curve in a state of manual driving in which the driver performs a driving operation. A learning unit (54) that learns as driving characteristic information associated with curve information and vehicle speed information; and an automatic driving function that recognizes a curve in a traveling direction in an automatic driving state in which the automatic driving function performs a driving operation. Present that A presentation control unit (57) for presenting to the driver by a curve notification using the position information, and a characteristic selection unit (55) for selecting driving characteristic information corresponding to the on-board driver identified by the driver identification unit. A timing control unit (56) that determines a curve notification timing using the driving characteristic information selected by the characteristic selecting unit based on the curve information and the vehicle speed information in the automatic driving state. It is said.

  One disclosed aspect is a presentation control method for controlling information presentation to a driver by a presentation device (10) in a vehicle (A) equipped with an automatic driving function of performing a driving operation on behalf of a driver. In at least one processing unit (41), in a state of manual driving in which a driving operation is performed by the driver, a driver who is riding in the vehicle is identified (S101), and a curve in a traveling direction of the vehicle is identified. Curve information indicating the shape is acquired (S102), and the characteristics of the driving operation performed by each driver along the curve are learned as driving characteristic information associated with the curve information and the vehicle speed information (S103, S303) In the automatic driving state in which the driving operation is performed by the automatic driving function, the driver on the vehicle is identified (S121), and the curve information of the curve in the traveling direction of the vehicle is obtained. (S123), the vehicle speed information is acquired (S124), the driving characteristic information corresponding to the identified driver on board is selected (S125), and the recognition of the curve in the traveling direction by the automatic driving function is performed by the presentation device. The timing of the curve notification to be notified to the user is determined using the selected driving characteristic information based on the curve information and the vehicle speed information (S126), and is a presentation control method.

  The presentation device in these aspects presents the recognition of the curve in the traveling direction by the automatic driving function to the driver as a curve notification. The timing of the curve notification is determined from the curve information and the vehicle speed information using the driving characteristic information selected to correspond to each driver. The driving characteristic information is information learned for each driver in the state of manual driving. Therefore, the timing of the curve notification may be a timing that reflects the characteristics of the driving operation of the driver in the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.

Further, one disclosed aspect is an automatic driving control device that realizes an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver, and includes a speed information acquisition unit that acquires vehicle speed information of the vehicle (A). 51), a curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle, a driver identification unit (53) for identifying a driver riding on the vehicle, and a driver. A learning section (54) for learning the characteristics of the driving operation performed by the individual driver along the curve in the state of the manual driving in which the driving operation is performed as the driving characteristic information associated with the curve information and the vehicle speed information. A deceleration control unit (271) for controlling deceleration of the vehicle in accordance with a curve in the traveling direction in an automatic driving state in which the automatic driving function performs a driving operation; and a driver identified by the driver identification unit. Driving characteristic information corresponding to And selecting a timing of deceleration start by the deceleration control unit using the driving characteristic information selected by the characteristic selecting unit based on the curve information and the vehicle speed information in the automatic driving state based on the characteristic selecting unit (55). And a learning unit that turns on the brake operation unit (20b) from the time when the driver turns off the accelerator operation unit (20a) in the control section just before the curve. learn踏替time (Tc) until the timing determination unit踏替more time is longer driver, it is an automatic operation control device you earlier timing of start of deceleration.
One disclosed aspect is an automatic driving control device that realizes an automatic driving function of performing a driving operation of a vehicle (A) on behalf of a driver, and includes a speed information acquisition unit ( 51), a curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle, a driver identification unit (53) for identifying a driver riding on the vehicle, and a driver. A learning section (54) for learning the characteristics of the driving operation performed by the individual driver along the curve in the state of the manual driving in which the driving operation is performed as the driving characteristic information associated with the curve information and the vehicle speed information. A deceleration control unit (271) that controls deceleration of the vehicle in accordance with a curve in a traveling direction in an automatic driving state in which the automatic driving function performs a driving operation. Driving corresponding to the driver identified by the driver identification unit. Select characteristic information A timing selecting unit (55) for determining the timing of deceleration start by the deceleration control unit using the driving characteristic information selected by the characteristic selecting unit based on the curve information and the vehicle speed information in the automatic driving state; (256), and a cumulative recording unit (58) for recording, for each driver, the cumulative riding time on the vehicle in the automatic driving state, and the timing determination unit determines that the driver's riding time is The automatic driving control device is set to have a shorter deceleration start timing as it is shorter.

One aspect disclosed is an automatic driving control method for realizing an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver, wherein at least one processing unit (41, 61) includes: In a state of manual driving in which a driving operation is performed by the driver, a driver riding on the vehicle is identified (S101), and curve information indicating a curve shape in a traveling direction of the vehicle is obtained (S102). The characteristics of the driving operation performed by the driver following the curve are learned as the driving characteristic information associated with the curve information and the vehicle speed information of the vehicle (S103, S303), and the driving characteristic information includes the control just before the curve.踏替time from when the driver in section has accelerator operation unit (20a) to the oFF state until the brake operating portion (20b) to the on state comprises a (Tc), operated steering by the automatic operation function In the automatic driving state in which the vehicle is traveling, the driver on the vehicle is identified (S221), the curve information of the curve in the traveling direction of the vehicle is acquired (S223), and the vehicle speed information is acquired (S224). The driving characteristic information corresponding to the identified driver on board is selected (S225), and based on the curve information and the vehicle speed information, the deceleration start timing of the vehicle before the curve is determined using the selected driving characteristic information. The determination is made (S226), and the automatic driving control method is such that the longer the change time of the driver is, the earlier the deceleration start timing is.
One aspect disclosed is an automatic driving control method for realizing an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver, wherein at least one processing unit (41, 61) includes: In the state of manual driving in which the driver performs a driving operation, the driver on board the vehicle is identified (S101), and curve information indicating the shape of the curve in the traveling direction of the vehicle is obtained (S102), and the individual driving The characteristics of the driving operation performed by the driver along the curve are learned as driving characteristic information associated with the curve information and the vehicle speed information (S103, S303), and the driving operation is performed by the automatic driving function. In this state, the cumulative boarding time for the vehicle in the automatic driving state is recorded for each driver (S113), the driver on board the vehicle is identified (S221), and the vehicle is in the traveling direction. Curve information (S223), vehicle speed information (S224), and driving characteristic information corresponding to the identified on-board driver (S225). Based on the curve information and the vehicle speed information, Using the selected driving characteristic information, the timing of the deceleration start of the vehicle just before the curve is determined (S226), and the shorter the driver's boarding time, the earlier the timing of the deceleration start.

  The automatic driving function in these aspects can indicate to the driver by the start of deceleration that the automatic driving function recognizes a curve in the traveling direction. The timing of the start of deceleration is determined from the curve information and the vehicle speed information using the driving characteristic information selected to correspond to each driver. The driving characteristic information is information learned for each driver in the state of manual driving. Therefore, the timing of the start of deceleration may be a timing that reflects the characteristics of the driving operation of the driver in the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.

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

It is a block diagram showing the whole picture of the in-vehicle system including the HMI control device. It is a time chart which compares and shows an example of the difference of the characteristic of the driving operation for every driver. It is a figure which shows the relationship between a vehicle speed and a curvature radius, and anxiety timing about a driver mainly of an accelerator. It is a figure which shows the relationship between a vehicle speed, a curvature radius, and anxiety timing about a driver mainly of a brake. It is a figure which shows typically the positional relationship between the entrance of a curve, information presentation distance, information presentation time, etc. in the control section before a curve. FIG. 9 is a diagram illustrating a relationship between a vehicle speed and a radius of curvature and an information presentation distance in a specific characteristic model. It is a flowchart which shows the detail of the learning process of a driving characteristic. It is a flowchart which shows the detail of the learning process of familiarity with automatic driving. It is a flowchart which shows the detail of the information presentation process at the time of entering a curve. It is a block diagram showing the whole picture of the in-vehicle system of a second embodiment. It is a flowchart which shows the detail of the braking control processing at the time of entering a curve. It is a flowchart which shows the detail of the learning process of 3rd embodiment.

  Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. In addition, in each embodiment, the same components are denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each embodiment, the configuration of another embodiment described earlier can be applied to the other part of the configuration. In addition, not only the combinations of the configurations explicitly described in the description of each embodiment but also the configurations of a plurality of embodiments can be partially combined without explicitly showing if the combination does not interfere. Unspecified combinations of configurations described in a plurality of embodiments and modifications are also disclosed by the following description.

(First embodiment)
The function of the presentation control device according to the first embodiment of the present disclosure is realized by an HMI (Human Machine Interface) control device 40 illustrated in FIG. The HMI control device 40 is mounted on the vehicle A together with an electronic control unit such as the vehicle control device 60. The HMI control device 40 and the vehicle control device 60 are directly or indirectly electrically connected to each other, and can communicate with each other. The HMI control device 40 and the vehicle control device 60 are processing devices that realize an automatic driving function of performing a driving operation on behalf of a driver, and can cause the vehicle A to autonomously travel in cooperation.

  The HMI control device 40 is connected to the presentation device 10, the in-vehicle sensor group 20, the unit group 30 for autonomous traveling, the DSM (Driver Status Monitor) 37, and the like, in addition to the vehicle control device 60. With these configurations, an in-vehicle system of the vehicle A is constructed.

  The vehicle control device 60 is an electronic control unit that controls the behavior of the vehicle A. The vehicle control device 60 enables the vehicle A to autonomously travel in cooperation with the HMI control device 40. The vehicle control device 60 mainly includes a computer having a processing unit 61, a RAM 62, a memory device 63, an input / output interface, and the like.

  The processing unit 61 includes at least one processor such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The memory device 63 has a nonvolatile storage medium such as a flash memory and a hard disk. The vehicle control device 60 performs the acceleration / deceleration control, the operation control, and the like of the vehicle A by causing the processing unit 61 to execute the vehicle control program stored in the memory device 63.

  The vehicle control device 60 is electrically connected to the vehicle-mounted actuator group 80. The on-vehicle actuator group 80 is a group of driving devices that execute acceleration, deceleration, and steering of the vehicle A. The on-vehicle actuator group 80 includes, for example, a throttle actuator, an injector, a brake actuator, a motor generator for driving and regeneration, a steering actuator, and the like.

  The presentation device 10 is a device that presents information to a driver in the vehicle A using visual stimulation, auditory stimulation, tactile stimulation, and the like. The presentation device 10 includes a CID (Center Information Display) 11, a meter 12, a HUD (Head-Up Display) 13, a speaker 14, a tactile stimulus device 15, and the like. The CID 11 is a display arranged above the center cluster. The meter 12 is a display arranged in front of the driver's seat, and the HUD 13 is a display for superimposing and displaying a virtual image on the foreground of the driver's seat. The speaker 14 presents information to the driver by reproducing a voice message and a notification sound. The tactile stimulus device 15 is provided on, for example, a rim portion of a steering wheel and a seat surface of a driver's seat. The tactile stimulus device 15 presents information to the driver through tactile sensation by generating vibration.

  The vehicle-mounted sensor group 20 includes an accelerator pedal sensor 21, a brake pedal sensor 22, a vehicle speed sensor 23, a steering angle sensor 24, and a gradient sensor 25. The accelerator pedal sensor 21 is provided on the accelerator pedal 20a and detects a driving operation (pedal operation) input to the accelerator pedal 20a. The brake pedal sensor 22 is provided on the brake pedal 20b, and detects a driving operation (pedal operation) input to the brake pedal 20b. The vehicle speed sensor 23 measures the traveling speed of the vehicle A. The steering angle sensor 24 detects a steering angle (steering angle) of the steering wheel. The gradient sensor 25 measures the gradient of the road on which the vehicle A is traveling by detecting the attitude of the vehicle A. Each of the sensors 21 to 25 sequentially outputs the detected vehicle information to the HMI control device 40 and the vehicle control device 60.

  The unit group 30 for autonomous traveling acquires information outside the vehicle necessary for autonomous traveling. At least one of the HMI control device 40 and the vehicle control device 60 recognizes the traveling environment around the vehicle A based on the outside-of-vehicle information provided from the unit group 30 for autonomous traveling, and specifies the own vehicle position and determines the traveling plan. Execute processing such as generation. The unit group 30 for autonomous traveling includes a millimeter wave radar 31, a camera 32, a V2X communication device 33, a locator 34, and the like.

  The millimeter wave radar 31 is an external sensor that irradiates a millimeter wave in the traveling direction of the vehicle A and receives a millimeter wave reflected by a moving object, a stationary object, or the like existing in the traveling direction. The camera 32 is an external sensor that captures the traveling direction of the vehicle A and extracts a moving object, a stationary object, and the like existing in the traveling direction from a forward image. The millimeter-wave radar 31 and the camera 32 detect moving objects such as other vehicles and pedestrians and stationary objects such as lane markings and road signs, and together with recognition information for recognizing a traveling environment in the traveling direction, as an HMI control device as information outside the vehicle. 40 and the vehicle control device 60.

  The V2X communication device 33 receives traffic information, other vehicle information transmitted from another vehicle, and the like by road-to-vehicle communication and vehicle-to-vehicle communication. Locator 34 measures the current position of vehicle A. The locator 34 acquires a road map indicating the road shape around the vehicle A and in the traveling direction. The V2X communication device 33 and the locator 34 sequentially output the acquired information outside the vehicle to the HMI control device 40 and the vehicle control device 60.

  The DSM 37 is a state monitoring device that monitors the state of the driver. The DSM 37 includes a face camera for photographing the driver's face, a light source that emits near-infrared light for photographing, a controller for controlling the face camera and the light source, and the like. The DSM 37 sequentially outputs the face image of the on-board driver sitting in the driver's seat to the HMI control device 40 as recognition information.

  The HMI control device 40 is an electronic control unit that controls information presentation to a driver using the presentation device 10. The HMI control device 40 is mainly configured by a computer having a processing unit 41, a RAM 42, a memory device 43, and an input / output interface. The processing unit 41 includes at least one processor such as a CPU and a GPU. The memory device 43 has a nonvolatile storage medium such as a flash memory and a hard disk. When the processing unit 41 executes the presentation control program stored in the memory device 43, a plurality of functional blocks for controlling information presentation are constructed in the HMI control device 40. The HMI control device 40 includes a vehicle information acquisition unit 51, an environment determination unit 52a, a curve recognition unit 52, a driver identification unit 53, a timing learning unit 54, a timing database 59, a model selection unit 55, a timing determination unit 56, a presentation control. The section 57 and the accumulation recording section 58 are constructed.

  The vehicle information acquisition unit 51 acquires the vehicle information output from the on-vehicle sensor group 20, the outside information output from the unit group 30 for autonomous traveling, and the recognition information output from the DSM 37. The vehicle information acquisition unit 51 provides the acquired information to other functional blocks.

  The environment determination unit 52a acquires the recognition information of the traveling environment in the traveling direction. The environment determination unit 52a determines whether or not the acquired recognition information includes recognition information indicating a specific traveling environment that is set in advance as a factor that increases the driver's anxiety. Specific driving environments include an environment where the road surface is wet due to rain, an environment with walls on the side of the road, an environment where the road area is small and visibility is poor, an environment where there is a preceding vehicle that blocks the driver's view, or a lane marking. Environments with blurring are included.

  The curve recognition unit 52 integrates the recognition information of the traveling environment in the traveling direction, the road map of the traveling direction, the gradient information of the traveling road, and the like, and recognizes the shape of the curve in the traveling direction of the vehicle A. Specifically, the curve recognizing unit 52 acquires a curvature radius of a curve, a length of a curve section, a road gradient, and the like as curve information.

  The driver identification unit 53 identifies a driver sitting on the driver's seat of the vehicle. The driver identification unit 53 performs personal authentication of the driver on board based on the face image output as recognition information from the DSM 37. When the driver on board has previously boarded the vehicle A, the driver identification unit 53 selects the driver on board from past history information. On the other hand, when the driver on board is the first person to board the vehicle A, the driver identification unit 53 assigns a new identification number to the driver on board and registers as a new individual.

  The timing learning unit 54 learns, as the driving characteristic information, the characteristics of the driving operation of the driver on board in the state of the manual driving in which the automatic driving function is stopped and the driver performs the driving operation. The driving characteristic information includes a measurement result obtained by measuring the driving operation of the driver, and a specific model generated or selected based on the measurement result. The timing learning unit 54 learns the measurement result of the change time Tc in which the individual driver steps from the accelerator pedal 20a to the brake pedal 20b in the driving operation performed in the control section just before the curve (see FIG. 2). . The change time Tc is the time from when the driver turns off the accelerator pedal 20a to when the driver turns on the brake pedal 20b.

  Here, the meaning of measuring the change time Tc shown in FIG. 2 will be described. As shown in FIGS. 2 to 4, as one type of driving characteristics, the driver can be classified into a driver Da that mainly performs deceleration and a driver Db that mainly performs deceleration. The driver Da mainly composed of the accelerator releases the accelerator pedal 20a at a position away from the entrance Xs of the curve (see FIG. 5), depresses the brake pedal 20b after maintaining the state in which the vehicle A is decelerated by running resistance for a while. As described above, the driver Da mainly composed of the accelerator slowly adjusts the speed just before the curve by using the engine brake due to the accelerator off. On the other hand, the driver Db mainly driven by the brake stops stepping on the accelerator pedal 20a at a position closer to the entrance Xs of the curve than the driver Da mainly driven by the accelerator, and directly switches to the brake pedal 20b. As described above, the driver Db mainly performing the brake executes the speed adjustment just before the curve by operating the brake pedal 20b in a short time.

  The change time Tc of the driver Da mainly composed of the accelerator is longer than the change time Tc of the driver Db mainly composed of the brake (see FIG. 2). In addition, the driver Da mainly of the accelerator starts deceleration of the vehicle A at a position farther from the entrance Xs of the curve than the driver Db mainly of the brake. Therefore, even when entering the curve with the same radius of curvature at the same traveling speed by automatic driving, the anxiety timing at which the driver Da mainly using the accelerator starts to feel insensitive is longer than the uneasy timing of the driver Db mainly using the brake. Is located far from the entrance Xs. This tendency is shown in FIGS. The scale of the vertical axis in FIGS. 3 and 4 is the same.

  In addition, in the driver Da mainly using the accelerator and the driver Db mainly using the brake, if the speed of entering the curve is the same, as the curvature radius of the curve becomes smaller, the driver becomes farther from the entrance Xs of the curve, Start feeling anxious. Furthermore, if the radius of curvature of the curve is the same, the driver starts to feel anxious at a position farther from the entrance Xs of the curve as the traveling speed at which the vehicle enters the curve is higher.

As described so far, the driver's anxiety timing can be determined based on the vehicle speed and curve shape when entering a curve, and the driver's driving characteristics. Therefore, the timing learning unit 54 in FIG. 1 generates a characteristic model capable of calculating the uneasy timing from the curve information and the vehicle speed information based on the stepping time Tc for each driver. The characteristic model is a function to which the vehicle speed information and the curve information are substituted, and outputs the distance Xi to the curve entrance Xs or the time Ti to the curve entrance Xs as anxiety timing (see FIG. 5). The characteristic model is a model formula associated with the vehicle speed information and the curve information, and specifically, is the following formula 1 or formula 2. Regardless of whether Equation 1 or Equation 2 is used, the anxiety timing is at the same position.
(Equation 1) In case of distance: Xi [m] = fx (R, v) + α
(Equation 2) Time: Ti [s] = ft (R, v) + α
R: Curvature radius, v: Vehicle speed, α: Adjustment term

  The timing database (hereinafter, “timing DB”) 59 stores a plurality of characteristic models represented by the above-described equations 1 and 2. The timing DB 59 stores a characteristic model for each driver (see SubA and SubB) learned by the timing learning unit 54 and a standard characteristic model set in advance. An identification number assigned to each driver is linked to the characteristic model learned for each driver.

  The model selection unit 55 selects a characteristic model corresponding to the driver on board identified by the driver identification unit 53 from the characteristic models for each driver stored in the timing DB 59. When there is no characteristic model corresponding to the driver on board in the timing DB 59, or when the driver identifying unit 53 cannot identify the driver on board, the model selecting unit 55 selects a standard characteristic model.

  The timing determining unit 56 determines the timing of the presentation of the curve notification performed to the driver in the automatic driving state. The timing determination unit 56 sets the timing of the curve notification using the characteristic model based on the curve information and the vehicle speed information. The curve notification is a notification of a content for notifying the driver of the existence of a curve in the traveling direction scheduled to travel by automatic driving. The curve notification is performed at least once in the control section for the troublesome curve.

  Here, the reason for performing the curve notification will be described. The behavior during traveling by the automatic driving function differs from the behavior of the driver during normal driving. Due to these differences in behavior, especially before the curve, the driver is more likely to feel anxiety such as "Is the vehicle really aware of the curve?" Or "Is the vehicle ready to control steering?" . In order to solve such anxiety, it is necessary to present information to the driver as "curve notification" that "the vehicle recognizes the curve" or "the vehicle is ready for control of the curve".

  Such a curve notification needs to be performed before the driver feels insensitive. Therefore, the timing determination unit 56 sets the curve notification timing based on the timing at which the driver starts deceleration in the manual driving state. Specifically, the timing determination unit 56 substitutes the curvature radius R and the vehicle speed v of the curve into the characteristic model selected by the model selection unit 55, and sets the timing of the curve notification based on the calculated distance Xi or time Ti. Set. The timing of the curve notification is set at the same time as or slightly earlier than the anxiety timing of the driver on board.

  The timing determining unit 56 indicates the timing of the curve notification by adjusting the value of the adjustment term α of the characteristic model, when the recognition information indicating the specific driving environment has been acquired by the environment determining unit 52a. Faster than when recognition information is not acquired. As an example, when the friction coefficient of the road surface is low due to the influence of rain or the like, the timing determination unit 56 advances the timing of the curve notification based on the road surface condition observed by the image recognition of the camera 32. When a wall is recognized on the side of the road that gives the driver a feeling of oppression, the timing determination unit 56 advances the timing of the curve notification. The timing determination unit 56 advances the timing of the curve notification as the road area becomes smaller, that is, as the visibility becomes worse, based on the road area in the traveling direction seen by the driver. When there is a preceding vehicle that blocks the driver's view, the timing determination unit 56 advances the timing of the curve notification. The timing determination unit 56 advances the timing of the curve notification when the lane marking the lane in which the vehicle is traveling is blurred and not clear.

  The timing determination unit 56 determines whether or not a preset stop condition is satisfied for the curve notification. When the stop condition is satisfied, the presentation control unit 57 determines to stop the curve notification without setting the timing of the curve notification. When the curvature of the curve in the traveling direction is lower than a predetermined curvature threshold, the timing determination unit 56 determines that the stop condition is satisfied. When the traveling speed of the vehicle A is lower than a predetermined speed threshold, the timing determination unit 56 determines that the stop condition is satisfied.

  The presentation control unit 57 is a functional unit that controls information presentation to the driver by the presentation device 10. The presentation control unit 57 notifies a driver of information at an appropriate timing by selecting a device to be used for information presentation and controlling the selected device when information presentation to the driver is necessary. The presentation control unit 57 performs the above-described curve notification as one of the information presentations when the vehicle A is in the automatic driving state. As illustrated in FIG. 5, the presentation control unit 57 starts the curve notification with the timing set by the timing determination unit 56, that is, the point at which the distance Xi or the time Ti to the entrance Xs of the curve is set as the information presentation position. .

  According to the above-described setting in which the information presentation position of the curve notification is set based on the anxiety timing, the distance Xi from the curve entrance Xs to the information presentation position (hereinafter, “information presentation distance”) Xi is, as shown in FIG. It becomes longer as the radius of curvature of the curve to be traveled becomes smaller. In addition, the information presentation distance Xi increases as the approach speed to the curve increases.

  In addition, the entrance Xs of the curve is set to a point where the steering for the curve running by the automatic driving function is started. Further, the point Xc is a point at which the vehicle A deviates from the lane when the steering operation is not started. Although the shape of the curve in FIG. 5 is shown with a simplified constant curvature, a clothoid section having a shape according to a clothoid curve may be provided between an arc section and a straight section. In the case of such a curve, the connection point between the clothoid section and the straight section is the entrance Xs of the curve.

  The cumulative recording unit 58 shown in FIG. 1 stores, as an index for estimating the degree of the driver's familiarity with automatic driving, the cumulative riding time (hereinafter referred to as “cumulative automatic driving time”) in the vehicle A in the automatic driving state. ) Is recorded for each driver. The cumulative recording unit 58 measures the cumulative automatic driving time associated with the driver identified by the driver identifying unit 53, and associates the cumulative automatic driving time with the characteristic model corresponding to the driver to determine the timing. It is stored in the DB 59.

  The accumulation recording unit 58 sets the value of the adjustment term α in Expressions 1 and 2 in cooperation with the timing learning unit 54. The cumulative recording unit 58 sets the value of the adjustment term α of the characteristic model to be smaller as the driver gets used to the automatic driving, taking into account the cumulative automatic driving time. As described above, the difference in the degree of anxiety of the driver due to the familiarity with the automatic driving is adjusted. As a result, the curve notification is presented early for a driver with a short cumulative automatic driving time, and is presented at a late timing for a driver with a short cumulative automatic driving time.

  Furthermore, the accumulation recording unit 58 determines a driver who is unfamiliar with automatic driving with little accumulated automatic driving time by, for example, a threshold. The timing of the curve notification to the driver whose accumulated automatic driving time is less than the threshold is set to the earliest timing in the settable range. On the other hand, the cumulative automatic driving time is equal to or greater than the threshold, and the timing of the curve notification to the driver accustomed to the automatic driving is in a range later than the notification timing to the driver unfamiliar with the automatic driving regardless of the driving characteristics. Is set by

  The learning process of the driving characteristics, the learning process of the familiarity with the automatic driving, and the information presentation process at the time of entering a curve, which are performed by the above-described HMI control device 40, are performed based on the flowcharts shown in FIGS. Will be described in order with reference to FIG.

  The learning process of the driving characteristics illustrated in FIG. 7 is mainly started by the timing learning unit 54 based on, for example, that the ignition of the vehicle A is turned on. The learning process of the driving characteristics is repeatedly performed during a period in which the vehicle A is in the manual driving state.

  In S101, personal authentication based on the recognition information of the DSM 37 is performed, and the process proceeds to S102. In step S101, a driver on board the driver's seat is identified. In S102, curve information of a curve in the traveling direction of the vehicle A is obtained, and the process proceeds to S103.

  In S103, the detection results of the accelerator pedal sensor 21 and the brake pedal sensor 22 are acquired as vehicle information. Then, based on the acquired vehicle speed information, the timing of pedal operation on each of the pedals 20a and 20b is detected. In S103, the change time Tc of the driver on board is learned, and the process proceeds to S104.

  In S104, the timing DB 59 is updated based on the change time Tc measured in S103. Specifically, in S104, f (R, v) and the adjustment term α of the characteristic model associated with the driver identified in S101 are updated based on the curve information and the change time Tc. Such an update of the characteristic model is reflected in the timing of the curve notification as an adjustment caused by the driving characteristics of the driver.

  The learning process for the familiarity with the automatic driving shown in FIG. 8 is mainly started by the accumulation recording unit 58 when, for example, the ignition of the vehicle A is switched to the ON state.

  In S111, as in S101 (see FIG. 7), personal authentication based on the recognition information of the DSM 37 is performed to identify the on-board driver sitting in the driver's seat, and the process proceeds to S112. In S112, it is determined whether the automatic driving function is operating. If the vehicle A is in the manual driving state, the determination in S112 is repeated. On the other hand, if the vehicle A is in the automatic driving state, the process proceeds from S112 to S113.

  In S113, measurement of the accumulated automatic driving time is started for the driver on board, and the process proceeds to S114. In S114, it is determined whether or not the automatic driving function has been stopped. If the vehicle A is in the automatic driving state, the determination of S114 is repeated. On the other hand, if the vehicle A has been switched to the manual driving state, the process proceeds from S114 to S115.

  In S115, the accumulated automatic operation time started to be measured in S114 is recorded, and the timing DB 59 is updated. Specifically, in S115, the value of the adjustment term α of the characteristic model is updated based on the accumulated automatic operation time. Such an update of the characteristic model is reflected on the curve notification timing as a variation due to the driver's familiarity with automatic driving.

  The information presentation process illustrated in FIG. 9 is mainly started by the model selection unit 55 and the timing determination unit 56, for example, when the ignition of the vehicle A is switched to the ON state and the vehicle A is in a state in which the vehicle A can travel. The information presentation process is repeatedly performed until the ignition of the vehicle A is switched to the off state.

  In S121, as in S101 (see FIG. 7) and S111 (see FIG. 8), personal authentication based on the recognition information of the DSM 37 is performed, the driver on board the driver's seat is identified, and the process proceeds to S122. In S122, similarly to S112 (see FIG. 8), it is determined whether the automatic driving function is operating. If the vehicle A is in the manual driving state, the determination in S122 is repeated. On the other hand, if the vehicle A is in the automatic driving state, the process proceeds from S122 to S123a.

  In S123a, recognition information of the traveling direction of the vehicle A is acquired from an external sensor such as the camera 32, and the presence or absence of recognition information indicating a specific traveling environment is determined, and the process proceeds to S123. In S123, curve information of a curve in the traveling direction of the vehicle A is obtained, and the process proceeds to S124. In S124, the vehicle speed information and the position information of the own vehicle are acquired, and the process proceeds to S124a.

  In S124a, it is determined based on the information acquired in S123 to S124 whether or not the condition for stopping the curve notification is satisfied. If it is determined in S124a that the stop condition is satisfied, S125 to S130 are skipped, and the information presentation process is temporarily terminated. On the other hand, when it is determined in S124a that the stop condition is not satisfied, the process proceeds to S125.

  In S125, a characteristic model corresponding to the driver identified in S121 is selected. In S125, the selected characteristic model is read from the timing DB 59, and the process proceeds to S126. In S126, the timing of the curve notification is determined, and the process proceeds to S127. In S126, based on the curve information acquired in S123 and the vehicle speed information acquired in S124, the information presentation distance Xi or the information presentation time Ti is calculated using the characteristic model read in S125.

  In S126, when the recognition information indicating the specific driving environment has been acquired in S123a, an adjustment to speed up the curve notification is performed. Due to the adjustment in S126, the timing of the curve notification may be changed when the road surface is wet, when there is a wall beside the road, when there is a poor road environment, when there is a preceding vehicle, or when the lane marking is blurred. Can be hastened.

  In S127, the position information of the own vehicle is acquired again, and the process proceeds to S128. In S128, based on the position information acquired in S127, it is determined whether or not the vehicle A has reached the information presentation position for performing the curve notification. In S128, the remaining distance from the entrance Xs of the curve to the current position is compared with the information presentation distance Xi calculated in S127. If the remaining distance is longer than the information presentation distance Xi, it is determined that the information presentation position has not been reached, and the determination in S128 is repeated. On the other hand, when the remaining distance is shorter than the information presentation distance Xi, it is determined that the information presentation position has been reached, and the process proceeds from S128 to S129. Note that the determination in S128 may be performed using the information presentation time Ti based on the remaining time until the entrance Xs of the curve.

  In S129, a device used for information presentation is selected from the devices included in the presentation device 10, and the process proceeds to S130. In step S130, a curve notification is performed using the device selected in step S129, and the information presentation process ends once. Based on the processing of S130, the presentation device 10 presents the driver with the recognition of the curve in the traveling direction by the automatic driving function. As an example, a curved arrow-shaped image indicating the turning direction is displayed as a virtual image by the HUD 13, and a voice message “Run a right curve” is reproduced by the speaker 14.

  In the first embodiment described so far, the timing of the curve notification by the presentation device 10 is determined from the curve information and the vehicle speed information using the driving characteristic information (characteristic model) selected to correspond to each driver. You. This driving characteristic information is information learned for each driver in the state of manual driving. Therefore, the timing of the curve notification may be a timing that reflects the characteristics of the driving operation of the driver in the vehicle A. Therefore, the driver's anxiety about the automatic driving function can be reduced.

  In addition, in the first embodiment, the timing of the curve notification is adjusted earlier with respect to the entrance Xs of the curve as the accelerator-dominated driver Da has a longer change time Tc. As described above, the driver Da having a longer change time Tc has an earlier deceleration start timing, and thus, an anxiety timing. Therefore, according to the adjustment for increasing the information presentation distance Xi as the change time Tc is longer, the driving characteristic of the driver can be accurately reflected in the timing of the curve notification. As a result, the number of scenes in which the driver feels uneasy about the automatic driving function is reduced.

  In addition, the timing learning unit 54 of the first embodiment generates a characteristic model for each driver and records the characteristic model in the timing DB 59. Thus, if the characteristic model for each driver is individually generated, the timing of the curve notification set using the characteristic model can be accurately adjusted immediately before the individual driver feels uneasy.

  Further, in the first embodiment, the cumulative automatic driving time for each driver is measured, and the shorter the cumulative automatic driving time, the earlier the curve notification timing. According to such adjustment, even a driver who easily feels uneasy about automatic driving can be notified of a curve at an appropriate timing immediately before feeling uneasy. Further, it is possible to avoid a situation in which a driver who is used to automatic driving is notified of a curve at an unnecessarily early timing.

  In addition, in the first embodiment, the timing of the curve notification to the driver unfamiliar with automatic driving is set earlier than the range of the timing that can be set for the driver accustomed to automatic driving. According to the setting of the timing, the curve notification can be performed at an optimal time when the driver does not feel uneasy in view of the driver's familiarity with automatic driving.

  Further, in the first embodiment, when a factor that increases the driver's anxiety is in the traveling direction, the timing determination unit 56 advances the timing of the curve notification. Thus, if the timing of the curve notification is appropriately adjusted according to the road condition of the curve, the driver's anxiety about the automatic driving function can be further reduced.

  Further, in the first embodiment, in a scene in which anxiety is hardly felt or a scene in which anxiety is not substantially felt, the execution of the unnecessary curve notification is stopped by the process of satisfying the stop condition. According to the above, it is possible to avoid performing a curve notification to a driver who does not feel uneasy. Therefore, the driver is less likely to feel the curve notification annoying.

  In the first embodiment, the HMI control device 40 corresponds to a "presentation control device", the accelerator pedal 20a corresponds to an "accelerator operation unit", the brake pedal 20b corresponds to a "brake operation unit", and vehicle information. The acquisition unit 51 corresponds to a “speed information acquisition unit”. The curve recognition unit 52 corresponds to a “curve information acquisition unit”, the environment determination unit 52a corresponds to a “recognition information acquisition unit”, the timing learning unit 54 corresponds to a “learning unit”, and the model selection unit 55 The timing DB 59 corresponds to a “storage unit”.

(Second embodiment)
The second embodiment of the present disclosure shown in FIGS. 10 and 11 is a modification of the first embodiment. In contrast to the first embodiment in which the characteristics of the driving operation of the driver are reflected in the timing of the curve notification, in the second embodiment, the driving characteristics of the driver are reflected in the timing at which deceleration is started just before the curve. The vehicle control device 60 has a deceleration control unit 271 by executing a vehicle control program by the processing unit 61.

  The deceleration control unit 271 controls the deceleration of the vehicle A so that the vehicle A can travel on the curve stably in accordance with the shape of the curve in the traveling direction in the automatic driving state in which the automatic driving function performs the driving operation. I do. The deceleration control unit 271 causes the vehicle A to generate a negative acceleration (deceleration) under the control of the on-vehicle actuator group 80 to reduce the traveling speed.

  The HMI control device 40 executes the presentation control program by the processing unit 41, so that the vehicle information acquisition unit 51, the curve recognition unit 52, the driver identification unit 53, the timing learning unit 54, the timing DB 59, the model selection unit 55, the presentation control unit 57, and a cumulative recording unit 58. In addition, the HMI control device 40 includes a timing determination unit 256.

  The timing determination unit 256 determines the timing of the start of deceleration by the deceleration control unit 271 using the characteristic model based on the curve information and the vehicle speed information in the automatic driving state. The start position of the deceleration by the deceleration control unit 271 is set based on the uneasy timing calculated by the above equation (1) or (2). By starting the deceleration, the driver can confirm that the curve in the traveling direction is recognized by the automatic driving function. The timing determination unit 256 sets the deceleration start timing by substituting the curvature radius R and the vehicle speed v of the curve into the characteristic model selected by the model selection unit 55. In other words, the timing of the start of deceleration is the same as or slightly earlier than the anxiety timing of the driver on board.

  The timing determination unit 256 sets the deceleration start timing earlier as the driver's changing time Tc (see FIG. 2) is longer, based on the characteristic model of each driver. In addition, the timing determination unit 256 advances the timing of the deceleration start as the cumulative automatic driving time of the driver is shorter. Furthermore, when the accumulated automatic driving time is less than the threshold value and the driver is presumed to be unfamiliar with automatic driving, the deceleration start timing is set to the earliest timing in the settable range.

  The timing determination unit 256 indicates the timing of the deceleration start by adjusting the value of the adjustment term α of the characteristic model when the recognition information indicating the specific driving environment has been acquired by the environment determining unit 52a. Faster than when recognition information is not acquired. The environment set as the specific traveling environment is substantially the same as in the first embodiment.

  The deceleration control unit 271 starts deceleration at the timing determined by the timing determination unit 256 when the vehicle A is in an automatic driving state. Specifically, the deceleration control unit 271 starts deceleration at a point where the distance Xi or the time Ti reaches the entrance Xs of the curve. The distance Xi (hereinafter, “deceleration distance”) from the entrance Xs of the curve to the deceleration start position or the time (hereinafter, “deceleration time”) Ti increases as the radius of curvature of the curve scheduled to travel decreases. In addition, the deceleration distance Xi or the deceleration time Ti increases as the speed at which the vehicle A enters the curve increases.

  The details of the above-described braking control processing at the time of entering a curve performed by the vehicle control device 60 and the HMI control device 40 will be described below. The learning process of the driving characteristics (see FIG. 7) and the learning process of getting used to the automatic driving (see FIG. 8) performed by the HMI control device 40 are substantially the same as those in the first embodiment.

  The braking control process is started when, for example, the ignition of the vehicle A is switched to the ON state, and the vehicle A is in a state where it can travel. The braking control process is repeatedly performed until the ignition of the vehicle A is switched to the off state. The contents of S221 to S225 of the braking control processing are substantially the same as the contents of S121 to S125 (see FIG. 9) of the first information presentation processing.

  In S226, the deceleration start timing is determined, and the process proceeds to S227. In S226, the deceleration distance Xi or the deceleration time Ti is calculated using the characteristic model read out in S225, based on the curve information obtained in S223 and the vehicle speed information obtained in S224. The deceleration start position is set to a position based on the deceleration distance Xi or the deceleration time Ti. Further, in S226, the traveling speed of the vehicle A in the curve section is set. In S226, a deceleration schedule that defines the transition of the magnitude of the target deceleration is calculated in the section from the deceleration start position to the entrance Xs of the curve (see FIG. 5).

  In S227, the position information of the own vehicle is acquired again, and the process proceeds to S228. In S228, it is determined whether or not the deceleration start position has been reached based on the position information acquired in S227. In S228, the remaining distance from the entrance Xs of the curve to the current position is compared with the deceleration distance Xi calculated in S227. If the remaining distance is longer than the deceleration distance Xi, it is determined that the deceleration start position has not been reached, and the determination in S228 is repeated.

  On the other hand, when the remaining distance is shorter than the deceleration distance Xi, it is determined that the deceleration start position has been reached, and the process proceeds from S228 to S229. In S229, the braking control by the deceleration control unit 271 is performed, and the braking control process is temporarily ended. By the processing in S229, the vehicle A decelerates in the control section up to the entrance Xs of the curve according to the deceleration schedule. Note that the determination in S228 may be performed using the information presentation time Ti based on the remaining time until the entrance Xs of the curve.

  The automatic driving function of the second embodiment described so far can present the driver with the recognition of the curve in the traveling direction by starting deceleration. Then, the deceleration start timing is determined from the curve information and the vehicle speed information using the driving characteristic information (characteristic model) selected to correspond to each driver. Therefore, the timing of the start of deceleration may be a timing that reflects the characteristics of the driving operation of the driver in the vehicle A. Therefore, the driver's anxiety about the automatic driving function can be reduced.

  In addition, in the second embodiment, the timing of the deceleration start is adjusted earlier with respect to the entrance Xs of the curve as the accelerator-dominated driver Da has a longer change time Tc. As described above, the driver Da having a longer change time Tc has an earlier deceleration start timing in the manual operation. Therefore, according to the adjustment in which the deceleration distance Xi is lengthened as the change time Tc is longer, the driving characteristics of the driver can be accurately reflected in the timing of the deceleration start. As a result, the number of scenes in which the driver feels uneasy about the automatic driving function is reduced.

  Also in the second embodiment, similarly to the first embodiment, a characteristic model for each driver is generated. Therefore, the deceleration start timing set using the characteristic model can be accurately adjusted immediately before each driver feels uneasy.

  Further, in the second embodiment, the cumulative automatic driving time for each driver is measured, and the shorter the cumulative automatic driving time, the earlier the timing of the deceleration start. According to such adjustment, deceleration can be started at an appropriate timing immediately before feeling uneasy even for a driver who easily feels uneasy about automatic driving. Further, a situation in which deceleration is started unnaturally at an early timing while a driver accustomed to automatic driving is on board can be avoided.

  In addition, in the first embodiment, the deceleration start timing when a driver unfamiliar with automatic driving is on board is set earlier than the range of timing that can be set for a driver accustomed to automatic driving. Is done. According to the setting of the timing, the deceleration of the vehicle A before the curve can be performed at an optimal time when the driver does not feel uneasy in view of the driver's familiarity with automatic driving.

  Further, in the second embodiment, when the driver increases the driver's feeling of anxiety in the traveling direction, the deceleration start timing is advanced. Thus, if the timing of the deceleration start is appropriately adjusted according to the road condition of the curve, the driver's anxiety about the automatic driving function can be further reduced. In the second embodiment, the HMI control device 40 and the vehicle control device 60 correspond to an “automatic driving control device”.

(Third embodiment)
The third embodiment of the present disclosure is a modification of the first embodiment shown in FIG. In the third embodiment, similarly to the first embodiment, the characteristics of the driver's driving operation are reflected in the curve notification timing. A plurality of characteristic models generated in advance are stored in the timing DB 59 of the third embodiment. Each characteristic model is set in advance to contents that assume drivers having different driving characteristics. Hereinafter, the details of the driving characteristic learning process of the third embodiment shown in FIG. 12 will be described with reference to FIG.

  In the learning process, personal authentication based on the recognition information of the DSM 37 (S301) and acquisition of curve information (S302) are sequentially performed. The timing learning unit 54 learns the magnitude of the deceleration acting on the vehicle A in the control section just before the curve in place of the step change time Tc (see FIG. 2) (S303). The timing learning unit 54 may learn the maximum value of the deceleration just before the curve as the measurement result, or may learn the average value or the median value of the deceleration.

  The timing learning unit 54 selects a characteristic model most suitable for the driving characteristic of the driver during driving from the plurality of characteristic models stored in the timing DB 59 based on the measurement result of the deceleration. Then, the selected characteristic model is linked to the identification number assigned to the driver during driving (S304).

  Here, as the driver generates a larger deceleration in the control section, the deceleration start position approaches the entrance Xs of the curve. That is, the anxiety timing tends to approach the entrance Xs of the curve as the deceleration increases. Therefore, the timing learning unit 54 associates a characteristic model in which the distance Xi or the time Ti becomes smaller as the driver generates a larger deceleration in the control section with the identification number of each driver. On the other hand, the timing learning unit 54 associates a characteristic model in which the distance Xi or the time Ti becomes larger as the driver generates a lower deceleration in the control section, with the identification number of each driver.

  The model selection unit 55 selects a characteristic model associated with the driver identified by the driver identification unit 53 in the information presentation process (see FIG. 9) (S125 in FIG. 9). The timing determination unit 56 calculates the timing of the curve notification using the characteristic model selected by the model selection unit 55 (S126 in FIG. 9). As a result, the timing of the curve notification is advanced for a driver with a lower deceleration generated in the control section, and the timing of the curve notification is delayed for a driver with a higher deceleration.

  As in the third embodiment described so far, even in a configuration in which one suitable for the driver's driving characteristics is selected from a plurality of characteristic models, the same effect as in the first embodiment is achieved, and the curve notification is performed. This may be performed at a timing that reflects the driving characteristics of the driver on board. In addition, if the characteristic model for each driver is not generated individually as in the third embodiment, the storage capacity of the timing DB 59 can be suppressed even in the vehicle A shared by many drivers.

  In addition, in the third embodiment, the timing of the curve notification is adjusted earlier with respect to the curve entrance Xs as the driver having a smaller deceleration just before the curve. As described above, the smaller the deceleration, the earlier the deceleration start timing, and thus the anxiety timing. As a result, the number of scenes in which the driver feels uneasy about the automatic driving function is reduced.

(Fourth embodiment)
The fourth embodiment of the present disclosure is a modification of the second embodiment illustrated in FIG. In the fourth embodiment, similarly to the second embodiment, the characteristics of the driver's driving operation are reflected in the timing of the start of deceleration just before the curve. A plurality of characteristic models generated in advance are stored in the timing DB 59 (see FIG. 10) of the fourth embodiment, as in the third embodiment. In the learning process (see FIG. 12), the timing learning unit 54 most suits the driving characteristics of the driving driver from among a plurality of characteristic models based on the magnitude of the deceleration learned as the measurement result. The characteristic model is linked to the identification number of the driver (S304 in FIG. 12).

  In the braking control process (see FIG. 11), the model selection unit 55 selects a characteristic model associated with the driver on board and reads it from the timing DB 59 (S225 in FIG. 11). The timing determination unit 256 calculates the deceleration start timing and the deceleration schedule using the characteristic model selected by the model selection unit 55 (S226 in FIG. 11). As a result, as the driver generates a smaller deceleration in the control section, the timing of the curve notification is advanced. On the other hand, the timing of the curve notification is delayed as the driver has a larger deceleration.

  As in the fourth embodiment described so far, even in a configuration in which one suitable for the driver is selected from a plurality of characteristic models, the same effect as in the second embodiment is exerted, and deceleration just before the curve is performed. It is started at a timing reflecting the driving characteristics of the driver on board. In addition, if the characteristic model for each driver is not generated individually as in the fourth embodiment, the storage capacity of the timing DB 59 can be suppressed even for the vehicle A shared by many drivers. .

  In addition, in the fourth embodiment, the timing of the deceleration start is adjusted earlier with respect to the entrance Xs of the curve as the driver having a smaller deceleration just before the curve. As described above, the smaller the deceleration, the earlier the deceleration start timing. Therefore, the number of scenes in which the driver feels anxious about the automatic driving function is reduced.

(Other embodiments)
As described above, a plurality of embodiments of the present disclosure have been described. However, the present disclosure is not construed as being limited to the above embodiments, and may be applied to various embodiments and combinations without departing from the gist of the present disclosure. can do.

  In the above-described embodiment, the driver pays attention to the factors that cause the driver to be uneasy due to the curve, and takes into account the driving characteristics of the driver, and performs either one of the announcement of the vehicle behavior and the control of the vehicle behavior. Was provided with a sense of security. However, both the timing of the curve notification for giving an advance notice of the vehicle behavior and the timing of the deceleration start may be adjusted to reflect the characteristics of the driving operation.

  The curve notification in the above embodiment may not be performed, for example, for a driver whose accumulated automatic operation time exceeds a predetermined time. Further, the curve notification may be set so as not to be performed based on, for example, an input operation by the driver.

  In the above-described embodiment, as the driving operation performed in accordance with the traveling of the curve, the change time Tc from the accelerator pedal to the brake pedal or the deceleration just before the curve is measured. However, the learned driving operations are not limited to these driving operations. For example, the timing learning unit may learn the lateral acceleration in the curve section as a measurement result of the driving characteristic information, and generate or select a characteristic model based on the acceleration during turning. The timing learning unit may learn the maximum value of the acceleration in the curve section, or may learn the average value or the median value of the acceleration in the curve section.

  In the third and fourth embodiments, a plurality of characteristic models generated in advance are stored in the timing DB. Thus, the number of characteristic models stored in the timing DB may be changed as appropriate. For example, even if there are only three characteristic models stored in the timing DB, a “standard” characteristic model, a characteristic model for an accelerator-based driver, and a characteristic model for a brake-based driver Good. The "standard" characteristic model is selected by the model selection unit when a driver unfamiliar with automatic driving is on board or when the driver cannot be identified. The “standard” characteristic model sets the information presentation timing and the deceleration start timing first among a plurality of characteristic models.

  In the above embodiment, the presentation timing and the deceleration start timing for a driver who is presumed to be unfamiliar with automatic driving are set earlier than the driver who is accustomed to automatic driving. However, the adjustment of the timing based on the accumulated automatic operation time may be omitted.

  In the above embodiment, the update of the characteristic model and the calculation of the presentation timing are performed using only the curvature radius of the curve in the curve information. However, other information acquired as the curve information, specifically, information on the distance of the curve section and the gradient of the curve may be reflected on the value of the characteristic model.

  For example, the timing of anxiety differs depending on the road gradient. Therefore, when the section toward the entrance of the curve has a downward slope, the presentation timing and the deceleration start timing are advanced. On the other hand, when the section toward the entrance of the curve has an upward slope, the presentation timing and the deceleration start timing are adjusted to be late. Furthermore, the greater the slope of the gradient, the greater the margin for adjusting the distance and time.

  As described above, the adjustment caused by the presence or absence of the gradient and the magnitude of the gradient may be realized by updating the value of the adjustment term α in the characteristic model. In addition, the timing for presenting the curve notification and the timing for starting the deceleration secure a time during which the driver can recover before reaching the point Xc deviating from the lane if the automatic driving function cannot recognize the curve. It may be set to be able to. Such adjustment may be realized by updating the value of the adjustment term α in the characteristic model.

  The stop condition in the first embodiment may be appropriately changed. For example, when there is a preceding vehicle that is to be followed, the timing determination unit may determine that the stop condition is satisfied. Furthermore, when two or more curves are continuous, the timing determination unit may delay the timing of the second and subsequent curve notifications from the timing set for the first curve.

  Further, the timing determination unit may adjust the timing of the curve notification in consideration of the configuration of the presentation device used for the information presentation and the driver's recognition time for the information presentation. For example, information presentation through tactile sensation can be intuitively communicated to the driver. Therefore, the assumed recognition time may be short. On the other hand, information presentation by voice messages using a speaker and information presentation by sentences displayed on a HUD require time to interpret the contents. Therefore, the assumed recognition time is longer than the information presentation through tactile sensation. As described above, in consideration of the driver's recognition time, the timing determination unit provides a curve notification when the speaker and the HUD or the like are selected as a configuration for presenting information, compared to when the tactile stimulation device is selected. Make adjustments to speed up the timing of.

  In the above embodiment, the reference position defining the curve notification timing and the deceleration start timing is the curve entrance Xs. However, the reference position that defines the timing can be changed as appropriate. For example, the reference position may be a position where the vehicle A traveling straight without following the curve departs from the lane (see Xc in FIG. 5), a position where the vehicle A traveling straight ahead contacts the side of the road, or the like.

  The method for acquiring the vehicle speed information and the curve information in the above embodiment may be changed as appropriate. The recognition information for identifying the driver may be obtained from a configuration different from DSM. For example, the identification of the driver may be performed based on information input by the driver, such as the seat position of the driver's seat.

  Each processing for realizing the presentation control method and the automatic driving control method of the present disclosure may be performed by any processing unit of a plurality of electronic control units included in the in-vehicle system. For example, the timing learning unit, the model selection unit, the timing determination unit, and the like may be functional blocks built in the vehicle control device.

  Furthermore, various non-transitory tangible storage media can be adopted for the memory devices 43 and 63 (see FIG. 1) that store the presentation control program and the automatic operation control program. In addition, the storage medium for storing these programs is not limited to the memory device of the HMI control device and the vehicle control device, and may be an optical disk serving as a copy source to the memory device, a hard disk drive of a general-purpose computer, or the like. .

Reference Signs List 10 presentation device, 20a accelerator pedal (accelerator operation unit), 20b brake pedal (brake operation unit), 40 HMI control device (presentation control device, automatic driving control device), 41 processing unit, 51 vehicle information acquisition unit (speed information acquisition) Section), 52 curve recognition section (curve information acquisition section), 52a environment determination section (recognition information acquisition section), 53 driver identification section, 54 timing learning section (learning section), 55 model selection section (characteristic selection section), 56, 256 timing determination unit, 57 presentation control unit, 58 accumulation recording unit, 59 timing database (storage unit), 60 vehicle control device (automatic driving control device), 61 processing unit, 271 deceleration control unit, Tc change time, A vehicle

Claims (20)

A presentation control device for controlling information presentation to a driver by a presentation device (10) in a vehicle (A) equipped with an automatic driving function for performing a driving operation on behalf of a driver,
A speed information acquisition unit (51) for acquiring vehicle speed information of the vehicle;
A curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle;
A driver identification unit (53) for identifying the driver on board the vehicle;
In a state of manual driving in which the driver performs a driving operation, a characteristic of a driving operation performed by the individual driver along a curve traveling is learned as driving characteristic information associated with the curve information and the vehicle speed information. Learning unit (54)
In the state of automatic driving in which the automatic driving function performs a driving operation, a presentation in which the automatic driving function recognizes a curve in the traveling direction to the driver by a curve notification using the presentation device. A control unit (57);
A characteristic selection unit (55) for selecting the driving characteristic information corresponding to the driver on board identified by the driver identification unit;
A timing determining unit (56) that determines the timing of the curve notification using the driving characteristic information selected by the characteristic selecting unit based on the curve information and the vehicle speed information in the automatic driving state; A presentation control device comprising: The learning unit sets a change time (Tc) from when the driver turns off the accelerator operation unit (20a) to when the driver turns on the brake operation unit (20b) in the control section just before the curve. Learn,
2. The presentation control device according to claim 1, wherein the timing determination unit sets the timing of the curve notification earlier as the driver takes longer the change time. 3. The learning unit learns the magnitude of the deceleration acting on the vehicle in a control section just before the curve,
The presentation control device according to claim 1, wherein the timing determination unit sets the timing of the curve notification earlier as the driver generates a lower deceleration in the control section. A storage unit (59) for storing the driving characteristic information,
The learning unit stores, in the manual driving state, a characteristic model generated for each of the drivers in the storage unit,
In the automatic driving state, the characteristic selecting unit is configured to calculate the characteristic model corresponding to the driver identified by the driver identifying unit from the characteristic model for each driver stored in the storage unit. The presentation control device according to any one of claims 1 to 3, which selects: A storage unit (59) storing a plurality of characteristic models assuming the drivers having different driving characteristics from each other;
The learning unit, in the state of the manual driving, from among the plurality of characteristic models stored in the storage unit, selects the characteristic model that best matches the driving characteristics of the driver during driving, and selects Linking the characteristic model to the driver while driving,
The characteristic selection unit according to any one of claims 1 to 3, wherein in the automatic driving state, the characteristic model associated with the driver identified by the driver identification unit is selected. The presentation control device according to the above. A cumulative recording unit (58) for recording, for each of the drivers, a cumulative riding time on the vehicle in the automatic driving state,
The presentation control device according to any one of claims 1 to 5, wherein the timing determination unit advances the timing of the curve notification as the riding time of the driver is shorter.   7. The timing determination unit according to claim 6, wherein the timing of the curve notification to the driver estimated to be unfamiliar with the automatic driving based on the boarding time is set to the earliest timing in a settable range. Presentation control device. A recognition information acquisition unit (52a) that acquires recognition information that recognizes a traveling environment in the traveling direction of the vehicle;
The timing determination unit, when the recognition information indicating a specific traveling environment set in advance as a factor that increases the driver's anxiety, the timing of the curve notification, when the recognition information acquisition unit has been acquired, The presentation control device according to any one of claims 1 to 7, wherein the speed is earlier than when the recognition information indicating the specific driving environment is not acquired.   The presentation control device according to any one of claims 1 to 8, wherein the timing determination unit stops the curve notification when a preset stop condition is satisfied. A presentation control method for controlling information presentation to a driver by a presentation device (10) in a vehicle (A) equipped with an automatic driving function of performing a driving operation on behalf of a driver,
At least one processing unit (41)
In a state of manual driving in which a driving operation is performed by the driver,
Identifying the driver on board the vehicle (S101);
Curve information indicating the shape of the curve in the traveling direction of the vehicle is obtained (S102),
The characteristics of the driving operation performed by the individual driver along the curve are learned as driving characteristic information associated with the curve information and the vehicle speed information (S103, S303),
In the state of automatic driving in which the driving operation is performed by the automatic driving function,
Identifying the driver on board the vehicle (S121);
Acquiring the curve information of the curve in the traveling direction of the vehicle (S123);
The vehicle speed information is acquired (S124),
Selecting the driving characteristic information corresponding to the identified driver on board (S125);
Based on the curve information and the vehicle speed information, the timing of curve notification for notifying the driver of the recognition of the curve in the traveling direction by the automatic driving function is determined using the selected driving characteristic information. (S126) Presentation control method. An automatic driving control device that realizes an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver,
A speed information acquisition unit (51) for acquiring vehicle speed information of the vehicle;
A curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle;
A driver identification unit (53) for identifying the driver on board the vehicle;
In a state of manual driving in which the driver performs a driving operation, a characteristic of a driving operation performed by the individual driver along a curve traveling is learned as driving characteristic information associated with the curve information and the vehicle speed information. Learning unit (54)
A deceleration control unit (271) that controls deceleration of the vehicle according to a curve in a traveling direction in an automatic driving state in which the automatic driving function performs a driving operation;
A characteristic selection unit (55) for selecting the driving characteristic information corresponding to the driver identified by the driver identification unit;
In the automatic driving state, based on the curve information and the vehicle speed information, a timing determination unit that determines a deceleration start timing by the deceleration control unit using the driving characteristic information selected by the characteristic selection unit. 256), equipped with a,
The learning unit sets a change time (Tc) from when the driver turns off the accelerator operation unit (20a) to when the driver turns on the brake operation unit (20b) in the control section just before the curve. Learn,
The timing determination unit, the踏替more time is longer the driver, the automatic operation controller you earlier timing of the deceleration start. A cumulative recording unit (58) for recording, for each of the drivers, a cumulative riding time on the vehicle in the automatic driving state,
The timing determination unit, the shorter the boarding time of the driver, the automatic driving control apparatus according to claim 1 1 to advance the timing of the deceleration start. An automatic driving control device that realizes an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver,
A speed information acquisition unit (51) for acquiring vehicle speed information of the vehicle;
A curve information acquisition unit (52) for acquiring curve information indicating a shape of a curve in a traveling direction of the vehicle;
A driver identification unit (53) for identifying the driver on board the vehicle;
In a state of manual driving in which the driver performs a driving operation, a characteristic of a driving operation performed by the individual driver along a curve traveling is learned as driving characteristic information associated with the curve information and the vehicle speed information. Learning unit (54)
A deceleration control unit (271) that controls deceleration of the vehicle according to a curve in a traveling direction in an automatic driving state in which the automatic driving function performs a driving operation;
A characteristic selection unit (55) for selecting the driving characteristic information corresponding to the driver identified by the driver identification unit;
In the automatic driving state, based on the curve information and the vehicle speed information, a timing determination unit that determines a deceleration start timing by the deceleration control unit using the driving characteristic information selected by the characteristic selection unit. 256)
A cumulative recording unit (58) for recording, for each of the drivers, a cumulative riding time on the vehicle in the automatic driving state ,
The timing determination unit, the shorter the boarding time of the driver, the deceleration start automatic driving controller earlier Ru timing. The learning unit learns the magnitude of the deceleration acting on the vehicle in a control section just before the curve,
The timing determination unit, the more the driver is low deceleration to be generated by the control section, an automatic operation control apparatus according to claim 1 to 3, earlier timing of the deceleration start. The timing determination unit, when the driver during riding is estimated to unfamiliar to the automatic operation based on the boarding time, the timing of the deceleration start is set to the earliest timing among the settable range The automatic operation control device according to any one of claims 12 to 14 . A storage unit (59) for storing the driving characteristic information,
The learning unit stores, in the manual driving state, a characteristic model generated for each of the drivers in the storage unit,
In the state of the manual driving, the characteristic selecting unit is configured to calculate the characteristic model corresponding to the driver identified by the driver identifying unit from the characteristic model for each driver stored in the storage unit. automatic driving controller according to any one of claims 11 to 1 5 to select. A storage unit (59) storing a plurality of characteristic models assuming the drivers having different driving characteristics from each other;
The learning unit, in the state of the manual driving, from among the plurality of characteristic models stored in the storage unit, selects the characteristic model that best matches the driving characteristics of the driver during driving, and selects Linking the characteristic model to the driver while driving,
The said characteristic selection part selects the said characteristic model linked | linked with the said driver identified by the said driver identification part in the state of the said automatic driving as said driving characteristic information. automatic driving controller according to any one of 5. A recognition information acquisition unit (52a) that acquires recognition information that recognizes a traveling environment in the traveling direction of the vehicle;
The timing determination unit, when the recognition information indicating a specific driving environment set in advance as a factor that increases the driver's anxiety, the recognition information acquisition unit has been acquired, the deceleration start timing, The automatic driving control device according to any one of claims 11 to 17, wherein the speed is earlier than when the recognition information indicating the specific driving environment is not acquired. An automatic driving control method for realizing an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver,
At least one processing unit (41, 61)
In the state of manual driving in which the driving operation is performed by the driver,
Identifying the driver on board the vehicle (S101);
Curve information indicating the shape of the curve in the traveling direction of the vehicle is obtained (S102),
The characteristics of the driving operation performed by the individual driver along the curve are learned as driving characteristic information associated with the curve information and the vehicle speed information (S103, S303),
The driving characteristic information includes a change time (Tc) from when the driver turns off the accelerator operation section (20a) to when the driver turns on the brake operation section (20b) in the control section just before the curve. Including
In the state of automatic driving in which the driving operation is performed by the automatic driving function,
Identifying the driver on board the vehicle (S221);
Acquiring the curve information of the curve in the traveling direction of the vehicle (S223);
The vehicle speed information is obtained (S224),
Selecting the driving characteristic information corresponding to the identified driver on board (S225);
Based on said curve information and the vehicle speed information, using the driving characteristic information selected, determines the timing of the deceleration start of the vehicle in front of the curve (S226),
An automatic driving control method in which the driver has a longer changeover time, the earlier the deceleration start timing is . An automatic driving control method for realizing an automatic driving function of performing a driving operation of the vehicle (A) on behalf of a driver,
At least one processing unit (41, 61)
In the state of manual driving in which the driving operation is performed by the driver,
Identifying the driver on board the vehicle (S101);
Curve information indicating the shape of the curve in the traveling direction of the vehicle is obtained (S102),
The characteristics of the driving operation performed by the individual driver along the curve are learned as driving characteristic information associated with the curve information and the vehicle speed information (S103, S303),
In the state of automatic driving in which the driving operation is performed by the automatic driving function,
The cumulative boarding time for the vehicle in the automatic driving state is recorded for each driver (S113).
Identifying the driver on board the vehicle (S221);
Acquiring the curve information of the curve in the traveling direction of the vehicle (S223);
The vehicle speed information is obtained (S224),
Selecting the driving characteristic information corresponding to the identified driver on board (S225);
Based on said curve information and the vehicle speed information, using the driving characteristic information selected, determines the timing of the deceleration start of the vehicle in front of the curve (S226),
An automatic driving control method in which the timing of the deceleration start is earlier as the riding time of the driver is shorter .

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