JPWO2018193536A1 - Travel control method and operation control device - Google Patents

Abstract

The driving characteristic learning method of the present invention, in a vehicle in which a driver can switch between manual driving and automatic driving, learns the driving operation of the driver during manual driving, and applies this learning result to traveling control of automatic driving. Then, traveling control is performed so that the jerk during automatic driving of the vehicle is different from the jerk during manual driving obtained as a learning result.

Description

  The present invention, in a vehicle in which a driver can switch between manual driving and automatic driving, learns a driving operation of the driver during manual driving, and applies the learning result to traveling control of automatic driving. Regarding the control device.

  Conventionally, Patent Document 1 is disclosed as a traveling control system that executes traveling control of a vehicle by automatic driving or driving assistance. In the traveling control system disclosed in Patent Document 1, in order to prevent the occupant's anxiety during traveling control by automatic driving or driving assistance, the degree of anxiety is measured by an electroencephalogram or the like, and when anxiety is felt, Adjust the vehicle speed and distance to remove anxiety. Therefore, in a situation where the occupant feels uneasy, automatic driving is performed so as to match the vehicle speed and the inter-vehicle distance during manual driving.

JP, 2016-52881, A

  Here, when the traveling control of the automatic driving is controlled to match the time of the manual driving like the conventional traveling control system described above, it is difficult for the occupant to know whether the automatic driving is normally operating. You must always be aware of the operating state of the system. As a result, there has been a problem that an occupant's burden of system monitoring increases.

  Therefore, the present invention has been proposed in view of the above-mentioned circumstances, and it is possible to easily understand that automatic driving is operating normally, and to reduce the burden on the occupant for system monitoring. An object of the present invention is to provide a travel control method and an operation control device that can be performed.

  In order to solve the above-described problems, the traveling control method and the driving control device according to one aspect of the present invention make the jerk during automatic driving of the vehicle different from the jerk during manual driving obtained as a learning result. Run control.

  According to the present invention, the occupant can easily understand that the automatic operation is normally operating, and the occupant's burden of system monitoring can be reduced.

FIG. 1 is a block diagram showing the configuration of an operation control system including an operation control device according to an embodiment of the present invention. FIG. 2 is a diagram showing temporal changes in speed, acceleration, and jerk during deceleration in manual operation. FIG. 3 is a diagram showing temporal changes in speed, acceleration, and jerk during deceleration in automatic operation of the operation control device according to the embodiment of the present invention. FIG. 4 is a flowchart showing a processing procedure of driving operation learning processing by the driving control device according to the embodiment of the present invention. FIG. 5 is a diagram showing an example of the learning result of the acceleration generation time from when the brake is turned on until 0.1 G is generated. FIG. 6 is a diagram showing an example of the learning result of the acceleration generation time from the accelerator off until 0.1 G is generated. FIG. 7 is a flowchart showing a processing procedure of automatic driving control processing by the driving control device according to the embodiment of the present invention. FIG. 8 is a diagram for explaining a method of setting acceleration / deceleration parameters in the automatic driving control process according to the embodiment of the present invention. FIG. 9 is a diagram for explaining a method of setting acceleration / deceleration parameters in the automatic driving control process according to the embodiment of the present invention. FIG. 10 is a diagram for explaining a method of setting acceleration / deceleration parameters in the automatic driving control process according to the embodiment of the present invention. FIG. 11 is a diagram for explaining a method of setting acceleration / deceleration parameters in the automatic driving control process according to the embodiment of the present invention. FIG. 12 is a diagram showing an example of speed changes during deceleration in manual operation. FIG. 13 is a diagram showing an example of a speed change at the time of deceleration of the automatic driving that is travel-controlled by the automatic driving control process according to the embodiment of the present invention. FIG. 14 is a diagram showing an example of speed changes during acceleration in manual operation. FIG. 15: is a figure which shows an example of the speed change at the time of the acceleration of the automatic driving | running controlled by the automatic driving control process which concerns on one Embodiment of this invention.

  An embodiment to which the present invention is applied will be described below with reference to the drawings.

[Configuration of operation control system]
FIG. 1 is a block diagram showing the configuration of an operation control system including the operation control device according to the present embodiment. As shown in FIG. 1, a driving control system 100 according to the present embodiment includes a driving control device 1, a driving state detection unit 3, a driving environment detection unit 5, a driving changeover switch 7, an occupant monitoring unit 8, The control state presentation part 9 is provided. Further, the driving control system 100 is connected to the actuator 11 mounted on the vehicle.

  In a vehicle in which a driver can switch between manual driving and automatic driving, the driving control device 1 learns a driving operation of the driver during manual driving, and executes a process of applying the learning result to traveling control of automatic driving. It is a controller to do. In particular, the driving control device 1 executes the traveling control process so that the jerk during the automatic driving of the vehicle is different from the jerk during the manual driving obtained as the learning result. That is, in this traveling control process, the absolute value of jerk during automatic driving of the vehicle may be controlled to be larger than the absolute value of jerk during manual driving obtained as a learning result, The traveling may be controlled so as to be small. The jerk is the rate of change in acceleration, and the jerk learned in manual driving may be the jerk in the front-rear direction of the vehicle or the jerk in the vehicle width direction.

  The driving control device 1 also includes a driving operation learning unit 21, a situation determination unit 23, a parameter setting unit 25, and an automatic driving control execution unit 27. In the present embodiment, the case where the operation control device 1 is installed in a vehicle will be described, but the communication control device 1 may be installed in the vehicle and the operation control device 1 may be installed in an external server.

  The running state detection unit 3 operates the vehicle speed, acceleration, jerk, acceleration / deceleration, steering angle, presence / absence of a preceding vehicle, inter-vehicle distance and relative speed with respect to the preceding vehicle, current position, display state of direction indicator, and headlight. The traveling data indicating the traveling state of the vehicle such as the lighting state and the operating state of the wiper is detected. For example, the traveling state detection unit 3 is an in-vehicle network such as a CAN (Controller Area Network), a navigation device, a laser radar, a camera, or the like. The parameters such as vehicle speed, acceleration, and jerk may be detected from the behavior of the vehicle, or may be obtained from the operation amount by the occupant.

  The traveling environment detection unit 5 determines the current position of the vehicle, the speed limit of the road on which the vehicle travels, the display state of a traffic light in front of the vehicle, the distance to an intersection in front of the vehicle, the distance to pedestrians and bicycles, the number of vehicles in front of the vehicle. , Detects environmental information representing the environment around the vehicle, such as the presence or absence of toll booths. In addition to this, the horn activation state of a railroad crossing, TTC (Time to collision) with a vehicle ahead, road regulation information, traffic congestion information, and the like are also detected. For example, the traveling environment detection unit 5 is a camera, a laser radar, a navigation device, etc. mounted on the vehicle. The display state of the traffic signal in front of the vehicle may be detected using road-to-vehicle communication. Further, the number of vehicles in front of the vehicle may be detected by using inter-vehicle communication or a cloud service linked with a smartphone. Furthermore, the planned route of the intersection in front of the vehicle is acquired from the display state of the navigation device and the direction indicator. Further, the road surface condition and the weather condition around the vehicle are respectively acquired from the illuminance sensor, the outside air temperature sensor, the wiper switch, and the like. However, the illuminance may be acquired from the switch of the headlight.

  The operation changeover switch 7 is a switch that is mounted on a vehicle and is operated by an occupant of the vehicle to switch between automatic operation and manual operation. For example, the driving changeover switch 7 is installed on the steering of the vehicle.

  The occupant monitoring unit 8 is a vehicle interior camera or the like installed in the vehicle, and detects the occupant's line-of-sight direction from the image captured by the vehicle interior camera to detect the occupant's forward monitoring state. Further, a device for detecting a biological signal may be provided so that the degree of arousal and the degree of tension of the occupant can be detected.

  The control state presentation unit 9 displays on the meter display unit, the display screen of the navigation device, the head-up display, or the like whether the current control state is manual operation or automatic operation. In addition, a notification sound that informs the start and end of the automatic driving is also output to indicate whether or not the learning of the driving operation is completed.

  The actuator 11 receives an execution command from the operation control device 1 and drives each part of the vehicle such as an accelerator, a brake, and a steering.

  Next, each part which comprises the operation control apparatus 1 is demonstrated. The driving operation learning unit 21 acquires the traveling data regarding the traveling state of the vehicle and the environmental information regarding the traveling environment around the vehicle from the traveling state detecting unit 3 and the traveling environment detecting unit 5, and learns the driving operation during the manual driving by the driver. To do. The driving operation to be learned is an acceleration / deceleration operation and a steering operation, and the driving operation in a situation where acceleration, deceleration, and jerk occur during traveling is learned. For example, the acceleration, deceleration, and jerk from the start (including start) to the end of the acceleration operation are learned, and the acceleration, deceleration, and jerk from the start to the end (including stop) of the deceleration operation are learned. Further, the acceleration, deceleration, and jerk in the vehicle width direction from the start to the end of the steering operation are learned. Then, the driving operation learning unit 21 learns by associating the speed and acceleration during jerk operation in manual driving, the jerk with the traveling environment.

  Specifically, the driving operation learning unit 21 learns the relationship between the speed and jerk at the start of the acceleration / deceleration operation in manual driving. Also, the relationship between the speed at the start of the acceleration / deceleration operation in the manual operation and the acceleration generation time from the start of the acceleration / deceleration operation until the predetermined acceleration is generated is learned. Further, the jerk from the start of the acceleration / deceleration operation in the manual operation to the occurrence of a predetermined acceleration may be learned.

  The situation determination unit 23 obtains the traveling data regarding the traveling state of the vehicle and the environmental information regarding the traveling environment around the vehicle from the traveling state detection unit 3 and the traveling environment detection unit 5, and the traveling state in which the vehicle is traveling and the automatic driving are Determine the usage status that is being used. The traveling conditions to be determined include turning left and right at an intersection and stopping, avoiding objects such as parked vehicles and pedestrians, passing railroad crossings, road restrictions, merging and overtaking, There are situations where the road is congested or congested, weather conditions, visibility, and road surface conditions are poor. In addition to this, the situation determination unit 23 determines the front monitoring state of the occupant of the vehicle and determines whether the traveling environment around the vehicle is a preset specific environment such as a school zone or a living road. To do In addition, as the usage status to be determined, whether or not it is a predetermined period after shifting from manual driving to automatic driving, whether or not it is a predetermined period after the vehicle starts automatic driving, and whether the vehicle is in automatic driving or manual driving Whether or not it is a predetermined period before shifting to.

  The parameter setting unit 25 executes the automatic driving based on the learning result learned by the driving operation learning unit 21 and the traveling situation and the usage situation determined by the situation determining unit 23 when the automatic operation is started. Set the parameters for. Parameters to be set include jerk, acceleration, deceleration, acceleration generation time, and the like. In particular, the parameter setting unit 25 sets parameters such that the jerk during automatic driving of the vehicle is different from the jerk during manual driving obtained as a learning result. That is, the parameter may be set so that the absolute value of jerk during automatic driving of the vehicle is larger than the absolute value of jerk during manual driving obtained as a learning result, or the parameter may be set so as to be smaller. May be set.

  For example, a case where the vehicle decelerates from 50 km / h will be described with reference to FIGS. FIG. 2 is a diagram showing temporal changes in speed, acceleration, and jerk when decelerating from 50 km / h during manual operation. In FIG. 2, the accelerator is turned off at time t1 and the acceleration decreases by 0.1 G at time t2. The acceleration generation time T1 is a time from when the accelerator is turned off to when the acceleration is reduced by 0.1 G. The driving operation learning unit 21 learns such driving operations and stores them as learning results.

  On the other hand, as shown in FIG. 3, the parameter setting unit 25 sets the jerk during automatic driving so that it differs from the jerk during manual driving obtained as a learning result. Particularly, when starting acceleration / deceleration, the parameter setting unit 25 sets the absolute value of jerk during automatic operation to be larger than the absolute value of jerk during manual operation obtained as a learning result. In FIG. 3, the accelerator is turned off at time t3, the acceleration is decreased by 0.1 G at time t4, and the acceleration generation time is T2. Comparing FIG. 2 and FIG. 3, the acceleration generation time T2 during automatic driving is shorter than the acceleration generation time T1 during manual driving. This is because the parameter setting unit 25 sets the absolute value of jerk during automatic operation to be larger than the absolute value of jerk during manual operation. When the jerk during the period T1 in FIG. 2 and the jerk during the period T2 in FIG. 3 are compared, the absolute value of the jerk during automatic operation shown in FIG. 3 is the absolute value of the jerk during manual operation shown in FIG. It is larger than the value.

  In this way, by setting the jerk during automatic driving so that it differs from the jerk during manual driving obtained as a result of learning, the difference between automatic driving and manual driving becomes clear. You can easily know that it is operating normally. As a result, the occupant's sense of burden on system monitoring can be significantly reduced. In particular, during acceleration / deceleration when the vehicle speed or acceleration of the vehicle changes or when making a right or left turn, the occupant's anxiety about automatic driving increases. However, when the acceleration / deceleration is started (T1 in FIG. 2 or T2 in FIG. 3), if the jerk during the automatic driving is set to be different from the jerk during the manual driving obtained as the learning result, Can easily understand that automatic driving is operating normally. Therefore, the occupant can obtain a sense of security and a sense of trust in the autonomous driving. 2 and 3, the absolute value of jerk during automatic operation is set to be larger than the absolute value of jerk during manual operation, but it may be set to be smaller.

  The automatic driving control execution unit 27 executes the automatic driving control when the automatic driving section is reached or when the driver selects the automatic driving by the driving changeover switch 7. At this time, the automatic driving control execution unit 27 applies the learning result learned by the driving operation learning unit 21 to the traveling control of the automatic driving, and performs the automatic driving control with the acceleration, deceleration, and jerk set by the parameter setting unit 25. To execute.

  The operation control device 1 is composed of a general-purpose electronic circuit including a microcomputer, a microprocessor, and a CPU, and peripheral devices such as a memory. Then, by executing a specific program, it operates as the driving operation learning unit 21, the situation determination unit 23, the parameter setting unit 25, and the automatic driving control execution unit 27 described above. Each function of such an operation control device 1 can be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device, such as a processing device including an electrical circuit, and an application specific integrated circuit (ASIC) or conventional circuit arranged to perform the functions described in the embodiments. It also includes devices such as parts.

[Procedure for driving operation learning processing]
Next, the procedure of the driving operation learning process by the driving control device 1 according to the present embodiment will be described with reference to the flowchart of FIG. The driving operation learning process shown in FIG. 4 starts when the vehicle ignition is turned on.

  As shown in FIG. 4, first, in step S101, the driving operation learning unit 21 determines whether or not the vehicle is in manual driving based on the state of the driving changeover switch 7. If the vehicle is in manual driving, the process proceeds to step S103, and if it is in automatic driving, the driving operation learning process is ended and the automatic driving control is executed.

  In step S103, the driving operation learning unit 21 detects the traveling data regarding the traveling state of the vehicle and the environmental information regarding the traveling environment around the vehicle from the traveling state detecting unit 3 and the traveling environment detecting unit 5. The detected travel data includes vehicle speed, steering angle, acceleration, deceleration, jerk, distance between preceding vehicles, relative speed with preceding vehicles, current position, planned course at front intersection, brake pedal and accelerator pedal. The operation amount, the lighting state of the headlight, the operating state of the wiper, etc. are detected. The environmental information includes the speed limit of the road on which the vehicle is traveling, the toll gate, the presence or absence of suspension restrictions or the display status of traffic lights in front of the vehicle, the distance from the vehicle to the front intersection, the number of vehicles in front of the vehicle, and walking from the vehicle. It detects distances to people and bicycles, road conditions, and weather conditions around the vehicle. In addition to this, the horn activation state of a railroad crossing, TTC (Time to collision) with a vehicle ahead, road regulation information, traffic congestion information, and the like are also detected. Further, the driving operation learning unit 21 detects the front monitoring state of the occupant, the degree of awakening, the degree of tension, etc. from the occupant monitoring unit 8.

  In step S105, the driving operation learning unit 21 determines whether the vehicle is decelerating or accelerating. As a determination method, it is determined that the vehicle is decelerating or accelerating when the deceleration or acceleration of the vehicle acquired in step S103 is equal to or greater than a predetermined value. If it is determined that the vehicle is decelerating or accelerating, the process proceeds to step S107, and if it is determined that the vehicle is not decelerating or accelerating, the process returns to step S103.

  In step S107, the driving operation learning unit 21 learns the traveling data and the environmental information, which are determined to be decelerating or accelerating in the process of step S105, from the traveling data and the environmental information detected in step S103. Memorize as. In the present embodiment, a case has been described in which the data is sorted and stored in advance, but it is also possible to store all the data during the manual operation once and then perform the processing in step S105 described above to sort.

  In step S109, the driving operation learning unit 21 determines whether or not a predetermined amount of learning data has been stored. If the predetermined amount of learning data has not been stored, the process returns to step S103. Proceed to S111.

  In step S111, the driving operation learning unit 21 learns the driving operation during manual driving by the driver. In particular, the driver's acceleration / deceleration operation is learned. For example, the relationship between speed and jerk at the start of acceleration / deceleration operation in manual operation is learned, and a linear function is obtained as a learning result. Similarly, a linear function may be obtained by learning the relationship between the speed at the start of acceleration / deceleration operation in manual operation and the acceleration generation time. The acceleration generation time is the time from the start of the acceleration / deceleration operation to the generation of a predetermined acceleration. For example, in the case of deceleration operation, the acceleration generation time is defined as the time until a predetermined deceleration (for example, 0.1 G) occurs when the accelerator is turned off or the brake is turned on when the deceleration operation is started.

  Alternatively, only the acceleration generation time may be learned. For example, as shown in FIG. 5, the acceleration generation time from when the brake is turned on to when the deceleration of 0.1 G is generated is learned for each of the drivers A to G, and the average value or standard deviation of each is obtained. May be. Similarly, as shown in FIG. 6, the acceleration generation time from when the accelerator is turned off to when the deceleration of 0.1 G is generated is learned for each of the drivers A to G, and the average value and standard deviation thereof are calculated. You may ask. Incidentally, not only the average value and the standard deviation but also the maximum value may be obtained. Further, instead of learning the acceleration generation time, the jerk from the start of the acceleration / deceleration operation in the manual driving to the occurrence of a predetermined acceleration may be learned. In this case, the section in which the jerk occurs before the intersection is specified in advance, and the jerk in the section is learned.

  Further, the jerk during the acceleration / deceleration operation in the manual driving and the traveling environment of the vehicle may be associated and learned. Environmental factors that affect the jerk and acceleration during deceleration operation in the traveling environment include, for example, a vehicle approaching another vehicle or an object such as a pedestrian. In this case, the jerk during the deceleration operation is learned in association with the distance between the vehicle and the object, the relative speed, or TTC (Time to collision). As a result, the jerk during deceleration operation is learned in association with situations such as interruptions and sudden deceleration of preceding vehicles, the appearance of traffic jams, the appearance of parked vehicles, the entry of crossing vehicles and merging vehicles, and the crossing of pedestrians and bicycles. be able to.

  When the traffic signal is switched, the jerk during deceleration operation is learned in association with the distance or time (distance / speed) to the stop line when switching from yellow to red. When the horn is activated at the railroad crossing, the jerk during deceleration operation is learned in association with the distance or time (distance / speed) to the stop line when the horn is activated. Further, when there is road regulation, the jerk during deceleration operation is learned in association with the distance or time (distance / speed) to the road regulation point. This makes it possible to learn the jerk at the time of deceleration operation in association with the situation such as lane regulation due to road construction, approach to a tollgate, decrease in speed limit, and the like. Further, the jerk during deceleration operation may be learned in association with the visibility, the weather condition, and the road surface condition. Thus, the jerk during deceleration operation can be learned in association with the conditions such as rain, snow, and freezing of the road surface.

  Next, as the environmental factors that affect the jerk and the acceleration at the time of the acceleration operation, for example, there is a case where the vehicle merges or overtakes. In this case, the jerk during the acceleration operation is learned in association with the length of the merging or overtaking section and the speed of the merging destination. When traveling on an intersection or a narrow road, the jerk during acceleration operation is learned by associating with whether to turn right or left, whether to start from a temporarily stopped intersection, or to run on a narrow road. Further, when the vehicle is congested or congested, the jerk during the acceleration operation is learned in association with whether or not the own lane or the adjacent lane is congested or congested. Further, the jerk during the acceleration operation may be learned in association with the visibility, the weather condition, and the road surface condition. Accordingly, the jerk during the acceleration operation can be learned in association with the situation such as rain, snow, and freezing of the road surface. Further, the jerk during acceleration operation may be learned in association with whether or not the vehicle is traveling in a specific environment such as a school zone or a residential road.

  In step S113, the driving operation learning unit 21 stores the learning result calculated in step S111 and ends the driving operation learning process according to the present embodiment.

[Procedure for automatic operation control processing]
Next, the procedure of the automatic driving control process by the driving control device 1 according to the present embodiment will be described with reference to the flowchart of FIG. 7.

  As shown in FIG. 7, in step S201, the automatic driving control execution unit 27 determines whether or not the learning of the driving operation is completed by the driving operation learning process shown in FIG. If the learning is completed, the process proceeds to step S203, and if the learning is not completed, the process proceeds to step S211.

  First, a case where learning of driving operation is completed will be described. In step S203, the situation determination unit 23 acquires the traveling data regarding the traveling state of the vehicle and the environmental information regarding the traveling environment around the vehicle from the traveling state detection unit 3 and the traveling environment detection unit 5, and the traveling state in which the vehicle is traveling. And a usage situation in which automatic driving is used. The detected traveling conditions include turning left and right at intersections and stopping, avoiding objects such as parked vehicles and pedestrians, passing railroad crossings, road restrictions, confluence and overtaking, There are situations where the road is congested or congested, weather conditions, visibility, and road surface conditions are poor. In addition to this, the situation determination unit 23 detects the front monitoring state of the occupant of the vehicle and detects whether the traveling environment around the vehicle is a preset specific environment such as a school zone or a living road. To do In addition, the usage status detected is whether or not it is a predetermined period after shifting from manual driving to automatic driving, whether or not it is a predetermined period after the vehicle starts automatic driving, and from automatic driving to manual driving. Whether or not it is a predetermined period before shifting to.

  In step S205, the parameter setting unit 25 sets an acceleration / deceleration parameter for executing the automatic driving based on the learning result learned in the driving operation learning process and the traveling situation and the usage situation detected in step S203. . Parameters to be set include jerk, acceleration, deceleration, acceleration generation time, and the like. In particular, the parameter setting unit 25 sets the jerk at the time of automatic driving of the vehicle so as to be different from the jerk at the time of manual driving obtained as a learning result. That is, the absolute value of jerk during automatic driving of the vehicle may be set to be larger or smaller than the absolute value of jerk during manual driving obtained as a learning result. Good.

  For example, in FIG. 8, the relationship between the speed and the jerk at the start of the acceleration / deceleration operation in the manual operation is learned, and the learning result is shown by the dotted line X. By adding a predetermined value to the learning result X, the relationship between the speed and the jerk at the start of the acceleration / deceleration operation in the automatic driving is obtained, and is shown by the solid line Y. Thus, the parameter setting unit 25 sets the absolute value of jerk during automatic driving to be larger than the absolute value of jerk during manual driving obtained as a learning result.

  Further, in FIG. 9, the relationship between the speed and the jerk at the start of the acceleration / deceleration operation in the automatic driving is obtained by subtracting a predetermined value from the learning result X shown by the dotted line, and is shown by the solid line Y. As a result, the absolute value of jerk during automatic operation is set to be smaller than the absolute value of jerk during manual operation obtained as a learning result. If the jerk during manual operation is large, that is, if the driver has a lot of sudden acceleration or deceleration, it is better to make the jerk during automatic operation smaller than the jerk during manual operation to make the difference between automatic operation and manual operation. Sometimes it can be clarified. Therefore, the jerk during automatic operation may be set to be smaller than the jerk during manual operation. However, it is not necessary to limit the driver to a large amount of sudden acceleration and sudden deceleration, and even in the case of a normal driver, the jerk during automatic driving may be smaller than the jerk during manual driving.

  Further, the acceleration generation time may be set instead of the jerk. In FIG. 10, the relationship between the speed at the start of the acceleration / deceleration operation in manual operation and the acceleration generation time is learned, and the learning result is shown by the dotted line X. By subtracting a predetermined value from the learning result X, the relationship between the speed at the start of the acceleration / deceleration operation in automatic driving and the acceleration generation time is obtained, and is shown by the solid line Y. As a result, the acceleration generation time during automatic driving is set to be shorter than the acceleration generation time during manual driving obtained as a learning result. Since the acceleration generation time is the time from the start of the acceleration / deceleration operation until the predetermined acceleration is reached, the jerk increases as the acceleration generation time decreases. Therefore, the parameter setting unit 25 sets the absolute value of jerk during automatic driving to be larger than the absolute value of jerk during manual driving obtained as a learning result.

  Further, in FIG. 11, the relationship between the speed at the start of the acceleration / deceleration operation in automatic driving and the acceleration generation time is obtained by adding a predetermined value to the learning result X shown by the dotted line, and is shown by the solid line Y. As a result, the acceleration generation time during automatic driving is set to be longer than the acceleration generation time during manual driving obtained as a learning result. The jerk decreases as the acceleration generation time increases. Therefore, the parameter setting unit 25 sets the absolute value of jerk during automatic driving to be smaller than the absolute value of jerk during manual driving obtained as a learning result.

  Further, the parameter setting unit 25 may adjust the jerk during the automatic driving according to the usage situation in which the automatic driving of the vehicle is used. For example, when the vehicle shifts from manual driving to automatic driving, parameters are set so that the difference between the jerk during automatic driving and the jerk during manual driving becomes greater than a predetermined value for a predetermined period after the shift. And drive control. The predetermined value may be set in advance so that the occupant can clearly recognize the difference between the jerk during the automatic driving and the jerk during the manual driving.

  In addition, the parameter setting unit 25 sets a parameter such that, when the vehicle starts the automatic driving, the difference between the jerk during the automatic driving and the jerk during the manual driving becomes larger by a predetermined value or more for a predetermined period after the start. Is set to control traveling. Here, the start of the automatic driving means a case where the vehicle starts to run from a state where the automatic driving is not used, such as immediately after purchasing the vehicle.

  Further, when the vehicle shifts from the automatic driving to the manual driving, the parameter setting unit 25 causes the difference between the jerk during the automatic driving and the jerk during the manual driving to be larger than a predetermined value for a predetermined period before the shift. The parameter is set so that the traveling control is performed.

  Further, the parameter setting unit 25 may adjust the jerk during automatic driving according to the front monitoring state of the occupant of the vehicle. For example, if it is determined that the occupant's arousal level has decreased, the jerk is increased according to the degree of decrease to increase the occupant's arousal level. Further, when it is detected that the occupant is not looking ahead, the jerk is increased to promote front monitoring of the occupant.

  Further, the parameter setting unit 25 learns by associating the jerk at the time of the acceleration / deceleration operation in the manual driving of the vehicle with the traveling environment of the vehicle, and sets the parameter based on the learning result to control the traveling. For example, when the vehicle is approaching another vehicle or an object such as a pedestrian, the jerk or deceleration is increased as the distance decreases. Further, the jerk and the deceleration may be increased as the relative speed to the object increases or the TTC (Time to collision) decreases. This makes it possible to set appropriate parameters in the case of interruption or sudden deceleration of a preceding vehicle, appearance of traffic jam, appearance of a parked vehicle, entry of a crossing vehicle or a merging vehicle, crossing of a pedestrian or a bicycle, and the like.

  Further, when the traffic light is switched, the parameter setting unit 25 increases the jerk or deceleration as the distance or time (distance / speed) to the stop line when switching from yellow to red becomes shorter. Further, when the horn is being activated at the railroad crossing, the jerk and deceleration are increased as the distance or time (distance / speed) to the stop line when the horn is activated becomes shorter. If there is road regulation, the jerk or deceleration is increased as the distance or time (distance / speed) to the road regulation point or toll gate becomes shorter.

  Further, when the vehicle joins or overtakes, the parameter setting unit 25 increases jerk or acceleration as the joining or overtaking section becomes shorter. Further, the jerk or acceleration may be increased as the speed at the merge destination increases. Furthermore, when traveling on an intersection or a narrow road, the jerk or acceleration is made smaller than the learning result at the time of turning right or left, when starting from a temporarily stopped intersection, or when traveling on a narrow road. Further, when the road ahead of the vehicle is congested or congested, the jerk and acceleration are made smaller than the learning result.

  Further, the parameter setting unit 25 reduces jerk and acceleration smaller than the learning result in a situation where the weather condition, the visibility, and the road surface condition are bad (rain, snow, road freezing). Further, when the vehicle is traveling in a preset specific environment such as a school zone or a residential road, the jerk or acceleration is set smaller than the learning result.

  In step S207, the automatic driving control execution unit 27 executes automatic driving control using the acceleration / deceleration parameters set in step S205. For example, it is assumed that the speed change during deceleration of the manual operation is such a change as shown in FIG. In FIG. 12, the acceleration generation time when the deceleration starts is Ts, and the acceleration generation time when the deceleration ends is Tf. Here, when automatic driving is performed using the acceleration / deceleration parameters set in step S205, that is, when the absolute value of jerk during automatic driving is set to be larger than the absolute value of jerk during manual driving The speed changes as shown in FIG. In FIG. 13, the absolute value of jerk during automatic operation is set to be larger than the absolute value of jerk during manual operation, so the acceleration generation time Ts'Tf 'is the acceleration generation time shown in FIG. It is shorter than the times Ts and Tf.

  Further, a change in speed during acceleration will be described with reference to FIGS. In FIG. 14, the acceleration generation time at the start of acceleration in the manual operation is Ts, and the acceleration generation time at the end of acceleration is Tf. Here, when automatic driving is performed using the acceleration / deceleration parameters set in step S205, that is, when the absolute value of jerk during automatic driving is set to be larger than the absolute value of jerk during manual driving The speed changes as shown in FIG. In FIG. 15, since the absolute value of jerk during automatic operation is set to be larger than the absolute value of jerk during manual operation, the acceleration generation time Ts'Tf 'is the acceleration generation time shown in FIG. It is shorter than the times Ts and Tf.

  The automatic driving control execution unit 27 transmits a control execution command to the actuator 11 so that such automatic driving is executed, and executes operations such as accelerator, brake, and steering necessary for automatic driving.

  In step S209, the automatic driving control execution unit 27 determines whether or not the automatic driving has ended. If not, the process returns to step S203 to continue the automatic driving. On the other hand, when the automatic operation is switched to the manual operation and the automatic operation ends, the automatic operation control process according to the present embodiment ends.

  Next, a case where the learning of the driving operation is not completed will be described. In step S211, the situation determination unit 23 acquires the traveling data regarding the traveling state of the vehicle and the environmental information regarding the traveling environment around the vehicle from the traveling state detection unit 3 and the traveling environment detection unit 5, and the traveling state in which the vehicle is traveling. And a usage situation in which automatic driving is used. The detected traveling conditions include turning left and right at intersections and stopping, avoiding objects such as parked vehicles and pedestrians, passing railroad crossings, road restrictions, confluence and overtaking, There are situations where the road is congested or congested, weather conditions, visibility, and road surface conditions are poor. In addition to this, the situation determination unit 23 detects the front monitoring state of the occupant of the vehicle and detects whether the traveling environment around the vehicle is a preset specific environment such as a school zone or a living road. To do In addition, the usage status detected is whether or not it is a predetermined period after shifting from manual driving to automatic driving, whether or not it is a predetermined period after the vehicle starts automatic driving, and from automatic driving to manual driving. Whether or not it is a predetermined period before shifting to.

  In step S213, the parameter setting unit 25 sets a predetermined value set in advance as the acceleration / deceleration parameter. As this predetermined value, a general acceleration / deceleration value or an average value may be used.

  In step S215, the automatic driving control execution unit 27 executes the automatic driving control using the set acceleration / deceleration parameters. Specifically, the automatic driving control execution unit 27 transmits a control execution command to the actuator 11 and executes operations such as accelerator, brake, and steering necessary for automatic driving.

  In step S217, the automatic driving control execution unit 27 determines whether or not the automatic driving has ended. If not, the process returns to step S211 to continue the automatic driving. On the other hand, when the automatic operation is switched to the manual operation and the automatic operation ends, the automatic operation control process according to the present embodiment ends.

[Effect of Embodiment]
As described above in detail, in the travel control method and the operation control device according to the present embodiment, the travel control is performed such that the jerk during the automatic driving of the vehicle is different from the jerk during the manual operation obtained as the learning result. To do. As a result, the occupant can easily understand that the automatic operation is normally operating, and the occupant's burden of system monitoring can be reduced.

  Further, in the travel control method according to the present embodiment, travel control is performed such that the absolute value of jerk during automatic driving of the vehicle is larger than the absolute value of jerk during manual operation obtained as a learning result. This allows the occupant to easily understand the behavior of the vehicle such as acceleration / deceleration and stop. Not only simply increasing the jerk, but also by using the jerk of the occupant obtained as a result of learning as a reference, it is possible to reflect the driving characteristics of the individual and set so that the jerk does not become unnecessarily large. . In addition, by using the jerk of the occupant obtained as a learning result as a reference, the required acceleration can be accurately estimated, so that it is possible to inform the occupant that the jerk is different from the manual operation. become. In addition, since the occupant can easily understand that the automatic driving system is operating normally from the behavior of the vehicle, he / she can obtain a sense of security and reliability for the automatic driving. Incidentally, in order to control the traveling so as to be different from the jerk during the manual operation obtained as the learning result, the jerk during the automatic driving may be increased by not reflecting the learning result.

  Further, in the travel control method according to the present embodiment, the jerk during automatic driving is adjusted according to the situation where automatic driving of the vehicle is used. As a result, the jerk pattern (size, time, number of times, etc.) can be adjusted according to the situation in which automated driving is used.When necessary, the jerk is increased to notify the occupant of the operating state of the automated driving system. However, the passengers can be given a sense of security and trust. Further, when unnecessary, the jerk can be reduced to provide a comfortable ride.

  Further, in the traveling control method according to the present embodiment, when the vehicle shifts from manual driving to automatic driving, the difference between the jerk during automatic driving and the jerk during manual driving is a predetermined value during a predetermined period after the transition. The traveling is controlled so as to be larger than the above. As a result, immediately after shifting to the automatic driving, it is possible to positively inform the occupant that the automatic driving system is operating normally, and the occupant can feel a sense of security.

  Further, in the traveling control method according to the present embodiment, when the vehicle starts the automatic driving, the difference between the jerk during the automatic driving and the jerk during the manual driving becomes larger by a predetermined value or more during a predetermined period after the start. To control the travel. As a result, when the automatic driving of the vehicle is started, the fact that the automatic driving system is normally operating can be actively notified to the occupant, and the occupant can feel a sense of security.

  Further, in the traveling control method according to the present embodiment, when the vehicle shifts from the automatic driving to the manual driving, the difference between the jerk during the automatic driving and the jerk during the manual driving is a predetermined value for a predetermined period before the shift. The traveling is controlled so as to be larger than the above. As a result, immediately before returning from automatic operation to manual operation, it is possible to make the occupant understand that the return to manual operation is approaching due to the change in jerk. Can be prepared.

  Further, in the traveling control method according to the present embodiment, the front monitoring state of the occupant of the vehicle is detected, and the jerk during automatic driving is adjusted according to the detected front monitoring state. Thereby, when the occupant neglects to monitor the front, the jerk can be increased to prompt the front monitoring of the occupant.

  Further, in the travel control method according to the present embodiment, the relationship between the speed and jerk at the start of the acceleration / deceleration operation in the manual operation of the vehicle is learned, and the travel control of the automatic operation is performed based on the learning result. As a result, the learning result can be reflected in the acceleration / deceleration operation of the automatic driving, so that the traveling control that reflects the driving characteristics of each driver becomes possible.

  Further, in the traveling control method according to the present embodiment, the relationship between the speed at the start of the acceleration / deceleration operation in the manual operation of the vehicle and the acceleration generation time from the start of the acceleration / deceleration operation until the predetermined acceleration occurs is learned. Then, the traveling control of the automatic driving is performed based on the learning result. As a result, the learning result can be reflected in the acceleration / deceleration operation of the automatic driving, so that the traveling control that reflects the driving characteristics of each driver becomes possible.

  Further, in the traveling control method according to the present embodiment, the jerk from the start of the acceleration / deceleration operation in the manual driving of the vehicle to the occurrence of a predetermined acceleration is learned, and the traveling control of the automatic driving is performed based on the learning result. . As a result, the learning result can be reflected in the acceleration / deceleration operation of the automatic driving, so that the traveling control that reflects the driving characteristics of each driver becomes possible.

  Further, in the traveling control method according to the present embodiment, learning is performed by associating the jerk during acceleration / deceleration operation in the manual driving of the vehicle with the traveling environment of the vehicle, and the traveling control of the automatic driving is performed based on the learning result. As a result, it is possible to perform driving control by adjusting the driving characteristics of each driver according to various driving environments.

  In addition, in the traveling control method according to the present embodiment, the jerk during automatic driving is adjusted when the traveling environment around the vehicle is a preset specific environment. This allows the occupants to understand the high-risk environment and the situation in which the driver needs to intervene in autonomous driving, and thus encourages the occupants to actively monitor the surrounding environment. it can.

  Further, in the traveling control method according to the present embodiment, the jerk learned in the manual driving of the vehicle is the jerk in the front-rear direction of the vehicle. Accordingly, it is possible to learn the driving characteristics of the driver when stopping at an intersection or when approaching an object such as another vehicle.

  Further, in the traveling control method according to the present embodiment, the jerk learned in the manual driving of the vehicle is the jerk in the vehicle width direction of the vehicle. As a result, it is possible to learn the driving characteristics of the driver when turning right or left at an intersection.

  The above-mentioned embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and even in a form other than this embodiment, as long as it does not deviate from the technical idea of the present invention, depending on the design or the like. Of course, various changes can be made.

DESCRIPTION OF SYMBOLS 1 Driving control device 3 Running state detection unit 5 Running environment detection unit 7 Driving changeover switch 8 Occupant monitoring unit 9 Control state presentation unit 11 Actuator 21 Driving operation learning unit 23 Situation determination unit 25 Parameter setting unit 27 Automatic driving control execution unit 100 Driving Control system

Claims (15)

In a vehicle in which a driver can switch between manual driving and automatic driving, a driving control method of a driving control device, which learns a driving operation of the driver during manual driving and applies the learning result to driving control of automatic driving. hand,
A traveling control method, wherein the jerk during automatic driving of the vehicle is controlled so as to be different from the jerk during manual driving obtained as the learning result.   The traveling according to claim 1, wherein the absolute value of jerk during automatic driving of the vehicle is controlled to be larger than the absolute value of jerk during manual driving obtained as the learning result. Control method.   The driving control method according to claim 1, wherein the jerk during the automatic driving is adjusted according to a situation in which the automatic driving of the vehicle is used.   When the vehicle shifts from manual driving to automatic driving, traveling control is performed for a predetermined period after the shift so that the difference between the jerk during the automatic driving and the jerk during the manual driving becomes a predetermined value or more. The travel control method according to claim 3, wherein   When the vehicle starts automatic driving, traveling control is performed so that a difference between the jerk during the automatic driving and the jerk during the manual driving becomes greater than a predetermined value for a predetermined period after the start. The traveling control method according to claim 3 or 4.   When the vehicle shifts from automatic driving to manual driving, traveling control is performed for a predetermined period before the shift so that the difference between the jerk during the automatic driving and the jerk during the manual driving becomes a predetermined value or more. The traveling control method according to any one of claims 3 to 5, wherein:   7. The traveling according to claim 1, wherein a front monitoring state of an occupant of the vehicle is detected, and the jerk during the automatic driving is adjusted according to the detected front monitoring state. Control method.   8. The relationship between speed and jerk at the time of starting the acceleration / deceleration operation in the manual driving of the vehicle is learned, and the traveling control of the automatic driving is performed based on the learning result. The traveling control method according to item 1.   The relationship between the speed at the start of the acceleration / deceleration operation in the manual driving of the vehicle and the acceleration generation time from the start of the acceleration / deceleration operation until a predetermined acceleration is generated is learned, and the automatic driving is performed based on the learning result. The traveling control method according to claim 1, wherein the traveling control is performed.   8. The jerk from the start of the acceleration / deceleration operation in the manual driving of the vehicle to the occurrence of a predetermined acceleration is learned, and the traveling control of the automatic driving is performed based on the learning result. The traveling control method according to any one of items.   11. The acceleration of acceleration / deceleration operation in the manual driving of the vehicle is learned by associating with the traveling environment of the vehicle, and the traveling control of the automatic driving is performed based on the learning result. The traveling control method according to any one of items.   The jerk during the automatic driving is adjusted when the traveling environment around the vehicle is a preset specific environment, The traveling control according to claim 1. Method.   The jerk learned in the manual driving of the vehicle is a jerk in the front-rear direction of the vehicle, The traveling control method according to claim 1.   The jerk learned in the manual driving of the vehicle is a jerk in the vehicle width direction of the vehicle, and the traveling control method according to claim 1. In a vehicle capable of switching between manual driving and automatic driving by a driver, a driving control device that learns a driving operation of the driver during manual driving, and applies the learning result to traveling control of automatic driving,
A driving control device, wherein the jerk during automatic driving of the vehicle is controlled so as to be different from the jerk during manual driving obtained as the learning result.

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