JP6946760B2 - Transfer control device and control program - Google Patents

Description

The disclosure according to this specification relates to a transfer control device and a control program that control the transfer from the automatic driving function to the driver with respect to the control right of the driving operation of the vehicle.

In recent years, vehicles having an automatic driving function capable of performing a driving operation instead of a driver, such as a lane keeping function, have become widespread. In such a vehicle, the control right is transferred from the automatic driving function to the driver. For example, in Patent Document 1, it is determined whether or not the driver can perform a proper driving operation after the driver makes a request for canceling the automatic driving and before the driver takes over the actual driving, and it is determined that the driving operation is proper. A technique for canceling automatic operation is disclosed when the driver does so. The technique disclosed in Patent Document 1 compares a driving operation by a driver with a driving operation judged to be optimal by an automatic driving control device, and is appropriate when the state in which the comparison result is within a certain value continues for a certain period of time. It is judged that the driving operation is good.

Japanese Unexamined Patent Publication No. 2007-196809

However, since each driver has a different driving sensation, the comparison result of the driving operation by the driver and the driving operation judged to be optimal by the automatic driving control device remains within a certain value for a certain period of time. Therefore, it is considered that there are many cases where the driver has not regained the feeling of driving.

One object of this disclosure is to provide a transfer control device and a control program that more reliably enable the driver to transfer control of the driving operation while the driver has regained the feeling of performing the driving operation. be.

The above object is achieved by a combination of the features described in the independent claims, and the sub-claims define further advantageous specific examples of the invention. The reference numerals in parentheses described in the claims indicate, as one embodiment, the correspondence with the specific means described in the embodiments described later, and do not limit the technical scope of the present invention. ..

In order to achieve the above object, the first transfer control device of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. It is a transfer control device that controls the transfer of the control right of the driving operation from the automatic driving function to the driver. The line-of-sight position specifying unit (204) that specifies the line-of-sight position of the driver and the control right of the driving operation are given to the driver. With the target determination unit (206), which determines the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position identification unit after a predetermined set time. , The transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determination unit and the actual driving operation input to the driving operation unit, and the target determination. The transfer permission unit is provided with a display control unit (203) for instructing a driving operation in accordance with the driving operation target determined by the unit, and the transfer permission unit performs the instruction display in the display control unit and then the target determination unit. in accordance to the degree of matching between the actual driving operation inputted to the targeted driving operation unit of the determined driving operation it allows transfer of driving operation of the driver.
In order to achieve the above object, the third transfer control device of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. It is a transfer control device that controls the transfer of the control right of the driving operation from the automatic driving function to the driver. The line-of-sight position specifying unit (204) that specifies the line-of-sight position of the driver and the control right of the driving operation are given to the driver. With the target determination unit (206), which determines the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position identification unit after a predetermined set time. , The transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determination unit and the actual driving operation input to the driving operation unit, and the driver. When trying to transfer the control right of the driving operation, until the control right of the driving operation is transferred from the automatic driving function to the driver, the driving operation by the driver is performed while the driving operation unit and the driving control of the vehicle are separated. It is provided with a simulated operation reception unit (207) that receives an input by a simulated driving operation to the unit.

Further, in order to achieve the above object, the first control program of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. A control program that controls a transfer control device that controls the transfer from the automatic driving function to the driver for the control right of the driving operation, and is a line-of-sight position specifying unit (204) that specifies the line-of-sight position of the driver. And, when trying to transfer the control right of the driving operation to the driver, the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying part after a predetermined set time is set. The target determination unit (206) to be determined, the display control unit (203) for instructing the driving operation according to the target of the driving operation determined by the target determination unit, and the display control unit to display the instruction. Later, it functions as a transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determination unit and the actual driving operation input to the driving operation unit. ..
Further, in order to achieve the above object, the third control program of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. It is a control program that controls a transfer control device that controls the transfer from the automatic driving function to the driver for the control right of the driving operation. And, when trying to transfer the control right of the driving operation to the driver, the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying part after a predetermined set time is set. Transfer that allows the transfer of the driving operation to the driver according to the degree of agreement between the target determining unit (206) to be determined and the driving operation target determined by the target determining unit and the actual driving operation input to the driving operation unit. When the permission unit (209) and the driver are to transfer the control right of the driving operation, the driving operation unit and the driving control of the vehicle are separated until the control right of the driving operation is transferred from the automatic driving function to the driver. In this state, the driver functions as a simulated operation receiving unit (207) that receives an input by a simulated driving operation to the driving operation unit.

According to this, the target of the driving operation for the vehicle to reach the position on the road corresponding to the line-of-sight position of the driver specified by the line-of-sight position specifying unit after a predetermined set time and the actual driving input to the driving operation unit. The transfer of the driving operation to the driver is permitted according to the degree of agreement with the operation. In general, the driver looks at the next point to be reached before driving. Therefore, if the driving operation for the vehicle to reach the position on the road corresponding to the driver's line-of-sight position after a predetermined set time is set as the driving operation target of the driver, the driving sensation that the driver has uniquely is followed. It becomes possible to determine the target of the driving operation. Then, according to the above configuration, the transfer of the driving operation to the driver is permitted according to the degree of agreement between the target of the driving operation and the actual driving operation input to the driving operation unit, so that each driver is unique. When the driver regains the driving sensation he has, it is possible to transfer the control right of the driving operation to the driver. As a result, it becomes possible to more reliably transfer the control right of the driving operation to the driver while the driver has regained the feeling of performing the driving operation.

In order to achieve the above object, the second transfer control device of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. It is a transfer control device that controls the transfer of the control right of the driving operation from the automatic driving function to the driver. The line-of-sight position specifying unit (204) that specifies the line-of-sight position of the driver and the control right of the driving operation are given to the driver. With the target determination unit (206), which determines the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position identification unit after a predetermined set time. , A display control unit (203) for instructing a driving operation in accordance with a driving operation target determined by the target determining unit, and a transfer permission unit (209) for permitting the transfer of the driving operation to the driver. In preparation for this, the transfer permission unit permits the transfer of the driving operation to the driver, provided that the display control unit has performed the teaching display, at least as one of the conditions.

Further, in order to achieve the above object, the second control program of the present invention is a vehicle having an automatic driving function capable of performing a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver. A control program that controls a transfer control device that controls the transfer from the automatic driving function to the driver for the control right of the driving operation, and is a line-of-sight position specifying unit (204) that specifies the line-of-sight position of the driver. And, when trying to transfer the control right of the driving operation to the driver, the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying part after a predetermined set time is set. The target determination unit (206) to be determined, the display control unit (203) for instructing the driving operation according to the target of the driving operation determined by the target determination unit, and the display control unit to display the instruction. This is at least one of the conditions, and the driver is made to function as a transfer permission unit (209) that permits the transfer of the driving operation to the driver.

According to this, a teaching display for teaching a driving operation according to a driving operation target for the vehicle to reach a position on the road corresponding to the line-of-sight position of the driver specified by the line-of-sight position specifying unit after a predetermined set time is displayed. I will let you do it. In general, the driver looks at the next point to be reached before driving. Therefore, if the driving operation for the vehicle to reach the position on the road corresponding to the driver's line-of-sight position after a predetermined set time is set as the driving operation target of the driver, the driving sensation that the driver has uniquely is followed. It becomes possible to determine the target of the driving operation. Then, according to the above configuration, the instruction display for teaching the driving operation according to the goal of the driving operation is performed. Therefore, the instruction display causes the driver to regain the driving sensation unique to each driver. Becomes possible. As a result, it becomes possible to more reliably transfer the control right of the driving operation to the driver while the driver has regained the feeling of performing the driving operation.

It is a figure which shows an example of the schematic structure of the vehicle system 1. It is a figure which shows the example of mounting HUD230 in a vehicle. It is a figure which shows an example of the schematic structure of HCU 20. It is a figure for demonstrating the identification of the line-of-sight position. It is a figure for demonstrating the relationship between the change of the line-of-sight direction of a driver, and the change of a driving operation. It is a figure which shows an example of a teaching display. It is a figure which shows an example of a teaching display. It is a flowchart which shows an example of the flow of transfer-related processing in HCU20. It is a flowchart which shows an example of the flow of the 1st operation return sequence in the transfer-related processing. It is a flowchart which shows an example of the flow of the 2nd operation return sequence in the transfer-related processing. It is a figure which shows an example of the display on the HUD230 when it is determined that it cannot be restored. It is a flowchart which shows an example of the flow of the support sequence after returning to operation in the transfer-related processing.

A plurality of embodiments for disclosure will be described with reference to the drawings. For convenience of explanation, the parts having the same functions as the parts shown in the drawings used in the explanations up to that point may be designated by the same reference numerals and the description thereof may be omitted. be. For the parts with the same reference numerals, the description in other embodiments can be referred to.

(Embodiment 1)
<Outline configuration of vehicle system 1>
Hereinafter, this embodiment will be described with reference to the drawings. The vehicle system 1 shown in FIG. 1 is used in a vehicle such as an automobile, and has an HMI (Human Machine Interface) system 2, a locator 3, a map database (hereinafter, map DB) 4, a vehicle status sensor 5, a vehicle control ECU 6, and the like. It includes a peripheral monitoring sensor 7 and an automatic operation ECU 8. It is assumed that the HMI system 2, the locator 3, the map DB 4, the vehicle status sensor 5, the vehicle control ECU 6, and the automatic driving ECU 8 are connected to, for example, an in-vehicle LAN. Hereinafter, the vehicle using the vehicle system 1 is referred to as a own vehicle.

The locator 3 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from a plurality of artificial satellites. The inertial sensor includes, for example, a gyro sensor and an acceleration sensor. The locator 3 sequentially positions the vehicle position of the own vehicle equipped with the locator 3 by combining the positioning signal received by the GNSS receiver and the measurement result of the inertial sensor. The vehicle position may be determined by using the mileage obtained from the signals sequentially output from the vehicle speed sensor mounted on the own vehicle.

The map DB 4 is, for example, a non-volatile memory, and stores map data such as link data, node data, road shape, and structures. The map data may be a three-dimensional map composed of point clouds of road shapes and feature points of structures. The map data may be acquired from the outside of the own vehicle using a communication module.

The vehicle state sensor 5 is a group of sensors for detecting a running state, an operating state, and the like of the own vehicle. The vehicle condition sensor 5 includes a vehicle speed sensor that detects the vehicle speed of the own vehicle, a steering sensor that detects the steering angle of the steering of the own vehicle, and a throttle valve that detects the opening degree of the throttle valve of the own vehicle (hereinafter referred to as the valve opening degree). There are sensors, an accelerator opening sensor that detects the opening degree of the accelerator pedal of the own vehicle, a brake stroke sensor that detects the amount of depression of the brake pedal of the own vehicle, a shift position sensor that detects the shift position of the own vehicle, and the like. The vehicle condition sensor 5 outputs the detection result to the in-vehicle LAN. The detection result of the vehicle state sensor 5 may be output to the vehicle LAN via the ECU mounted on the own vehicle.

The vehicle control ECU 6 is an electronic control device that performs acceleration / deceleration control and / or steering control of the own vehicle. The vehicle control ECU 6 includes a steering wheel ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, a brake pedal ECU, a shift lever ECU, and the like. For example, when the own vehicle is a gasoline vehicle, the throttle ECU may be used as the power unit control ECU. Hereinafter, the case where the own vehicle is a gasoline vehicle will be described as an example. The vehicle control ECU 6 performs acceleration / deceleration control and / or steering control of the own vehicle by outputting control signals to each travel control device such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor.

The peripheral monitoring sensor 7 detects stationary objects and moving objects around the own vehicle, and detects road markings such as traveling lane markings. The peripheral monitoring sensor 7 may be configured to use a front camera 70 whose imaging range is a predetermined range in front of the own vehicle. For example, the front camera 70 may be provided on the rearview mirror 11 (see FIG. 2) of the own vehicle. The front camera 70 may be provided on the upper surface of the instrument panel 12 (see FIG. 2) of the own vehicle. As the peripheral monitoring sensor 7, a camera that captures images other than the front of the own vehicle may be used, or a millimeter-wave radar, sonar, LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), or the like may be used.

By controlling the vehicle control ECU 6, the automatic driving ECU 8 executes an automatic driving function that substitutes for the driving operation by the driver. The automatic driving ECU 8 determines the driving environment of the own vehicle from the detection results of the peripheral monitoring sensor 7 such as the vehicle position of the own vehicle acquired from the locator 3, the map data acquired from the map DB 4, and the front image captured by the front camera 70. Recognize. As an example, the shape and moving state of an object around the own vehicle are recognized from the detection result of the peripheral monitoring sensor 7, and the shape of the marking around the own vehicle is recognized. Then, by combining with the vehicle position and map data of the own vehicle, a virtual space that reproduces the actual driving environment in three dimensions is generated.

Further, the automatic driving ECU 8 generates a driving plan for automatically driving the own vehicle by the automatic driving function based on the recognized driving environment. As the travel plan, a long- to medium-term travel plan and a short-term travel plan are generated. In the long- and medium-term driving plan, a route for directing the vehicle to a set destination is generated. In the short-term travel plan, the generated virtual space around the own vehicle is used to generate a planned travel locus for realizing the travel according to the long- to medium-term travel plan. Specifically, it determines the execution of steering for changing lanes, acceleration / deceleration for speed adjustment, steering and braking for avoiding obstacles, and the like. In addition, if information such as weather, traffic regulation, traffic congestion, and the number of manually driven vehicles can be obtained from an external terminal of the own vehicle via the communication module, use this information to make a long- to medium-term driving plan. It may be configured to update dynamically sequentially.

Then, the automatic driving ECU 8 performs automatic driving by performing acceleration / deceleration control and / or steering control of the own vehicle in cooperation with the vehicle control ECU 30 according to the generated travel plan. The automatic driving ECU 8 may automatically perform a part of acceleration / deceleration control and steering control of the own vehicle as automatic driving, but thereafter, when the acceleration / deceleration control and steering control of the own vehicle are automatically performed. Will be described as an example. It is assumed that the automatic operation performed by the automatic operation ECU 8 can be switched to manual operation.

At the time of manual driving, the automatic driving function of the automatic driving ECU 8 is stopped, and the driver controls the running of the own vehicle. At the time of manual driving, the vehicle control ECU 6 generates a control signal having a content according to the detection signal acquired from the vehicle state sensor 5, and outputs the control signal to each travel control device. During automatic driving, the running automatic driving function controls the driving of the own vehicle. At the time of automatic driving, the vehicle control ECU 6 generates a control signal having contents according to the vehicle control information acquired from the automatic driving ECU 8, and outputs the control signal to each traveling control device.

The HMI system 2 includes an HCU (Human Machine Interface Control Unit) 20, an operating device 21, a DSM (Driver Status Monitor) 22, a display device 23, an audio output device 24, a steering unit 25, and a pedal unit 26. The operation device 21 is a group of switches operated by the driver of the own vehicle. The operating device 21 is used to make various settings. For example, as the operation device 21, there is a steering switch or the like provided on the spoke portion of the steering of the own vehicle.

The DSM 22 is composed of a near-infrared light source, a near-infrared camera, a control unit for controlling them, and the like. The DSM 22 is arranged in a posture in which the near-infrared camera is directed toward the driver's seat side of the own vehicle, for example, on the steering column cover, the upper surface of the instrument panel 12 (see FIG. 2), or the like. The DSM 22 uses a near-infrared camera to photograph the head of the driver irradiated with near-infrared light by a near-infrared light source. The image captured by the near-infrared camera is image-analyzed by the control unit. The control unit detects, for example, the driver's face direction and line-of-sight direction from the captured image.

As an example, the DSM 22 detects parts such as the contour of the face, eyes, nose, and mouth by image recognition processing from the captured image obtained by capturing the driver's face with a near-infrared camera. Then, the face orientation of the driver is detected from the relative positional relationship of each part. Further, as an example, the DSM23 detects the driver's pupil and corneal reflex by image recognition processing from the captured image obtained by capturing the driver's face with a near-infrared camera, and the positional relationship between the detected pupil and the corneal reflex and the driver. The direction of the line of sight with respect to the reference position in the vehicle interior is detected from the direction of the face. The reference position may be, for example, the installation position of the near-infrared camera. The DSM 22 outputs the detected information in the line-of-sight direction to the HCU 20.

The DSM 22 may estimate the driver's feelings that the driver is anxious from the shape characteristics of the face portion and the like. In addition, the DSM22 detects eye closure by calculating the change in eyelid shape as the degree of eye opening, and changes in the degree of eye closure over time, the shape characteristics of the face part, and the change over time in the face part. The degree of drowsiness of the driver may be detected from the above.

As the display device 23, a head-up display (hereinafter, HUD) 230 is used. Here, the HUD 230 will be described with reference to FIG. As shown in FIG. 2, the HUD 230 is provided on the instrument panel 12 of the own vehicle. The HUD 230 forms a display image based on the image data output from the HCU 20 by, for example, a liquid crystal display type or a scanning type projector 231.

The HUD 230 projects the display image formed by the projector 231 onto a projection area defined on the front windshield 10 as a projection member through an optical system 232 such as a concave mirror. The projection area is, for example, located in front of the driver's seat. The luminous flux of the display image reflected on the vehicle interior side by the front windshield 10 is perceived by the driver seated in the driver's seat. Further, the luminous flux from the foreground as a landscape existing in front of the own vehicle, which has passed through the front windshield 10 formed of the translucent glass, is also perceived by the driver seated in the driver's seat. As a result, the driver can visually recognize the virtual image 100 of the display image formed in front of the front windshield 10 by superimposing it on a part of the foreground. That is, the HUD 220 superimposes and displays the virtual image 100 on the foreground of the own vehicle, and realizes a so-called AR (Augmented Reality) display.

The projection member on which the HUD 230 projects the display image is not limited to the front windshield 10, and may be a translucent combiner. Further, as the display device 23, a device for displaying an image other than the HUD 230 may be used. As an example, there are a combination meter, a CID (Center Information Display) and the like. Further, as the audio output device 25, for example, an audio speaker or the like may be used.

The steering unit 25 is a mechanism related to the operation of the steering wheel 13 (see FIG. 2) of the own vehicle, and includes an actuator 250 and an interlocking switching unit 251. The steering wheel 13 corresponds to the driving operation unit of the claim. The actuator 250 is a drive unit that applies torque to a steering shaft that rotatably supports the steering wheel of the own vehicle. The actuator 250 increases or decreases the steering reaction force felt by the driver as resistance through the steering wheel by changing the direction and magnitude of the torque applied to the steering shaft. In addition, the actuator 250 generates a pseudo steering reaction force by the torque applied to the steering shaft. The interlocking switching unit 251 switches between an interlocking state in which the steering wheel of the own vehicle is steered by inputting a steering operation to the steering wheel of the own vehicle and a non-interlocking state in which the steering wheel is separated from the steering of the own vehicle. It is a mechanical part. The interlocking switching unit 251 switches the steering wheel to the non-interlocking state when the steering operation is performed by the automatic driving ECU 8.

The pedal unit 26 is a mechanism related to the operation of the accelerator pedal 14 (see FIG. 2) of the own vehicle, and includes an actuator 260 and an interlocking switching unit 261. The accelerator pedal 14 also corresponds to the operation unit according to the claim. The actuator 260 is a drive unit that generates a pseudo operating reaction force on the accelerator pedal of the own vehicle. As an example, as the actuator 260, a motor or the like that operates the accelerator pedal in the direction opposite to the depression direction of the accelerator pedal may be used. The actuator 260 may use hydraulic pressure. The interlocking switching unit 261 is a mechanism unit that switches between an interlocking state in which the own vehicle is accelerated / decelerated by an operation input to the accelerator pedal of the own vehicle and a non-interlocking state in which the accelerator pedal is disconnected from the acceleration / deceleration of the own vehicle. The interlocking switching unit 261 switches the accelerator pedal to the non-interlocking state when the acceleration / deceleration operation is performed by the automatic driving ECU 8.

The pedal unit 26 can be applied not only to the accelerator pedal but also to the brake pedal, but the case where the pedal unit 26 is not applied to the brake pedal will be described below as an example. This brake pedal also corresponds to the driving operation unit of the claim. Further, other than the driving operation unit such as the steering wheel and the pedal, a similar unit may be provided. For example, the shift lever may also be configured to include an actuator that generates a pseudo operation reaction force and a unit that includes an interlocking switching unit. The interlocking switching unit for the shift lever may be configured to switch between an interlocking state in which the gear ratio is switched by the operation input of the shift lever and a non-interlocking state in which the shift lever is separated from the switching of the gear ratio.

The HCU 20 is mainly composed of a microcomputer equipped with a processor, a memory, an I / O, and a bus connecting these, and includes an operation device 21, a DSM 22, a display device 23, an audio output device 24, a steering unit 25, a pedal unit 26, and an inside of a vehicle. It is connected to the LAN. The memory referred to here is a non-transitory tangible storage medium that stores programs and data that can be read by a computer non-transiently. Further, the non-transitional substantive storage medium is realized by a semiconductor memory, a magnetic disk, or the like. The HCU 20 realizes various functions by executing the control program stored in the memory.

For example, the HCU 20 realizes, as one of the functions, a function related to transfer from the automatic driving function regarding the control right of the driving operation to the driver (hereinafter, transfer-related function). The HCU 20 corresponds to the transfer control device of the claim, and the control program for realizing the transfer-related function of the HCU 20 corresponds to the control program of the claim. The configuration of the HCU 20 regarding transfer-related functions will be described in detail below.

<Outline configuration of HCU20>
Here, the schematic configuration of the HCU 20 will be described with reference to FIG. As shown in FIG. 3, the HCU 20 has a driving change request unit 201, a presentation control unit 202, a line-of-sight position identification unit 204, an anxiety detection unit 205, a target determination unit 206, a simulated operation reception unit 207, and a pseudo counter. A force control unit 208 and a returnability determination unit 209 are provided as functional blocks. A part or all of the functions executed by the HCU 20 may be configured in hardware by one or a plurality of ICs or the like. Further, a part or all of the functional blocks included in the HCU 20 may be realized by a combination of software execution by a processor and hardware members.

When the driving change requesting unit 201 determines that it is necessary to transfer the control right of the driving operation from the automatic driving function to the driver (hereinafter, simply driving change) during automatic driving, the driving change requesting unit 201 directs the driver to the driving change. (Hereinafter referred to as TOR: Take Over Requests) is made to be made from the presentation control unit 202. As an example, the driving change requesting unit 201 may be configured to perform TOR by determining that a driving change is necessary when the automatic driving section in the long- to medium-term running plan generated by the automatic driving ECU 8 ends. This driving change is a planned driving change. Further, the operation change requesting unit 201 may be configured to perform TOR by determining that the operation change is necessary when a situation in which it is desirable to stop the automatic operation suddenly occurs. This driving change is an unplanned driving change. As a situation in which it is desirable to stop the automatic operation that occurs suddenly, for example, there is a case where a decrease in sensing accuracy of the peripheral monitoring sensor 7 or an abnormality of the peripheral monitoring sensor 7 is detected. In addition, there is a case where an environmental abnormality such as heavy rain or thick fog whose sensing accuracy cannot be guaranteed by the peripheral monitoring sensor 7 is detected. In addition, there is a case where it is necessary to change lanes in order to avoid obstacles in front of the vehicle, but the situation in the adjacent lane detects a situation in which it is difficult to change lanes.

The presentation control unit 202 controls an information presentation device such as a display device 23 and an audio output device 24 to present information. The presentation control unit 202 receives an instruction from the operation change request unit 201 and performs TOR. As an example of TOR, a text requesting a driving change is displayed on the display device 23, a voice is output from the voice output device 24, or an image such as an icon indicating that a driving change is requested is displayed on the display device 23. There are examples such as. The display control unit 203 of the presentation control unit 202 controls the display on the display device 23.

The line-of-sight position specifying unit 204 specifies the line-of-sight position of the driver of the own vehicle. The line-of-sight position specified by the line-of-sight position specifying unit 204 may be, for example, the line-of-sight position in the image captured by the front camera 70 (hereinafter referred to as the foreground image). As an example, the line-of-sight position specifying unit 204 uses the correspondence between the line-of-sight direction detected by the DSM 22 and the line-of-sight position in the foreground image, which is stored in the non-volatile memory of the HCU 20 in advance. The configuration may be such that the position is specified.

Further, the line-of-sight position specifying unit 204 is in the line-of-sight direction sequentially detected by the DSM 22 in order to enable the driver to more reliably grasp the intention of the driving action to drive the own vehicle along the traveling path. It is preferable to specify the line-of-sight position based on the distribution. For example, the line-of-sight position specifying unit 204 sets the line-of-sight position CP corresponding to the median value of this distribution based on the distribution of the line-of-sight positions corresponding to each of the line-of-sight directions sequentially detected by the DSM 22. , It may be specified as the line-of-sight position. The black circles in FIG. 4 indicate the line-of-sight positions corresponding to the line-of-sight directions sequentially detected by the DSM 22. Further, as shown in FIG. 4, the average value of the line-of-sight positions in the frame Fr where the line-of-sight is concentrated may be specified as the line-of-sight position. The average value of the line-of-sight positions within the frame Fr may be an average value of the line-of-sight positions within an approximate value within a certain threshold value. Alternatively, the line-of-sight position corresponding to the average value of the distribution may be specified as the line-of-sight position. With these configurations, it becomes possible to remove noise (that is, discrete value) at the line-of-sight position that deviates from the tendency of the line-of-sight position indicating the driving behavior, such as a momentary look away, and more reliably the intention of the driver's driving behavior. It becomes possible to specify the line-of-sight position that can be captured.

The anxiety detection unit 205 detects a trigger indicating the driver's anxiety. As an example, when the driver is estimated to be anxious by the DSM22, a trigger indicating the driver's anxiety may be detected. Further, the operation device 21 may be configured to detect a trigger indicating the driver's anxiety based on the operation of the switch for the driver to self-report that there is anxiety. In addition, when the DSM22 estimates that the driver is uneasy, the presentation control unit 202 inquires about the presence or absence of anxiety from the display device 23 and / or the audio output device 24, and the operation device 21 responds that there is anxiety. It may be configured to detect a trigger indicating anxiety of the driver when the driver receives an anxiety.

The target determination unit 206 determines a driving operation target for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position identification unit 204 after a predetermined set time when the driving change is to be performed. do. The position on the road corresponding to the line-of-sight position may be obtained in the same manner as the conversion from the position in the front image when the automatic driving ECU 8 recognizes the traveling environment to the position in the virtual space around the own vehicle. Further, the predetermined set time may be a time corresponding to a time lag of a change in the driving operation that occurs later in response to a change in the line-of-sight direction of the driver during manual operation, and may be, for example, 2 seconds.

Here, the relationship between the change in the line-of-sight direction of the driver and the change in the driving operation will be described with reference to FIG. In FIG. 5, the measurement result in the line-of-sight direction is delayed by 2 seconds, and the time change in the left and right line-of-sight directions of the driver during manual operation (see A in FIG. 5) and the time change of the steering angle due to the steering operation during manual operation (see A in FIG. 5). (See B in FIG. 5). From FIG. 5, it can be seen that the same change in driving operation is delayed according to the change in the line-of-sight direction of the driver during manual operation. This correspondence is established regardless of the vehicle speed. Therefore, by determining the driving operation target for the vehicle to reach the position on the road corresponding to the line-of-sight position after a predetermined set time, the driving operation similar to that performed by the driver during manual driving can be performed. The target determination unit 206 can determine the target of the driving operation.

As an example, the target determination unit 206 sets the line-of-sight position specified by the line-of-sight position identification unit 204 as the arrival point during the driving sensation recovery training. Then, the driving operation target such as the steering angle and the amount of change in the vehicle speed required to reach the arrival point after the above-mentioned set time from the current position may be determined. The driving operation target such as the steering angle and the amount of change in the vehicle speed may be a stepwise target for each elapsed time. The target of the driving operation may be determined by operating at a constant acceleration, may be determined by modeling a change in the steering angle and the vehicle speed during manual driving, or may be determined by using the steering angle and vehicle speed during automatic driving as a model. It may be determined by using the change of the model as a model. It should be noted that the driving operation target may include the switching of the gear ratio.

When the target of the driving operation is determined by the target determining unit 206, the display control unit 203 causes the display device 23 to perform a teaching display for teaching the driving operation according to the determined target of the driving operation. As an example, the teaching display may be superimposed and displayed in the foreground by using the HUD 230. According to this, the driver can receive the instruction of the driving operation while keeping the line of sight in front of the own vehicle. Therefore, the driver drives with the line of sight in front of the own vehicle as in the actual driving operation. The operation can be performed, and it becomes easier to regain the driving feeling. The teaching display may be configured to be performed by a display device 23 other than the HUD 230, but in the following, a case where the teaching display is superimposed and displayed in the foreground using the HUD 230 will be described as an example.

For example, as shown in Tx of FIG. 6, a teaching display in which the target of the driving operation such as "depress the accelerator pedal to the arrival point and accelerate to 100 km / h" in text may be superimposed and displayed in the foreground. It should be noted that the guideline of the steering amount may also be expressed in text.

In addition, it is preferable to superimpose a teaching display on the foreground, which allows the driver to perform a driving operation according to the displayed image. For example, as shown in Tl of FIG. 6, a teaching display indicating a traveling locus to be a target to the arrival point may be superimposed and displayed in the foreground. It is preferable to display the line-of-sight position as well, as the arrival point, which is the line-of-sight position in Tl of FIG. 6, is represented by the tip position of the arrowhead. In addition, a teaching display that teaches the steering range of the target steering wheel up to the arrival point may be superimposed and displayed in the foreground. As an example, as shown in Ts of FIG. 6, an image imitating a steering wheel rotated in a target steering range may be displayed. It should be noted that the configuration is not limited to the configuration in which all of the teaching displays described above are performed, and a configuration in which a part of the teaching displays described above is performed may be used. Further, when the target determination unit 206 determines the target of the stepwise driving operation for each elapsed time, the display control unit 203 sequentially updates the teaching display according to the target of the stepwise driving operation. do it.

The simulated operation reception unit 207 simulates the steering wheel 13 and the accelerator pedal 14 in the above-mentioned non-interlocking state by the driver until the control right of the driving operation is transferred from the automatic driving function to the driver when the driving is to be changed. Accepts input by typical driving operation. As an example, as an input by operating the steering wheel 13, an input of a steering angle is received from the steering sensor of the vehicle state sensor 5. Further, as an input by operating the accelerator pedal 14, an input of an accelerator opening degree from the accelerator opening degree sensor of the vehicle state sensor 5 is accepted. As an input by operating the brake pedal, an input of the amount of depression of the brake pedal from the brake stroke sensor in the vehicle state sensor 5 may be accepted. Further, as an input by operating the shift lever, an input of the shift position from the shift position sensor in the vehicle state sensor 5 may be accepted.

Further, the display control unit 203 actually refers to the driving operation target based on the input by the simulated driving operation received by the simulated operation receiving unit 207 and the driving operation target determined by the target determining unit 206. The display device 23 is made to display a teaching display indicating a deviation of the driving operation. For example, with respect to the steering operation, a teaching display indicating a deviation of the input of the steering angle received by the simulated operation reception unit 207 (that is, a deviation of the steering amount) is performed with respect to the target of the steering angle. Further, regarding the acceleration / deceleration operation, a teaching display indicating a deviation of the input of the accelerator opening received by the simulated operation reception unit 207 (that is, a deviation of the acceleration / deceleration operation amount) is performed with respect to the target of the accelerator opening. Regarding the acceleration / deceleration operation, a teaching display indicating a deviation of the input of the brake pedal depression amount received by the simulated operation reception unit 207 may be performed with respect to the target of the brake pedal depression amount.

Here, an example of a teaching display showing a deviation of the actual driving operation with respect to the target of the driving operation will be described with reference to FIG. 7. The Tx, Tl, and Ts of FIG. 7 are the same as those of FIG. Tp in FIG. 7 represents a teaching display indicating a deviation of the actual driving operation with respect to the target of the driving operation. The SW of Tp represents the deviation of the input of the steering angle received by the simulated operation reception unit 207 with respect to the target of the steering angle, and the PW of Tp is received by the simulated operation reception unit 207 with respect to the target of the accelerator opening. It represents the deviation of the input of the accelerator opening.

As an example, the deviation from the target may be represented by a bar graph in the positive direction and the negative direction as shown in FIG. For example, in the case of a deviation in the direction of insufficient steering, a negative bar graph of the magnitude corresponding to the deviation indicates the insufficient steering amount, and in the case of a deviation in the direction of excessive steering, the positive direction according to the deviation. The excess steering amount may be indicated by the bar graph of. In addition, if the accelerator pedal is deviated in a direction that is insufficient, a bar graph in the negative direction that corresponds to the deviation indicates the amount of pedal operation that is insufficient, and if there is a deviation in a direction that requires deceleration, the deviation is displayed. The excess pedal operation amount may be indicated by the corresponding positive bar graph. If the configuration is such that the input deviation of the brake pedal depression amount with respect to the target is also taught and displayed, a red bar graph is used when acceleration with the accelerator pedal is required, while deceleration with the brake pedal is required. In such a case, the display mode may be switched, such as switching to a blue bar graph.

In the above-mentioned non-interlocking state, the pseudo reaction force control unit 208 applies a pseudo reaction force according to the input by the simulated operation operation received by the simulated operation reception unit 207 from the actuators 250 and 260 to the steering wheel 13 and the accelerator pedal. Let 14 give. The pseudo reaction force control unit 208 is configured to give a reaction force proportional to the input by the simulated driving operation received by the simulated operation receiving unit 207 so that an operation feeling having the same quality as the driving feeling during manual operation can be obtained. do it. For the ratio of the input by the driving operation and the reaction force, a value obtained in advance by an experiment or the like may be used for each type of the driving operation unit so that a realistic driving feeling at the time of the actual driving operation can be obtained. According to this, the pseudo reaction force applied to the driving operation unit by the pseudo reaction force control unit 208 makes it possible for the driver to regain the driving feeling at the time of manual operation.

When the vehicle system 1 can acquire information about the sensitivity characteristics of each driver to the reaction force, the pseudo reaction force control unit 208 has a pseudo reaction force suitable for each driver according to the sensitivity characteristics. May be given.

The return possibility determination unit 209 performs a driving operation from the automatic driving function to the driver based on the driving operation target determined by the target determining unit 206 and the input by the simulated driving operation received by the simulated operation receiving unit 207. It is determined whether or not the transfer of control right of the above (hereinafter referred to as "returnability") is possible. Specifically, when the target of the above-mentioned driving operation and the actual driving operation have a degree of coincidence within a degree of deviation that can be said to have restored the driving sensation, it may be determined that the vehicle can be restored. As an example, if the deviation of the actual driving operation from the target of the driving operation is less than the threshold value indicating the unrecovered driving sensation, it is determined that the vehicle can be restored, and if it exceeds this threshold value, it is determined that the vehicle cannot be restored. Just do it. The threshold value referred to here may be configured to be set in advance by an experiment or the like. When the target determination unit 206 determines the target of the stepwise driving operation for each elapsed time, whether or not the value obtained by integrating the deviation of the actual driving operation with respect to the target of the stepwise driving operation is less than the threshold value. It may be configured to determine whether or not the return is possible according to the above.

Further, the return possibility determination unit 209 may determine the return possibility as follows. For example, for the steering operation, the line-of-sight direction α ° when the line-of-sight position set as the arrival point is specified by the target determination unit 206, the actual steering angle δ ° when the own vehicle reaches this arrival point, and the coefficient K in α. When the deviation between the result of multiplying by and δ is less than the threshold value, it may be determined that recovery is possible. K is a coefficient corresponding to the ratio of the steering change delayed from the change in the line-of-sight direction for the predetermined set time described above. Regarding the acceleration / deceleration operation, the deviation between the vehicle speed and the actual vehicle speed is less than the threshold value when the constant acceleration linear motion is performed for the predetermined set time described above up to the target speed at the line-of-sight position set as the arrival point by the target determination unit 206. If it is, it may be determined that the return is possible.

Then, when the return possibility determination unit 209 determines that the return is possible, the transfer of the driving operation from the automatic driving function to the driver is permitted. Therefore, the return possibility determination unit 209 corresponds to the transfer permission unit of the claim. When the returnability determination unit 209 permits the transfer of the driving operation from the automatic driving function to the driver, the HCU 20 transfers the control right of the driving operation from the automatic driving function to the driver. When the control right of the driving operation is transferred to the driver, the interlocking switching units 251,261 are switched to the interlocking state, and the driving operation of the own vehicle by manual driving becomes possible. On the other hand, when the return possibility determination unit 209 determines that the return is not possible, the presentation control unit 202 may be configured to present information for the driver to confirm the error. The details of the processing when it is determined that recovery is not possible will be described later.

<Transfer-related processing in HCU20>
Subsequently, an example of the flow of processing related to the transfer-related function in the HCU 20 (hereinafter, transfer-related processing) will be described with reference to the flowcharts of FIGS. 8 to 10 and 12. The flowchart of FIG. 8 may be configured to start when the automatic operation ECU 8 starts executing the automatic operation function.

First, in step S1, when the operation change requesting unit 201 performs TOR (YES in S1), the process proceeds to step S2. On the other hand, when TOR is not performed (NO in S1), the process proceeds to step S3. In step S2, the first operation return sequence is performed, and the process proceeds to step S6.

Here, the first operation return sequence will be described with reference to the flowchart of FIG. First, in step S21, when the HCU 20 detects the driver's approval for TOR (YES in S21), the process proceeds to step S23. On the other hand, if the driver's approval for TOR is not detected (NO in S21), the process proceeds to step S22. As an example, when the sensor that detects the grip of the steering wheel 13 detects that the driver has gripped the steering wheel 13, the driver's approval for TOR may be detected. In addition, when the switch for transmitting the intention of permission to the driver of the operating device 21 is operated, the driver's approval for TOR may be detected.

In step S22, if the elapsed time from the TOR is performed exceeds the time limit and a time-out occurs (YES in S22), it is assumed that the vehicle cannot recover from the automatic operation, and the process proceeds to step S6. On the other hand, if the time-out has not occurred (NO in S22), the process returns to S21 and the process is repeated. The time limit is a time limit from the automatic driving function to the execution of the transfer or evacuation action of the driver to the driving operation, and is a time that can be arbitrarily set. The elapsed time after the TOR is performed may be counted by the timer circuit of the HCU 20 or the like.

In step S23, when the HCU 20 detects that the driver has taken a driving posture (YES in S23), the process proceeds to step S25. On the other hand, if it is not detected that the driver has taken the driving posture (NO in S23), the process proceeds to step S24. As an example, when the face direction detected by the DSM 22 is facing forward, it may be detected that the driver has taken a driving posture. Alternatively, the configuration may be such that when the switch for notifying that the driver of the operating device 21 has taken the driving posture is operated, it is detected that the driver has taken the driving posture.

In step S24, in the same manner as in S22, if the elapsed time from the TOR is performed exceeds the time limit and a time-out occurs (YES in S24), it is assumed that the vehicle cannot recover from the automatic operation, and the process proceeds to step S6. Move. On the other hand, if the time-out has not occurred (NO in S24), the process returns to S23 and the process is repeated.

In step S25, the line-of-sight position specifying unit 204 is based on the distribution of the line-of-sight directions for the most recent fixed period after detecting that the driver has taken a driving posture among the line-of-sight directions sequentially detected by the DSM 22. Specify the line-of-sight position. The fixed period referred to here is preferably a time that can be arbitrarily set and a number of samples that can more reliably grasp the intention of the driving behavior except for the discrete value can be obtained.

In step S26, if the line-of-sight position specified in S25 is on the road in the driving environment recognized by the automatic driving ECU 8 (YES in S26), the process proceeds to step S28. On the other hand, when the line-of-sight position specified in S25 is not on this road (NO in S26), the process proceeds to step S27. In step S27, in the same manner as in S22, if the elapsed time from the TOR is performed exceeds the time limit and a time-out occurs (YES in S27), it is assumed that the vehicle cannot recover from the automatic operation, and the process proceeds to step S6. Move. On the other hand, if the time-out has not occurred (NO in S27), the process returns to S25 and the process is repeated.

In step S28, if the line-of-sight position specified in S25 is at the end of the curve that requires steering operation in the driving environment recognized by the automatic driving ECU 8 (YES in S28), the process proceeds to step S30. On the other hand, when the line-of-sight position specified in S25 is not at the end of this curve (NO in S28), the process proceeds to step S29. As an example, the end of the curve may be a point on the path where, for example, the curvature changes to a value determined to be a straight line. The process of S28 is preferable in order to exclude the line-of-sight position and the like in a loose state and use the line-of-sight position that more reliably indicates the intention of the driving behavior for the subsequent determination, but the process of S28 to S29 may be omitted. good.

In step S29, in the same manner as in S22, if the elapsed time from the TOR is performed exceeds the time limit and a time-out occurs (YES in S29), it is assumed that the vehicle cannot recover from the automatic operation, and the process proceeds to step S6. Move. On the other hand, if the time-out has not occurred (NO in S29), the process returns to S25 and the process is repeated.

In step S30, the target determination unit 206 determines a driving operation target for the own vehicle to reach a position on the road corresponding to the line-of-sight position specified in S25 after a predetermined set time. In step S31, the display control unit 203 causes the display device 23 to perform a teaching display for teaching the driving operation according to the driving operation target determined in S30.

In step S32, the return possibility determination unit 209 determines whether or not the return is possible based on the target of the driving operation determined in S30 and the input by the simulated driving operation received by the simulated operation reception unit 207. Then, when it is determined that the return is possible (YES in S32), the process proceeds to step S33, and in step S33, the process proceeds to step S6 assuming that the return is possible. On the other hand, if it is determined that recovery is not possible (NO in S32), the process proceeds to step S34.

In step S34, in the same manner as in S22, if the elapsed time from the TOR is performed exceeds the time limit and a time-out occurs (YES in S34), the process proceeds to step S35, and in step S35, recovery is not possible. To step S6. On the other hand, if the time-out has not occurred (NO in S34), the process returns to S25 and the process is repeated. It should be noted that the presentation control unit 202 may be configured to present information for the driver to confirm an error each time the recovery possibility determination unit 209 determines that the recovery is not possible until the time-out occurs in S34. As an example, an alarm may be output by voice from the voice output device 24, or a warning may be displayed by the display device 23.

Returning to FIG. 8, in step S3, which is a process executed when TOR is not performed in S1, when the HCU 20 detects an intention to override (hereinafter, OR) by the driver (YES in S3), step S4 is performed. Move. On the other hand, if the OR intention is not detected (NO in S3), the process proceeds to step S5. As an example, the HCU 20 may be configured to detect the OR intention when the switch for notifying that the driver of the operating device 21 is OR is operated. Alternatively, the OR intention may be detected when the driver detects that the driver has gripped the steering wheel 13 with the sensor that detects the grip of the steering wheel 13.

In step S4, the second operation return sequence is performed, and the process proceeds to step S6. Here, the second operation return sequence will be described with reference to the flowchart of FIG. The processes from step S41 to step S53 are the same as the processes from S23 to S35 of the first operation return sequence described above. In the second operation return sequence, the time-out may be set when the elapsed time from the detection of the OR intention exceeds the above-mentioned time limit. The time limit in the second operation return sequence may be the same as the time limit in the first operation return sequence, or may be different.

Even in the second operation return sequence, the presentation control unit 202 is configured to present information for the driver to confirm an error each time the return possibility determination unit 209 determines that the return is not possible until the time-out occurs in S52. May be good.

Returning to FIG. 8, in step S5, which is a process executed when the OR intention is not detected in S3, when the automatic driving of the own vehicle ends (YES in S5), the transfer-related process ends. .. On the other hand, when the automatic driving of the own vehicle continues (NO in S5), the process returns to S1 and the process is repeated. Whether the automatic driving of the own vehicle ends or continues may be determined by the HCU 20 monitoring the automatic driving ECU 8.

In step S6, which is a process executed after S2 or S4, if it is possible to return from the automatic operation in S2 or S4 (YES in S6), the process proceeds to step S9. On the other hand, when it is impossible to return from the automatic operation in S2 or S4 (NO in S6), the process proceeds to step S7.

In step S7, the presentation control unit 202 causes the driver to present information for notifying the driver that the driver cannot recover from the automatic operation. It is preferable that the presentation control unit 202 makes the driver aware of the cause of the inability to recover from the automatic driving by changing the mode of information presentation according to the cause of the inability to recover from the automatic driving. The cause of the inability to recover from the automatic operation may be configured by the presentation control unit 202 to be specified by which step of S2 or S4 it is determined that the driver cannot return.

For example, when it is determined in S23 and S41 that the driver cannot recover from the driving posture, a text and / or an icon indicating that the driving posture is not taken is displayed or voice output is output. You can do it. Further, when it is determined in S26 and S44 that the line of sight cannot be returned because the line of sight is not on the road, a text and / or an icon indicating that the line of sight is not facing the road is displayed or voice output is performed. You just have to do. As an example, even when the line-of-sight position is not on the road in S26 and S44, the display control unit 203 displays the steering range of the target steering wheel up to this line-of-sight position as shown in FIG. 11 (FIG. 11). (Refer to Tla) may be superimposed and displayed in the foreground by changing the color from the teaching display to notify that the line of sight is not directed to the road. In this case, an image (see Tsa in FIG. 11) that imitates the steering wheel rotated in the target steering range may also be displayed.

In addition, when the returnability determination unit 209 determines in S32 and S50 that the return is not possible, a text and / or an icon indicating that the driving sensation has not returned may be displayed, or a voice output may be performed. Just do it. In addition, in order to convince the driver that the operation determined to be unrecoverable has been performed after the fact, an image showing the driving operation when it is determined to be unrecoverable is displayed on a CID or the like other than the HUD230. It may be configured to be reproduced and displayed. As an image showing the driving operation when it is determined that the vehicle cannot be restored, the line-of-sight position specified by the line-of-sight position specifying unit 204 and the virtual traveling locus by the simulated driving operation received by the simulated operation receiving unit 207 are shown in the foreground image. And so on.

In the processing of S2 and S4, each time the returnability determination unit 209 determines that recovery is not possible until a time-out occurs, information may be presented to notify that recovery is not possible as described above.

In step S8, the presentation control unit 202 causes the driver to present information for notifying the driver that the evacuation action is to be taken, and ends the transfer-related processing. After the presentation control unit 202 presents information for notifying the driver that the driver will take the evacuation action, the automatic driving ECU 8 causes the automatic driving ECU 8 to perform the evacuation action of automatically stopping the own vehicle on the shoulder or the like.

On the other hand, in step S9, which is a process performed when the driver can recover from the automatic driving in S6, the presentation control unit 202 causes the driver to present information for notifying the driver that the driver can recover from the automatic driving. .. In step S10, the presentation control unit 202 causes the driver to present information for notifying the driver that the automatic operation is canceled. After the presentation control unit 202 presents information for notifying the driver that the automatic driving is canceled, the HCU 20 transfers the control right of the driving operation from the automatic driving function to the driver. After the control right of the driving operation is transferred from the automatic driving function to the driver, the interlocking switching unit 251 of the steering unit 25 and the interlocking switching unit 261 of the pedal unit 26 are switched to the interlocking state, and manual operation becomes possible.

In step S11, a support sequence is performed after returning to operation, and the process proceeds to step S12. Here, the support sequence after returning to operation will be described with reference to the flowchart of FIG. First, in step S111, when the anxiety detection unit 205 detects a trigger indicating the driver's anxiety (YES in S111), the process proceeds to step S112. On the other hand, when the anxiety detection unit 205 does not detect the trigger indicating the driver's anxiety (NO in S111), the process proceeds to step S12.

In step S112, in the same manner as in S25, the line-of-sight position specifying unit 204 specifies the line-of-sight position based on the distribution of the line-of-sight direction in the most recent fixed period among the line-of-sight directions sequentially detected by the DSM 22. It is assumed that the DSM 22 sequentially detects the driver's line-of-sight direction and the like even when the automatic driving function is being executed. In step S113, in the same manner as in S26, when the line-of-sight position specified in S112 is at the end of the curve that requires steering operation in the driving environment recognized by the automatic driving ECU 8 (YES in S113), the process proceeds to step S115. .. On the other hand, when the line-of-sight position specified in S112 is not at the end of this curve (NO in S113), the process proceeds to step S114.

In step S114, if the elapsed time from the transfer of the control right of the driving operation to the driver exceeds the time limit and a time-out occurs (YES in S114), the process proceeds to step S12. On the other hand, if the time-out has not occurred (NO in S114), the process returns to S113 and the process is repeated. The time limit referred to here may be a time that can be arbitrarily set and is estimated to be sufficient for the driver's anxiety that has returned to manual operation to subside over time.

In step S115, similarly to S30, the target determination unit 206 determines the driving operation target for the own vehicle to reach the position on the road corresponding to the line-of-sight position specified in S112 after a predetermined set time. In step S116, similarly to S31, the display control unit 203 causes the display device 23 to perform a teaching display for teaching the driving operation according to the driving operation target determined in S115, and the process proceeds to step S12.

Returning to FIG. 8, in step S12, when it is the end timing of the transfer-related processing (YES in S12), the transfer-related processing is ended. As the end timing of the transfer-related processing, when the ignition power of the own vehicle is turned off, the control right of the driving operation may be transferred from the driver to the automatic driving function. The transfer of the control right of the driving operation to the automatic driving function may be performed when the operation device 21 selects the execution of the automatic driving function from the driver. On the other hand, if it is not the end timing of the transfer-related processing (NO in S12), the process returns to S11 and the support sequence is repeated after returning to the operation. Therefore, the teaching display by the support sequence after returning to operation is repeated until the driver's anxiety is resolved, and ends when the driver's anxiety is resolved. The instruction display by the support sequence after returning to operation may be configured to end when the elapsed time from the transfer of the control right of the operation operation to the driver exceeds the time limit, or the operation accepted by the operation device 21. It may be configured to end accordingly.

The time limit is the ease of feeling anxiety when the characteristics of the ease of feeling anxiety can be specified by the HCU 20 based on the operation input from the driver to the operation device 21, the emotion of the driver estimated by the DSM 22, and the like. The higher the value, the longer the length may be adjusted.

<Summary of Embodiment 1>
During manual driving, the driver grasps the curved shape and slope of the road in front of the vehicle from the line of sight. Then, the driver estimates the time and distance to reach the position captured by the line of sight (that is, the line-of-sight position) based on the unique empirical driving sensation, and adjusts the vehicle speed by operating the accelerator pedal and / or the brake pedal. Adjust properly and adjust the direction of travel properly by operating the steering wheel. On the other hand, when the driver returns to manual driving from a state accustomed to uniform driving by automatic driving, it is easy for the driver to fall into a situation where the driving sensation does not immediately return, and it is not possible to immediately perform proper driving operation. In some cases.

On the other hand, according to the configuration of the first embodiment, by performing a driving experience simulation based on the line-of-sight position of the driver, the control right of the driving operation is transferred to the driver in a state where the driver regains the feeling of performing the driving operation. Make it possible.

Specifically, according to the configuration of the first embodiment, the driving operation for the vehicle to reach the position on the road corresponding to the line-of-sight position of the driver after a predetermined set time is set as the driving operation target of the driver. Since the line-of-sight position of the driver reflects the feeling of driving operation of each driver, by using the line-of-sight position as the arrival target of the vehicle, the driving operation according to the driving feeling unique to each driver can be performed. You can set goals. Then, when the deviation between the target of the driving operation and the simulated driving operation received by the simulated operation receiving unit 207 is less than the threshold value indicating the unrecovered driving sensation, the transfer of the driving operation to the driver is permitted. Therefore, when the driver regains the driving sensation unique to each driver, it is possible to transfer the control right of the driving operation to the driver. Therefore, it becomes possible to more reliably transfer the control right of the driving operation to the driver while the driver has regained the feeling of performing the driving operation.

Further, according to the configuration of the first embodiment, the instruction display for teaching the driving operation according to the target of the driving operation based on the line-of-sight position is performed. Therefore, the instruction display gives the driver a unique driving sensation. Can be regained by the driver. Therefore, also in this respect, it is possible to more reliably transfer the control right of the driving operation to the driver while the driver has regained the feeling of performing the driving operation.

Further, according to the configuration of the first embodiment, when the automatic driving function is executed, the interlocking switching unit 251,261 separates the driving operation unit of the own vehicle and the traveling control of the own vehicle into a non-interlocking state. Therefore, when trying to transfer the control right of the driving operation to the driver, it is possible to perform a simulation in which the driver actually operates the driving operation unit while continuing the automatic driving. When a simulation is performed in which the driver actually operates the driving operation unit, it is easy to regain the driving sensation. Therefore, in this respect as well, the control right of the driving operation can be transferred to the driver with the driver regaining the sensation of performing the driving operation. , Will be possible more reliably.

In addition, according to the configuration of the first embodiment, in the above-mentioned non-interlocking state, the driving operation unit of the own vehicle applies a pseudo reaction force corresponding to the input by the simulated driving operation received by the simulated operation receiving unit 207. Therefore, when the driver intends to transfer the control right of the driving operation to the driver, the driver can receive a reaction force corresponding to the operation of the driving operation unit from the driving operation unit. If the driver can receive a reaction force corresponding to the operation of the driving operation unit from the driving operation unit, a feeling similar to the actual driving operation can be obtained, so that the driving feeling can be easily regained. Therefore, also in this respect, it is possible to more reliably transfer the control right of the driving operation to the driver while the driver has regained the feeling of performing the driving operation.

(Embodiment 2)
In the first embodiment, the display control unit 203 is made to perform the teaching display based on the target of the operation operation determined by the target determination unit 206, and the return possibility determination unit 209 is determined to determine whether or not the return is possible, and the driver is operated. Although the configuration for permitting the transfer of is shown, it is not necessarily limited to this. For example, the display control unit 203 may not perform the instruction display, but the return possibility determination unit 209 may determine whether the return is possible and permit the transfer of the driving operation to the driver. Further, the display control unit 203 may perform the teaching display without determining whether or not the return is possible by the return possibility determination unit 209, so that the transfer of the driving operation to the driver may be permitted.

(Embodiment 3)
In the first embodiment, the configuration in which the support sequence is performed after returning to the operation after the operation is transferred to the driver is shown, but the present invention is not necessarily limited to this. For example, the support sequence may not be performed after returning to the operation after the operation is transferred to the driver.

(Embodiment 4)
In the first embodiment, a configuration is shown in which a pseudo reaction force corresponding to an input by a simulated driving operation received by the simulated operation receiving unit 207 is applied to the driving operation unit, but the present invention is not necessarily limited to this. For example, a configuration may be configured in which a pseudo reaction force corresponding to an input by a simulated driving operation received by the simulated operation receiving unit 207 is not applied to the driving operation unit.

(Embodiment 5)
In the first embodiment, the display control unit 203 shows the configuration in which the HUD 230 superimposes and displays the teaching display indicating the travel locus to be the target to the arrival point in the foreground, but the travel to be the target to the arrival point. Instead of the locus, a display showing a virtual running locus by a simulated driving operation received by the simulated operation receiving unit 207 may be superimposed and displayed in the foreground. In this case, with respect to the line-of-sight position specified by the line-of-sight position specifying unit 204, the display representing the line-of-sight position is superimposed and displayed in the foreground to prompt the user to align this virtual traveling locus with the arrival point which is the line-of-sight position. It is preferable to teach the driving operation according to the target of the driving operation determined by the target determining unit 206. The virtual driving locus by the simulated driving operation received by the simulated operation receiving unit 207 estimates the traveling locus when the driving is controlled according to this input based on the input by the simulated driving operation received by the simulated operation receiving unit 207. It can be specified by doing.

(Embodiment 6)
In addition to the DSM22, the HMI system 2 is further equipped with a camera for detecting the driving posture of the driver, and the HCU 20 detects that the driver has taken the driving posture based on the image captured by this camera. good. Further, the HCU 20 may be configured to take charge of the function of the control unit of the DSM 22.

The present invention is not limited to the above-described embodiments and modifications, and various modifications can be made within the scope of the claims, and the technical means disclosed in the different embodiments and modifications, respectively. The embodiments obtained by appropriately combining the above are also included in the technical scope of the present invention.

1 Vehicle system, 2 HMI system, 3 Locator, 4 Map DB, 5 Vehicle status sensor, 6 Vehicle control ECU, 7 Peripheral monitoring sensor, 8 Automatic driving ECU, 10 Front windshield (projection member), 13 Steering wheel (driving operation) Part), 14 Accelerator pedal (driving operation unit), 20 HCU (transfer control device), 21 operation device, 22 DSM, 23 display device, 24 voice output device, 25 steering unit, 26 pedal unit, 70 front camera, 100 imaginary image , 201 Operation change request unit, 202 presentation control unit, 203 display control unit, 204 line-of-sight position identification unit, 205 anxiety detection unit, 206 target determination unit, 207 simulated operation reception unit, 208 pseudo reaction force control unit, 209 returnability judgment Unit (transfer permission unit), 230 HUD (head-up display), 250, 260 actuators, 251,261 interlocking switching unit

Claims (14)

It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. It is a transfer control device that controls
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determining unit and the actual driving operation input to the driving operation unit .
It is provided with a display control unit (203) for performing a teaching display for teaching a driving operation according to a driving operation target determined by the target determining unit .
After the display control unit performs the teaching display, the transfer permission unit determines the target of the operation operation determined by the target determination unit and the actual operation operation input to the operation operation unit according to the degree of coincidence. It allows transfer of driving operation to the driver transfer control device. It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. It is a transfer control device that controls
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A display control unit (203) for performing a teaching display for teaching a driving operation according to a driving operation target determined by the target determining unit, and a display control unit (203).
It is equipped with a transfer permission unit (209) that permits the transfer of driving operations to the driver.
The transfer permission unit is a transfer control device that permits transfer of driving operations to the driver, subject to at least one of the conditions that the display control unit has performed the teaching display. An anxiety detection unit (205) for detecting a trigger indicating the driver's anxiety is provided.
If the anxiety detection unit does not detect a trigger indicating the driver's anxiety after transferring the control right of the driving operation from the automatic driving function to the driver,
While the display control unit ends the teaching display,
Even after the control right of the driving operation is transferred from the automatic driving function to the driver, if the anxiety detection unit detects a trigger indicating the driver's anxiety,
The target determination unit determines a driving operation target for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time.
The transfer control device according to claim 1 or 2 , wherein the display control unit continues a teaching display that teaches a driving operation in accordance with a driving operation target determined by the target determining unit. The display control unit controls the display by the head-up display (230) that superimposes and displays a virtual image on the foreground of the vehicle by projecting an image on the projection member, and controls the display by the target determination unit. The transfer according to any one of claims 1 to 3 , wherein a virtual image indicating the range of the steering operation at the set time for meeting the target of the above is superimposed and displayed on the foreground of the vehicle to display the teaching. Control device. The display control unit makes the display indicating the deviation of the steering amount due to the actual driving operation with respect to the steering amount for matching the target of the driving operation determined by the target determining unit as the teaching display, according to claims 1 to 4. The transfer control device according to any one of the above items. The display control unit is requested to display as the teaching display indicating the deviation of the acceleration / deceleration operation amount due to the actual operation operation with respect to the acceleration / deceleration operation amount for matching the target of the operation operation determined by the target determination unit. Item 5. The transfer control device according to any one of Items 1 to 5. The transfer control device according to any one of claims 1 to 6 , wherein when the transfer permission unit permits the transfer of the driving operation to the driver, the control right of the driving operation is transferred from the automatic driving function to the driver. .. When the control right of the driving operation is to be transferred to the driver, the driving operation unit and the driving control of the vehicle are separated until the control right of the driving operation is transferred from the automatic driving function to the driver. The transfer control device according to any one of claims 1 to 7, further comprising a simulated operation receiving unit (207) for receiving an input by the driver to the driving operation unit by a simulated driving operation. It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. It is a transfer control device that controls
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determining unit and the actual driving operation input to the driving operation unit .
When the control right of the driving operation is to be transferred to the driver, the driving operation unit and the driving control of the vehicle are separated until the control right of the driving operation is transferred from the automatic driving function to the driver. A transfer control device including a simulated operation receiving unit (207) that receives an input by the driver to the driving operation unit by a simulated driving operation. The transfer control according to claim 8 or 9, further comprising a pseudo reaction force control unit (208) that applies a pseudo reaction force corresponding to an input by the simulated operation operation received by the simulated operation reception unit to the operation operation unit. Device. When the line-of-sight position specifying unit intends to transfer the control right of the driving operation to the driver, the line-of-sight position specifying unit of the driver is based on the distribution of the line-of-sight direction sequentially detected by the device that detects the line-of-sight direction of the driver. The transfer control device according to any one of claims 1 to 10, wherein the line-of-sight position is specified. It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. A control program that controls a transfer control device that controls
Computer,
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A display control unit (203) for performing a teaching display for teaching a driving operation according to a driving operation target determined by the target determining unit, and a display control unit (203).
After performing the teaching display in the display control unit, the driving operation to the driver is performed according to the degree of coincidence between the driving operation target determined by the target determining unit and the actual driving operation input to the driving operation unit. A control program for functioning as a transfer permission unit (209) that permits the transfer of. It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. A control program that controls a transfer control device that controls
Computer,
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A transfer permission unit (209) that permits the transfer of the driving operation to the driver according to the degree of agreement between the driving operation target determined by the target determining unit and the actual driving operation input to the driving operation unit.
When the control right of the driving operation is to be transferred to the driver, the driving operation unit and the driving control of the vehicle are separated until the control right of the driving operation is transferred from the automatic driving function to the driver. in, control program to function as the simulated operation accepting unit that accepts an input by simulated driving operation to the driving operation portion by the driver (207). It is used in a vehicle equipped with an automatic driving function that can perform a driving operation input to the driving operation unit (13, 14) by the driver on behalf of the driver, and the control right of the driving operation is transferred from the automatic driving function to the driver. A control program that controls a transfer control device that controls
Computer,
A line-of-sight position specifying unit (204) for specifying the line-of-sight position of the driver,
The goal of the driving operation for the vehicle to reach a position on the road corresponding to the line-of-sight position specified by the line-of-sight position specifying unit after a predetermined set time when the control right of the driving operation is to be transferred to the driver. Goal determination unit (206) to determine
A display control unit (203) for performing a teaching display for teaching a driving operation according to a driving operation target determined by the target determining unit, and a display control unit (203).
A control program for functioning as a transfer permission unit (209) that permits transfer of a driving operation to the driver, subject to at least one of the conditions that the display control unit has performed the teaching display.

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