JP7122143B2 - Driver assistance systems and driver assistance programs - Google Patents

Description

The present invention relates to a driving assistance system and a driving assistance program.

In a vehicle capable of automatic driving, there is known a technique of providing a stimulus according to the driver's driving concentration level when the driver's driving concentration level is low immediately before switching from automatic driving to manual driving (see Patent Document 1). ). In addition, there is a known technology that vibrates a seat when shifting from automatic driving to manual driving to induce the tension of the occupants to a level suitable for manual driving (see Patent Document 2). According to Patent Documents 1 and 2, the driver can be brought into a state suitable for manual operation at the timing of switching from automatic operation to manual operation.

JP 2016-153960 A JP 2016-110336 A

However, there is a problem that if the driver misunderstands that the vehicle is being driven automatically during manual operation, the driver cannot be placed in a state suitable for manual operation. In particular, if the situation continues for a while during manual driving without driving operation, it is easy to misunderstand that it is automatic driving. In order to prevent this, it is necessary to monitor the driver's driving concentration level and tension level as in Patent Documents 1 and 2, and there is also the problem that a device for that purpose is required.
SUMMARY OF THE INVENTION It is an object of the present invention to provide a technology capable of alerting a driver who has lost awareness of manual driving during manual driving.

In order to achieve the above object, the driving assistance system of the present invention is a driving assistance system that assists the driving of a vehicle capable of automatic driving and manual driving, and predicts the steering timing based on the planned travel route of the vehicle. A steering timing predicting unit and an alerting unit that issues an alert when steering is not performed until the steering timing has elapsed during manual operation.

In order to achieve the above object, the driving assistance program of the present invention is a driving assistance program that causes a computer to realize a function of performing driving assistance for a vehicle capable of automatic operation and manual operation, based on the planned travel route of the vehicle. function as a steering timing predicting unit that predicts the steering timing, and an attention calling unit that calls attention when steering is not performed until the steering timing has elapsed during manual operation.

In the driving assistance system and the driving assistance program of the present invention, when the steering is not actually performed even after the steering timing that would have been performed if the driver had recognized that the driver was manually driving. , it can be judged that the recognition of manual driving is fading. In such a case, since the driver's attention is called, it is possible to call attention to the driver who is less aware of the fact that the vehicle is being manually driven.

1 is a block diagram of a driving assistance system; FIG. FIG. 2A is a schematic diagram of a road, and FIG. 2B is a histogram of the starting period. 4 is a flowchart of driving support processing; FIG. 4A is a schematic diagram of a road, and FIG. 4B is a histogram of lane change distances.

Here, embodiments of the present invention will be described according to the following order.
(1) Configuration of driving support system:
(2) Driving support processing:
(3) Other embodiments:

(1) Configuration of driving support system:
FIG. 1 is a block diagram of a driving assistance system 10 according to one embodiment of the invention. The driving support system 10 is an in-vehicle device mounted on the vehicle 50 . The vehicle 50 includes a driving I/F section 51 , various sensors 52 , a vehicle ECU (Electronic Control Unit) 53 , an acceleration/deceleration system 54 , a steering system 55 and a user I/F section 56 . The driving I/F unit 51 is a device for inputting operations related to driving and outputting information related to driving. including. The user I/F unit 56 includes various operation units such as a touch panel for receiving various operations other than the driving operation, and various output units such as a display and a speaker.

The vehicle ECU 53 is a computer for controlling the acceleration/deceleration system 54 and the steering system 55 . During manual driving, the vehicle ECU 53 controls the acceleration/deceleration system 54 and the steering system 55 according to the operation of the driving I/F section 51 . On the other hand, during automatic driving, the vehicle ECU 53 controls the acceleration/deceleration system 54 and the steering system 55 based on commands from the driving support system 10 . The acceleration/deceleration system 54 is various actuators for accelerating and decelerating the vehicle 50 . The steering system 55 is various actuators for steering the vehicle 50 .

Various sensors 52 are sensors for detecting the position of the vehicle 50, such as a GNSS (Global Navigation Satellite System) receiver, a vehicle speed sensor, a gyro sensor, an external camera, and an inter-vehicle radar. The driving support system 10 identifies the current location of the vehicle 50 based on output signals from the GNSS receiver, vehicle speed sensor, and gyro sensor. The driving assistance system 10 provides route guidance based on the current location of the vehicle 50 . Specifically, the control unit 20 identifies the road section on which the vehicle 50 is traveling by performing known map matching, and identifies the current location on the road section.

Furthermore, the driving support system 10 identifies the driving lane of the road section on which the vehicle 50 is traveling by performing image recognition processing on the front and rear scenery of the vehicle 50 captured by the external camera, and identifies the driving lane. A highly accurate recognized position of the vehicle 50 is obtained based on. The driving support system 10 performs automatic driving based on the highly accurate recognized position. In addition, the inter-vehicle radar measures the inter-vehicle distance to another vehicle running ahead.

The driving support system 10 includes a control unit 20, a recording medium 30, and a communication unit 40. The control unit 20 includes a CPU, a RAM, a ROM, etc., and executes a driving support program 21 stored in the recording medium 30 or the ROM. The communication unit 40 is a wired communication circuit or a wireless communication circuit for communicating with each unit 51 to 56 of the vehicle 50 .

The recording medium 30 records map data 30a and driving support information 30b. The map data 30a includes node data, link data and guidance data. Node data mainly indicates information about intersections (including junctions and junctions). Specifically, the node data indicates the coordinates of the node corresponding to the intersection and the shape of the intersection. The link data indicates various information such as section length, travel time, speed limit, road type, etc. for the link corresponding to the road section.
A road section is a unit of a road divided by intersections that are continuous in the length direction, and nodes exist at both ends of the link. A node connected by three or more links corresponds to an intersection. A road type is a classification between general roads and expressways.

Further, the map data 30a includes lane configuration data, lane shape data, road surface paint data, and the like. The lane configuration data is data that defines the number of lanes for each road section, information about additional lanes near intersections, and the like. The additional lane information will be described later. The lane shape data is data that defines the width of the lane and the like. The road surface paint data is data indicating the position and content of paint that indicates traffic regulation or the like on the road surface.

The driving support information 30b indicates the planned travel route and the automatic driving route. The automatic driving plan indicates time-series target positions set on the road, and target vehicle speed, target acceleration/deceleration, and target steering angle at each target position. The planned travel route is an optimal route that is composed of a series of road sections that connect the starting point and the destination and that is searched by the public land method. A recommended lane is set for each road section on the planned travel route. A recommended lane is a lane selected from lanes that can be exited to the next road section on the planned travel route. Each target position in the automated driving plan is set on the recommended lane.

The driving assistance program 21 includes a driving assistance module 21a, a steering timing prediction module 21b, and a warning module 21c. The driving support module 21a, the steering timing prediction module 21b, and the attention calling module 21c are program modules that cause the control unit 20 as a computer to function as a driving support unit, steering timing prediction unit, and attention calling unit, respectively.

By the function of the driving assistance module 21a, the control unit 20 performs driving assistance of the vehicle 50 capable of automatic driving and manual driving. Automatic operation in this embodiment means that both the acceleration/deceleration system 54 and the steering system 55 are automatically controlled based on an automatic operation plan. Manual operation in this embodiment includes semi-manual operation and full manual operation. Semi-manual driving means so-called cruise control, which means that the acceleration/deceleration system 54 is automatically controlled so as to maintain a constant vehicle speed while maintaining a certain distance between the vehicle and other vehicles in front. . In semi-manual operation, the steering is manual, and the steering system 55 is controlled according to the operation of the operation I/F section 51 . On the other hand, fully manual operation means that both the acceleration/deceleration system 54 and the steering system 55 are controlled according to the operation of the operation I/F unit 51 .

The control unit 20 also executes processing for guiding the planned travel route by the function of the driving support module 21a. Specifically, the control unit 20 acquires a destination based on an operation on the user I/F unit 56, and searches for an optimal scheduled travel route to the destination by a known search method. The control unit 20 causes the user I/F unit 56 to output images and sounds for guiding the planned travel route. When the vehicle 50 approaches an intersection on the planned travel route, the control unit 20 guides the exit direction at the intersection. Further, when the vehicle 50 approaches an intersection on the planned travel route, the control unit 20 acquires the lane in which the vehicle 50 is currently traveling and the recommended lane before the intersection, and determines whether the lane is the recommended lane. Guide lane change in different cases.

FIG. 2A is a schematic plan view of an intersection (a branch point on an expressway). As shown in the figure, at an intersection D, road sections R2 and R3 branch off from the road section R1. The planned travel route is assumed to be a route in which the vehicle travels along the road section R1 and then travels along the road section R2 that branches to the left at the intersection D. The road section R1 has two lanes L1 and L2, and the recommended lane before the intersection D is lane L2. The recommended lane before the intersection D means the lane in which the vehicle should travel when entering the intersection D.

By the function of the driving support module 21a, when the vehicle 50 reaches the guidance point G located a guidance distance X before the intersection D, the controller 20 selects the recommended lane before the intersection D and the current driving lane. match or not. When the recommended lane and the driving lane do not match, the control unit 20 outputs, through the user I/F unit 56, a voice or an image that guides a lane change as a course change. For example, the control unit 20 outputs a voice message saying, ``Left "X" meters ahead, please change lane to the left''. When the vehicle 50 reaches the guidance point G, the control unit 20 starts lane change guidance. Here, the timing at which the output of the lane change guidance is completed, that is, the timing at which the output of the voice message is completed is defined as the guidance time.

The guidance distance X may be set longer as the distance in the width direction of the road section that needs to be traveled to reach the recommended lane is larger, or the number of lane changes required to reach the recommended lane is longer. It may be set as long as it is large. Furthermore, the guidance distance X may be set according to the vehicle speed of the vehicle 50 and the degree of traffic congestion in the traveled road section. Also, if the recommended lane is a lane added before the intersection D, the guidance distance X may be set to the distance from the start point of the addition to the intersection D. That is, lane change guidance may be provided at a point where lane change to the added recommended lane is possible.

Using the function of the driving support module 21a, the control unit 20 acquires the planned travel route and creates an automatic driving plan for the vehicle 50 to travel on the planned travel route by a known method. Then, the control unit 20 feedback-controls the acceleration/deceleration system 54 and the steering system 55 so as to achieve the target vehicle speed, the target acceleration/deceleration, and the target steering angle at each target position on the planned travel route. Note that an automatic operation plan is not necessarily created for the entire planned travel route, and an automatic operation plan is not created for sections where automatic operation is not possible. For example, an automatic driving plan is not created for a section or the like in which a highly accurate recognition position of the vehicle 50 cannot be obtained.

The control unit 20 predicts the steering timing based on the planned travel route of the vehicle 50 by the function of the steering timing prediction module 21b. Specifically, the control unit 20 predicts the steering timing during the period of traveling before the intersection D on the planned travel route. More specifically, the steering timing is after a prescribed period of time has passed since guidance for lane change as a course change was provided. As described above, the lane change guidance is started at the timing when the vehicle 50 reaches the guidance point G, which is the guidance distance X before the intersection D. The control unit 20 predicts, as the steering timing, the timing at which the elapsed period from the guidance time, which is the time at which the output of the lane change guidance is completed, is equal to the prescribed period. The prescribed period is recorded in the recording medium 30 in advance.

Next, the specified period will be described with reference to FIG. 2B. In the present embodiment, the prescribed period is set by statistically processing the start period, which is the period from the guidance time of the course change to the time when the steering is actually started, and the probability that the start period is less than the prescribed period is set in advance It is set to be equal to the set threshold. The control unit 20 stores in the recording medium 30 the start period from the end of the lane change guidance to the actual start of steering. Then, when the number of start periods accumulated in the recording medium 30 reaches a certain number or more, the start periods are statistically processed.

FIG. 2B is a histogram of the starting period. The horizontal axis of FIG. 2B indicates the start period, and the vertical axis indicates the frequency. The control unit 20 calculates the average value A and the standard deviation σ of the start period. Then, the control unit 20 sets a period obtained by adding a value three times the standard deviation σ to the average value A of the start period as the specified period. That is, the control unit 20 sets the specified period so that the probability that the start period is equal to or less than the specified period is equal to the threshold value (approximately 99.73%) when it is assumed that the start period follows a normal distribution. Of course, the threshold is not limited to approximately 99.73%, and may be set arbitrarily between 50 and 99.9%, for example.

Note that the prescribed period may not be set by the driving support system 10, and may be set by, for example, a server communicably connected to a large number of vehicles. That is, the prescribed period may be set by the server statistically processing the start periods of a large number of vehicles. Furthermore, the specified period may be set by statistically processing the start period for each characteristic of the road (road type, vehicle speed limit, number of lanes, etc.) on which the lane change is performed. Also, the prescribed period may be set by statistically processing the start period for each type of vehicle and characteristics of the driver (sex, age, license holding period, etc.).

With the function of the attention calling module 21c, the control unit 20 calls attention when steering is not performed until the steering timing elapses during manual operation. Specifically, when lane change guidance is provided, the control unit 20 measures the elapsed time from the guidance time when the output of the lane change guidance is finished. Then, when the elapsed time from the guidance time is equal to or longer than the prescribed period without the driver steering, the control unit 20 causes the user I/F unit 56 to generate a warning voice or Output the image. For example, the control unit 20 may display "Automatic driving is OFF. Please operate the steering wheel manually.” is output.

In addition, the controller 20 uses the function of the attention calling module 21c to call attention when the vehicle 50 is traveling on the expressway. That is, even if steering is not performed until the steering timing elapses during manual operation, the control unit 20 does not call attention unless the vehicle 50 is traveling on the highway. The control unit 20 determines whether or not the vehicle 50 is traveling on an expressway based on the road type of the traveling road section specified by map matching.

Furthermore, the control unit 20 calls attention during the period when the acceleration/deceleration is automatic and the steering is manual by the function of the attention calling module 21c. That is, during manual operation, even if steering is not performed until the steering timing elapses, the control unit 20 does not call attention if both acceleration/deceleration and steering are performed manually. That is, the control unit 20 calls attention during semi-manual operation (cruise control), and does not call attention during full manual operation.

Further, the function of the attention calling module 21c causes the control unit 20 to call attention after the reference period has elapsed after switching from the automatic operation to the manual operation. That is, even if steering is not performed until the steering timing elapses during manual operation, the control unit 20 determines that the reference period (for example, 10 minutes) has elapsed after switching from automatic operation to manual operation. If not, no alert will be issued. The reference period may be set shorter as the possibility of steering is smaller, or may be set according to the radius of curvature of the traveled road section or the number of curves.

In the embodiment described above, the control unit 20 calls attention when steering is not performed until the steering timing has passed during manual operation. Here, if the driver does not actually perform steering even after the steering timing at which steering would have been performed had the driver recognized that the vehicle is in manual operation, it is determined that the vehicle is in manual operation. It can be judged that recognition is weakened. In such a case, since the driver's attention is called, it is possible to call attention to the driver who is less aware of the fact that the vehicle is being manually driven.

Furthermore, if the driver does not actually steer the vehicle after a certain amount of time has passed after being instructed to change the course, there is a high possibility that the driver does not recognize that he/she must change the course by his/her own operation. It can be determined that the recognition of manual driving is fading. Therefore, by setting the steering timing to be the timing after the lapse of a specified period of time after guidance for a lane change as a course change is provided, it is possible to call attention to the driver who has lost awareness of the fact that manual driving is being performed during manual driving. .

Furthermore, by setting the specified period so that the probability that the start period from the guidance time to the time when the steering actually starts is equal to or less than the specified period is equal to a preset threshold value (approximately 99.73%), A timing at which steering is statistically predicted to start with a certain probability can be set as the steering timing.

Here, the expressway has few intersections D and the shape of the road is almost straight. As a result, the frequency of performing driving operations during manual operation decreases, and recognition of the fact that manual operation is being performed tends to fade. Therefore, when the vehicle 50 is running on an expressway and the driver tends to forget that the vehicle is being driven manually, it is possible to alert the driver. Conversely, on general roads where the recognition of manual driving is not likely to fade, it is possible to avoid calling attention.

Here, when the acceleration/deceleration is automatic, the driver tends to recognize that not only the acceleration/deceleration but also the steering is automatic. Therefore, when the control unit 20 calls attention during semi-manual operation (cruise control) in which the acceleration/deceleration is automatic and the steering is manual, the recognition that the attention-calling steering is manual tends to fade. can be alerted. Conversely, when the acceleration/deceleration is also manual and the recognition of manual driving is not likely to fade, it is possible not to call attention.

Here, after a while from switching from automatic operation to manual operation, the driver forgets that the operation has been switched to manual operation, and the recognition of manual operation tends to fade. Therefore, the control unit 20 calls attention after the time when the reference period has elapsed after switching from automatic operation to manual operation, and when recognition of manual operation tends to fade, calls attention. It can be performed. Conversely, immediately after switching from automatic operation to manual operation, if the recognition of manual operation does not tend to fade, it is possible not to call attention.

(2) Driving support processing:
Next, the driving support processing executed by the driving support system 10 will be described. FIG. 3 is a flowchart of driving support processing. The driving support process is a process that is executed while the planned travel route is being guided. First, the control unit 20 determines whether or not a reference period (for example, 10 minutes) has passed since automatic operation was switched to manual operation by the function of the attention calling module 21c (step S100). If it is not determined that the reference period has elapsed after switching from automatic operation to manual operation (step S100: N), the control unit 20 returns to step S100. That is, the control unit 20 waits without calling attention until the reference period elapses after switching from automatic operation to manual operation.

On the other hand, if it is determined that the reference period has elapsed since the automatic driving mode was switched to manual driving mode (step S100: Y), the control unit 20 uses the function of the alerting module 21c to determine whether the vehicle is on a highway ( step S110). That is, the control unit 20 determines whether or not the road type of the traveling road section specified by map matching is a highway. If it is not determined that the vehicle is on the highway (step S110: N), the control unit 20 returns to step S100. That is, the control unit 20 does not call attention when the vehicle 50 is not traveling on the expressway.

On the other hand, if it is determined that the vehicle is on the highway (step S110: Y), the controller 20 determines whether or not the vehicle is being driven semi-manually by the function of the attention calling module 21c (step S120). That is, the control unit 20 determines whether cruise control is being performed, the acceleration/deceleration system 54 is automatically controlled, and the steering system 55 is manually controlled. If it is not determined that the vehicle is in semi-manual operation (step S120: N), the control unit 20 returns to step S100. That is, the control unit 20 does not call attention when the cruise control is not performed.

On the other hand, if it is determined that the vehicle is being driven semi-manually (step S120: Y), the control unit 20 determines whether or not the vehicle has approached the intersection D using the function of the driving support module 21a (step S130). That is, the control unit 20 determines whether or not the vehicle 50 has reached the guidance point G which is the guidance distance X ahead of the intersection D on the planned travel route. If it is not determined that the vehicle has approached the intersection D (step S130: N), the controller 20 returns to step S100. That is, the control unit 20 waits until the vehicle 50 approaches the intersection D.

On the other hand, when it is determined that the vehicle has approached the intersection D (step S130: Y), the control unit 20 determines whether or not it is necessary to change lanes using the function of the driving support module 21a (step S140). Specifically, the control unit 20 determines whether or not the recommended lane before the intersection D matches the current driving lane, and if the recommended lane and the driving lane do not match, the lane change is performed. determine that it is necessary. If it is not determined that a lane change is necessary (step S140: N), the controller 20 returns to step S100.

On the other hand, when it is determined that a lane change is necessary (step S140: Y), the controller 20 guides the lane change by the function of the driving support module 21a (step S150). For example, the control unit 20 outputs a voice message saying, ``Left "X" meters ahead, please change lane to the left''. Note that the timing at which the output of the lane change guidance is completed is the guidance time.

Next, the control unit 20 predicts the steering timing using the function of the steering timing prediction module 21b (step S160). That is, the control unit 20 predicts, as the steering timing, the time when a specified period has elapsed from the guidance time, which is the time at which the lane change guidance ends. The prescribed period is recorded in the recording medium 30 in advance.

Next, the controller 20 determines whether or not there is steering or passage through the intersection D by the function of the alert module 21c (step S170). For example, the control unit 20 may determine that steering has been performed when the rotation angle of the steering wheel of the driving I/F unit 51 has changed by a threshold value or more due to the driver's operation. Passing through the intersection D means that the current position of the vehicle 50 passes through the intersection D.

If it is not determined that the vehicle has been steered or passed through the intersection D (step S170: N), the control unit 20 determines whether or not the steering timing has passed (step S180) by the function of the alerting module 21c. . That is, the control unit 20 determines whether or not the steering timing has arrived without steering or passing the intersection D.

If it is not determined that the steering timing has elapsed (step S180: N), the control unit 20 returns to step S170. That is, the control unit 20 waits until the steering timing arrives. On the other hand, if it is determined that the steering timing has passed (step S180: Y), the controller 20 calls attention to manual driving by the function of the attention calling module 21c (step S190). That is, the driver is made to recognize that the vehicle is being manually driven, assuming that the driver who recognizes that the vehicle should be manually steered does not steer the vehicle until the timing at which the driver normally steers the vehicle.

When the attention of manual driving is called, the control unit 20 determines whether or not the next intersection D exists by the function of the steering timing prediction module 21b (step S200). That is, the control unit 20 determines whether or not the intersection D that has not yet been passed remains on the planned travel route. When determining that the next intersection D exists (step S200: Y), the control unit 20 returns to step S100. That is, the same processing is executed for the next intersection D as a target. If it is not determined that the next intersection D exists (step S200: N), the control unit 20 terminates the driving assistance process.

On the other hand, when it is determined that the steering or the passage of the intersection D is performed before the steering timing arrives (step S170: Y), the control unit 20 skips the manual driving warning in step S190. , go to step S200. That is, assuming that the driver is steering at an appropriate timing and recognizes that the steering should be manually performed, the process proceeds to the next intersection D. Further, depending on the running state of the vehicle 50, the vehicle 50 may pass through the intersection D before the steering timing arrives. In such a case, it is assumed that it cannot be determined properly whether or not to call attention to manual driving, and the attention to manual driving in step S190 is skipped.

(3) Other embodiments:
In the above-described embodiment, the steering timing is predicted based on the elapsed time from the guidance time of the course change (lane change), but the steering timing may be predicted when the vehicle 50 passes through a specific point. . Here, the specific point may be a point at which a normal driver is expected to start steering from the position of the intersection D to the front side, or a course change at the intersection D when the steering is started. It may be a limit point (limit point) that is in time.

FIG. 4A is a diagram explaining a limit point. FIG. 4A shows the same intersection D as in FIG. 2A. As shown in FIG. 4A, before the intersection D, there is a completion point where the lane division line changes from a broken line to a solid line. A lane change is prohibited in a section where the lane division line is a solid line, which means that the lane change must be completed before the completion point. The control unit 20 sets a limit point at a point that is a prescribed distance backward from the completion point, and sets the timing at which the vehicle 50 passes through the limit point as the steering timing.

Here, the prescribed distance means the distance (lane change distance) that the vehicle 50 travels forward (idle running) when changing lanes. The specified distance may be set based on statistical processing in the same manner as the specified period described in FIG. 2B. FIG. 4B is a histogram illustrating defined distances.
In FIG. 4B, the horizontal axis indicates the lane change distance, and the vertical axis indicates the frequency. The control unit 20 may set a distance obtained by subtracting a value three times the standard deviation σ from the average value B of lane change distances as the specified distance. That is, the control unit 20 sets the specified distance such that the probability that the lane change distance is equal to or less than the specified distance is equal to the threshold value (approximately 99.73%), assuming that the start period has a normal distribution. may

Further, step S110 in FIG. 3 may be omitted, and the control unit 20 may call attention even on a general road when steering is not performed until the steering timing has elapsed during manual driving. . Similarly, step S120 in FIG. 3 may be omitted, and the control unit 20 may call attention when steering is not performed until the steering timing has elapsed even during full manual operation.

Furthermore, in step S100 of FIG. 3, the control unit 20 may simply determine whether or not manual operation is being performed. That is, the control unit 20 not only when the automatic operation is switched to the manual operation, but also when the manual operation is being performed from the beginning, even when the steering is not performed until the steering timing elapses, even if the attention is called. good. Further, in step S100 of FIG. 3, the control unit 20 may determine whether or not the automatic operation has been switched to the manual operation. That is, the control unit 20 may call attention when steering is not performed until the steering timing elapses, even if the reference period has not elapsed since switching to manual operation.

The driving support system may be a driving support system that supports driving of a vehicle capable of automatic driving and manual driving, and the driving support system itself does not have to be equipped with means for automatic driving. For example, the driving support system may be a navigation system or the like that can communicate with the automatic driving system. Manual driving means that at least steering is performed manually, and acceleration and deceleration may be performed automatically. The manual steering means that the traveling direction of the vehicle is controlled by the driver's operation of an operation unit such as a steering wheel.

The steering timing may be the timing at which the steering would be performed if the driver recognized that the vehicle was manually driven. It can be timing. Moreover, the steering timing may be the timing at which the driver who is aware of manual driving passes through an average point at which the vehicle is steered. The scheduled travel route of the vehicle is a route along which the vehicle is scheduled to travel, and may be a route for which guidance is being provided.

The steering timing prediction unit may predict the steering timing based on the planned travel route of the vehicle, and may predict the steering timing for performing the steering required to travel on the planned travel route. The steering required to travel on the planned travel route may be the steering required to exit to the next road section on the planned travel route. It may be steering in a lane change required to exit.

The attention calling unit may be configured to call attention when steering is not performed until the steering timing has elapsed during manual operation, and when steering has not started until the steering timing has elapsed. A warning may be issued. The alert may be notification that the driver should steer the vehicle, or guidance of the steering direction along with the notification. In addition, the alerting may be to alert the driver by voice, to alert the driver with an image or lighting of the light emitting unit, or to alert the driver by vibrating the driver. It may be to evoke. The case where the steering is not performed may mean that the steering wheel is not operated, or that the traveling direction of the vehicle does not change. Furthermore, the case in which steering is not performed may be the absence of a preliminary steering operation or the failure of the direction indicator to operate.

Here, the steering timing may be after a prescribed period of time has elapsed since the course change guidance was provided. If the steering is not actually performed even after a certain amount of time has passed after being instructed to change the course, it is highly likely that the driver does not recognize that he or she must change the course. It can be judged that the recognition of manual driving is fading. Therefore, it is possible to call the attention of the driver who has lost recognition that the manual driving is in progress during the manual driving. A course change is to change the traveling direction of a vehicle, and means a traveling direction that requires steering. A course change may be, for example, a lane change, a left turn, or a right turn. Guidance to change the course means guidance to the driver that the course should be changed, and guidance provided before the point where the course should be changed.

Furthermore, the prescribed period is set by statistically processing the start period, which is the period from the time when the course change is announced to the time when the steering is actually started, and the probability that the start period will be less than the prescribed period is set in advance. It may be set equal to the threshold. In this way, by setting the specified period so that the probability that the start period from the guidance time to the time when the steering actually starts is equal to or less than the specified period is equal to the preset threshold value, steering can be performed with a certain probability. can be set as the steering timing. For example, the threshold may be set by the driver, or may be set according to the road type or the time period.

Also, the attention calling unit may call attention while the vehicle is traveling on a highway. Here, the expressway has few intersections and the shape of the road is almost straight. As a result, the frequency of performing driving operations during manual operation decreases, and recognition of the fact that manual operation is being performed tends to fade. Therefore, when the recognition of manual driving tends to fade, it is possible to alert the driver. Conversely, on general roads, when the recognition of manual driving does not tend to fade, it is possible not to call attention.

Furthermore, the attention calling unit may call attention during a period in which the acceleration/deceleration is automatic and the steering is manual. Here, when the acceleration/deceleration is automatic, the driver tends to recognize that not only the acceleration/deceleration but also the steering is automatic. Therefore, it is possible to alert the driver when the recognition of manual steering tends to fade. Conversely, when the acceleration/deceleration is also manual and the recognition of manual driving is not likely to fade, it is possible not to call attention.

Also, the attention calling unit may call attention after the time when the reference period has elapsed after switching from the automatic operation to the manual operation. Here, after a while from switching from automatic operation to manual operation, the driver forgets that the operation has been switched to manual operation, and the recognition of manual operation tends to fade. Therefore, when the recognition of manual driving tends to fade, it is possible to alert the driver. Conversely, immediately after switching from automatic operation to manual operation, if the recognition of manual operation does not tend to fade, it is possible not to call attention. It should be noted that when the manual operation is switched to according to the driver's operation, it is possible that the driver is strongly conscious of the manual operation, and the attention may not be called.

Furthermore, like the present invention, the technique of calling attention when recognition of manual driving is fading can also be applied as a program or method. In addition, the system, program, and method described above may be realized as an independent device, or may be realized using parts shared with each part provided in the vehicle, and may include various aspects. It is a thing. For example, it is possible to provide a navigation system, a driving support system, a method, and a program that include the devices described above. In addition, it can be changed as appropriate, such as a part of which is software and a part of which is hardware. Furthermore, the invention is established as a recording medium for a program for controlling an apparatus. Of course, the recording medium for the software may be a magnetic recording medium, a semiconductor memory, or any other recording medium that will be developed in the future.

DESCRIPTION OF SYMBOLS 10... Driving assistance system 20... Control part 21... Driving assistance program 21a... Driving assistance module 21b... Steering timing prediction module 21c... Attention calling module 30... Recording medium 30a... Map data 30b... Driving assistance Information 40 Communication unit 50 Vehicle 51 Driving I/F unit 52 Sensor 53 Vehicle ECU 54 Acceleration/deceleration system 55 Steering system 56 User I/F unit D Intersection , G... guidance point, L1, L2... lane, R1 to R3... road section, X... guidance distance, σ... standard deviation

Claims (8)

A driving support system that provides driving support for a vehicle capable of automatic driving and manual driving,
a steering timing prediction unit that predicts a steering timing based on the planned travel route of the vehicle;
During manual operation, if the driver is not alerted that the vehicle is in manual operation until the steering timing has passed, and if the steering is not performed until the steering timing has passed, the warning is issued after the steering timing has passed. an alerting unit that alerts,
driving assistance system. The steering timing is after a specified period of time has passed since the course change guidance was provided.
The driving support system according to claim 1. The specified period is set by statistically processing the start period, which is the period from the guidance time for the course change to the time when the steering is actually started, and the probability that the start period is equal to or less than the specified period is set in advance. is set equal to the threshold specified by
The driving support system according to claim 2. The steering timing is the timing at which the driver passes through a point at which steering is expected to start .
The driving support system according to claim 1. The alerting unit alerts the vehicle while the vehicle is traveling on a highway,
The driving support system according to any one of claims 1 to 4 . The alerting unit performs the alerting during a period in which the acceleration/deceleration is automatic and the steering is manual.
The driving support system according to any one of claims 1 to 5 . The alerting unit alerts after the time when the reference period has elapsed after switching from automatic operation to manual operation,
The driving support system according to any one of claims 1 to 6 . A driving support program that enables a computer to realize a function of supporting driving of a vehicle capable of automatic driving and manual driving,
said computer,
a steering timing prediction unit that predicts a steering timing based on the planned travel route of the vehicle;
During manual operation, if the driver is not alerted that the vehicle is in manual operation until the steering timing has passed, and if the steering is not performed until the steering timing has passed, the warning is issued after the steering timing has passed. an alerting unit that alerts,
A driving assistance program that functions as a

Images