WO2016035268A1 - Système de commande de déplacement de véhicule - Google Patents

Système de commande de déplacement de véhicule Download PDF

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Publication number
WO2016035268A1
WO2016035268A1 PCT/JP2015/004110 JP2015004110W WO2016035268A1 WO 2016035268 A1 WO2016035268 A1 WO 2016035268A1 JP 2015004110 W JP2015004110 W JP 2015004110W WO 2016035268 A1 WO2016035268 A1 WO 2016035268A1
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WO
WIPO (PCT)
Prior art keywords
anxiety
vehicle
user
travel control
driver
Prior art date
Application number
PCT/JP2015/004110
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English (en)
Japanese (ja)
Inventor
吉田　一郎
清彦 澤田
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2015140427A external-priority patent/JP6520506B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to US15/502,559 priority Critical patent/US10252713B2/en
Publication of WO2016035268A1 publication Critical patent/WO2016035268A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0013—Planning or execution of driving tasks specially adapted for occupant comfort
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61B—DIAGNOSIS; SURGERY; IDENTIFICATION
    • A61B5/00—Measuring for diagnostic purposes; Identification of persons
    • A61B5/16—Devices for psychotechnics; Testing reaction times ; Devices for evaluating the psychological state
    • A61B5/18—Devices for psychotechnics; Testing reaction times ; Devices for evaluating the psychological state for vehicle drivers or machine operators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/22—Psychological state; Stress level or workload
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs

Definitions

  • the present disclosure relates to a vehicle travel control system configured to perform vehicle travel control by automatic driving (including driving support).
  • an automatic driving device and a driving support device are mounted on a vehicle, and travel control by automatic driving (including driving support) is performed.
  • automatic driving including driving support
  • a situation may occur in which the driving method of automatic driving and the user's normal driving method are different.
  • manual driving the user's (driver's) approach to safety is different for each person, so the driver's habit (individuality) appears in the way of driving by manual driving.
  • the driving control by the automatic driving of the vehicle is appropriately executed, the driver is uneasy when the driving method of the automatic driving and the driving method of the normal manual driving of the driver are greatly different. You may feel Passengers are also accustomed to the usual driving methods by the driver, and passengers may feel anxious if the driving method of automatic driving and the driver's normal driving method differ greatly. is there.
  • the driver's driving skill is estimated by estimating the driver's emotion when receiving driving assistance and controlling the driving assistance assist amount so that the driver can have a pleasant emotion.
  • An apparatus for improving the performance is described.
  • the driving method as a result of driving assistance may be different from the normal driving method of the driver. In such a case, the driver or passenger Feel uneasy.
  • One of the objects of the present invention is to provide a vehicle travel control system that can prevent a user from feeling uneasy as much as possible even when travel control by automatic driving or driving assistance is performed.
  • a vehicle travel control system configured to execute vehicle travel control by automatic driving or driving assistance.
  • the vehicle travel control system includes a driver motion measuring device that measures a driver's driving motion, a user anxiety level measuring device that measures the degree of user anxiety, and a user anxiety level measured by the user anxiety level measuring device.
  • the anxiety factor that causes the anxiety is determined based on the characteristic data of the user with respect to the driving state of the vehicle, and based on the determined anxiety factor
  • a travel control device that changes the travel control of the vehicle so as to reduce the anxiety of the user by adjusting the control degree of the travel control of the vehicle.
  • This vehicle traveling control system can prevent the user from feeling uneasy as much as possible even when traveling control by automatic driving or driving assistance is performed.
  • FIG. 1 is a block diagram of a vehicle travel control system according to the first embodiment.
  • FIG. 2 is a flowchart of the main control of the vehicle travel control system.
  • FIG. 3 is a flowchart of a user (driver or passenger) recognition process.
  • FIG. 4 is a flowchart of an anxiety degree detection process.
  • FIG. 5 is a flowchart of an anxiety degree determination process.
  • FIG. 6 is a flowchart of processing for executing travel control according to road information.
  • FIG. 7 is a flowchart of processing for setting control parameters for achieving the operation control target (safety top priority or arrival time priority).
  • FIG. 1 is a block diagram of a vehicle travel control system according to the first embodiment.
  • FIG. 2 is a flowchart of the main control of the vehicle travel control system.
  • FIG. 3 is a flowchart of a user (driver or passenger) recognition process.
  • FIG. 4 is a flowchart of an anxiety degree detection process.
  • FIG. 5 is
  • FIG. 8 is a flowchart of the travel control that does not give anxiety to both the driver and the passenger.
  • FIG. 9 is a time chart of an anxiety degree detection process.
  • FIG. 10 is a block diagram of an electroencephalogram sensor.
  • FIG. 11A is a side view showing a schematic configuration of a brain active area measuring instrument.
  • FIG. 11B is a front view showing a schematic configuration of a brain active area measuring instrument.
  • FIG. 12A shows the left hemisphere side of the brain.
  • FIG. 12B is a diagram showing the right hemisphere side of the brain.
  • FIG. 13 is a diagram illustrating an example of driver characteristic data (emotion data).
  • FIG. 14 is a diagram illustrating an example of passenger passenger characteristic data (emotion data).
  • FIG. 15 is a diagram illustrating a procedure for changing a driver's dangerous driving to a safe driving side.
  • FIG. 16 is a diagram showing a procedure for removing anxiety about the inter-vehicle distance for both the driver and the passenger.
  • FIG. 17 is a diagram illustrating a procedure for removing anxiety about the inter-vehicle distance when there are a driver and two passengers.
  • FIG. 18 is a diagram illustrating an example in which both the driver and the passenger do not feel uneasy even if the inter-vehicle distance is below the average.
  • FIG. 19 is a diagram illustrating an example in which the driver does not feel anxiety even if the inter-vehicle distance is short, but the passenger feels anxiety that the inter-vehicle distance is not secured above the average distance.
  • FIG. 16 is a diagram showing a procedure for removing anxiety about the inter-vehicle distance for both the driver and the passenger.
  • FIG. 17 is a diagram illustrating a procedure for removing anxiety about the inter-
  • FIG. 20 is a diagram of a display screen showing a case where the vehicle is in automatic driving and approaches a point where the anxiety solving mode operates.
  • FIG. 21 is a diagram of a display screen indicating that the anxiety eliminating mode is operating.
  • FIG. 22 is a diagram of a display screen indicating that the user's anxiety state is notified in the case of manual operation.
  • FIG. 23 is a diagram showing an example in which a change in the activity of the rear part (R-Rear) of the right hemisphere of the brain is measured.
  • FIG. 24 is a diagram showing an example in which the change in the activity of the bottom portion (R-Bottom) of the right hemisphere of the brain is measured.
  • FIG. 25 is a diagram showing an example in which the change in the activity of the front part (L-Front) of the left hemisphere of the brain is measured.
  • FIG. 26 is a diagram showing an example in which a change in the activity of the rear part (L-Rear) of the left hemisphere of the brain is measured.
  • FIG. 27A is a diagram for explaining an activity reference value.
  • FIG. 27B is a diagram illustrating the activity reference value.
  • FIG. 28 shows the second embodiment and is a flowchart of the main control of the travel control system.
  • FIG. 29 is a flowchart of control for measuring user anxiety.
  • FIG. 30 is a flowchart of an anxiety degree determination process.
  • FIG. 31 is a diagram illustrating control for shifting the threshold value.
  • FIG. 32 is a diagram for explaining the relationship between the measured value of the electroencephalogram sensor and the running normal value.
  • FIG. 1 is a block diagram of a vehicle travel control system according to the present embodiment.
  • the vehicle travel control system 1 includes a driver driving motion detector 2, a driver biometric information detector 3, a driver status determiner 4, a camera 5, and a surrounding monitoring ECU ( electronic control unit) 6, radar 7, inter-vehicle control ECU 8, first travel control ECU 9, second travel control ECU 10, third travel control ECU 15, host vehicle position measuring unit 11, controller 12, and storage Unit 13, communication unit 14, gateway device 16, display device 17, and driver selection unit 18.
  • a driver driving motion detector 2 a driver biometric information detector 3
  • a driver status determiner 4 a camera 5
  • a surrounding monitoring ECU ( electronic control unit) 6 radar 7, inter-vehicle control ECU 8, first travel control ECU 9, second travel control ECU 10, third travel control ECU 15, host vehicle position measuring unit 11, controller 12, and storage Unit 13, communication unit 14, gateway device 16, display device 17, and driver selection unit 18.
  • ECU electronic control unit
  • the driver driving operation detector 2 detects the driving operation of the driver and outputs a detection signal. Specifically, the driver driving motion detector 2 is based on a sensor signal from an angle sensor (none of which is shown) attached to an accelerator, a brake, a steering, or the like. Detecting speed, accuracy, etc.).
  • the driver driving action detector 2 corresponds to an example of a driver action measuring instrument.
  • the driver biological information detector 3 detects biological information of the driver and outputs a detection signal.
  • the driver biometric information detector 3 includes various sensors (all not shown) for measuring an electrocardiogram, heart rate, blood pressure or sweating, and a brain active area measuring instrument for measuring the distribution of the active area in the brain. 23 (see FIGS. 11A and 11B) and the like, the user's (driver or passenger) consciousness and emotional state are detected.
  • the various sensors of the driver biological information detector 3 and the brain active region measuring instrument 23 are wearable sensors that can be attached to clothes, hair accessories, etc. in order to obtain biological information of the driver and passengers. It is preferable to configure.
  • the detection information detected by the driver driving motion detector 2 and the driver biometric information detector 3 is input to a driver status determiner 4 that determines a driver (user) status. Based on the input information, the driver status determiner 4 determines the physical status of the driver during driving and the mental status of the driver and passengers, and the determined information is output to the controller 12.
  • the physical condition at the time of driving is the motion response of the muscles of the limbs or the state of vision (field of view, dynamic visual acuity) with respect to the outside world.
  • the mental state is a state of the heart (mental state) estimated based on measurement information such as heart rate, blood pressure, and electroencephalogram.
  • the driver situation determination device 4 corresponds to an example of a user anxiety degree measuring device.
  • the camera 5 is composed of a plurality of cameras that capture the external situation of the vehicle, and the captured image information is output to the periphery monitoring ECU 6 and the controller 12.
  • the perimeter monitoring ECU 6 grasps the surrounding situation of the vehicle (what kind of object is present at which position) based on the image information captured by the camera 5, and uses the perimeter monitoring information obtained through the in-vehicle LAN 19 to the controller 12. Output to.
  • the periphery monitoring ECU 6 corresponds to an example of a vehicle width direction travel position detection device.
  • the radar 7 has a function of detecting a distance and a direction to an object such as a vehicle or a pedestrian around the own vehicle (an object around the vehicle) using a microwave or a laser, and controls the detected object detection information. Output to ECU8.
  • the inter-vehicle control ECU 8 inputs object detection information around the vehicle, and controls traveling (braking, acceleration) of the vehicle so as not to collide with an object around the vehicle based on the object detection information.
  • the radar 7 corresponds to an example of an inter-vehicle distance detection device.
  • the first traveling control ECU 9 inputs object detection information around the vehicle via the in-vehicle LAN 19, and controls traveling (braking, acceleration) in the front-rear direction of the vehicle based on the object detection information around the vehicle.
  • the second traveling control ECU 10 inputs object detection information around the vehicle via the in-vehicle LAN 19, and based on the object detection information around the vehicle, the vehicle travels in the left-right direction (operation of the steering, braking, acceleration). Control.
  • the third travel control ECU 15 inputs object detection information around the vehicle via the in-vehicle LAN 19, and based on the object detection information around the vehicle, travels in the vertical direction of the vehicle (control of the speed, attenuation of the variable damper, Control braking, acceleration).
  • the own vehicle position measuring unit 11 measures the position of the own vehicle as latitude / longitude information using GPS (not shown) or the like, and outputs the vehicle position measurement information to the controller 12.
  • the controller 12 controls automatic traveling of the vehicle based on vehicle position measurement information, object detection information around the vehicle, and the like.
  • the controller 12 constitutes a device for master control.
  • the controller 12 corresponds to an example of a travel control device.
  • each ECU information, measurement information, etc. are exchanged among each ECU (vehicle distance control ECU8, 1st travel control ECU9, 2nd travel control ECU10, 3rd travel control ECU15, controller 12) via in-vehicle LAN19.
  • the autonomous operation of each ECU may be linked to control automatic traveling of the vehicle (this is called cooperative control).
  • cooperative control it is preferable to configure the in-vehicle LAN 19 with a high-speed in-vehicle network so that information exchange between the ECUs for traveling control can be performed quickly.
  • an optical fiber capable of multi-channel communication that has a high communication speed and can simultaneously send data of a plurality of ECUs to other ECUs.
  • data indicating the urgency of the output information of each ECU may be included in the data header for communication.
  • the controller 12 determines that the road situation in which the vehicle is traveling is a road environment in which the camera 5 and the radar 7 are difficult to measure and the road situation cannot be grasped, for example, the shape change of the road Is recorded in the camera image information and storage unit 13 when the road shape in front is hidden due to large trees and when the road shape in front is hidden, or when the building has a poor forward view A preliminary determination is made by the controller 12 from the “road shape data”.
  • the preliminary determination is based on information such as a map database or a road shape database recorded in the storage unit 13 to predict what is present at a position that cannot be seen by the camera (driver) 5 and travels safely.
  • the control determines what kind of control (deceleration, steering operation, etc.) is necessary. This preliminary determination provides necessary information to each ECU. In this way, to ensure the safety of the driver, making preparations that can contribute to automatic driving is called defense automatic driving.
  • the driver's biological condition detector 3 indicates what kind of reaction the driver shows when and where the vehicle is in what driving (automatic driving, manual driving) state. Measured by the driver's driving motion detector 2 and the vehicle position measuring unit 11 and used for on-site travel control, and the data is recorded in the recording unit 13 for later analysis and use for predictive control. . In this case, the above data is recorded as driver characteristic data. Information on the driver's characteristic actions and reactions is transmitted to the center server 20 via the wireless communication network (for example, mobile phone communication network) 22 using the communication unit 14, and the information is transmitted to the center server 20 as necessary. It is to be recorded in.
  • the wireless communication network for example, mobile phone communication network
  • the controller 12 is configured to be able to communicate with a mobile device 21 such as a smartphone (external device) via the communication unit 14, and the vehicle can be remotely controlled by the mobile device 21.
  • a mobile device 21 such as a smartphone (external device)
  • the vehicle can be remotely controlled by the mobile device 21.
  • a method of mounting an application for remote control on the portable device 21 is preferable.
  • a remote controller (not shown) that does not perform remote control unless specific information (such as user biometric information and brain wave pattern) is input may be provided separately.
  • a communication device corresponding to a communication method such as NFC (Near Field Communication) or DSRC (Dedicated Short Range Communication) can be used as the communication unit 14.
  • a mobile device that supports communication using a wireless communication network (for example, a mobile phone communication network) 22 can be used.
  • the controller 12 is configured to be able to receive information necessary for the vehicle sent from the center server 20 of the information center via the communication unit 14.
  • the communication unit 14 uses a device that supports wireless communication using a cellular phone communication network, or uses a wireless device that supports communication using the Internet via a wireless LAN called a WiFi communication device. It is preferable.
  • the communication data processed by the vehicle communication unit 14 is sent to the gateway device 16 mounted on the vehicle.
  • the gateway device 16 is configured to check the received data and, if there is no problem, transmit the received data to various ECUs via the in-vehicle LAN 19.
  • the gateway device 16 receives the remote control data transmitted from the external portable device 21 and receives a request to change the traveling state of the vehicle, the remote control data is valid,
  • a “remote control data determination function (authentication function)” for determining whether the control result is valid (does not cause an accident and does not pose a danger to the user) is provided.
  • the controller 12 discriminates the sent information and performs necessary processing. For example, when surrounding traffic information data is sent from the outside of the vehicle, the controller 12 displays the traffic information (for example, the degree of congestion) on the display device 17 on the map based on the traffic information data. Is preferred.
  • road shape data is stored in the storage unit 13.
  • This road shape data includes automatic driving exclusive roads, automatic driving priority roads (roads where both manual driving and automatic driving are mixed), manual driving exclusive roads, and vehicles with automatic driving accuracy (performance) higher than set. Only roads that only allow automatic driving are stored. That is, the automatic driving category is stored as the road characteristic. And when displaying a map on the display apparatus 17, the automatic driving
  • the controller 12 determines that switching from automatic driving to manual driving is necessary when the vehicle is traveling on a designated road using the automatic driving function of the driving control system 1, Using a notification unit (display device 17, sound output device (not shown), seat vibration, etc.), the driver is notified that switching to manual driving is necessary. When there is no response from the driver, it provides a stimulus (sound, vibration, weak current generated by steering or wearable device) that activates consciousness (brain) and alerts the driver. Further, it may be configured such that the driver status determination unit 4 determines whether or not the notification effect has been given to the driver, and the notification is continued until the driver is cautioned.
  • a notification unit display device 17, sound output device (not shown), seat vibration, etc.
  • the driver is determined (selected) based on the driver's electronic key, portable device, or the driver's recognition based on the camera image.
  • a driver selection unit 18 is provided. When the driver selection unit 18 determines the driver, if the driver is collated using a database for determining the driver (user) registered in the center server 20, safety ( Security) is further enhanced.
  • the travel control system 1 of the present embodiment when travel control is performed by automatic driving by the vehicle travel control system 1 of the present embodiment, there is a possibility that travel that makes the driver (or a passenger) feel uneasy may be executed.
  • the correlation between the travel conditions and the driver's / passenger's anxiety is acquired on a daily basis, and the vehicle movement conditions (travel conditions, etc.) that are likely to cause anxiety are obtained. This is stored in the storage unit 13. For example, a vehicle having a large correlation between the traveling position of the vehicle and a place where anxiety occurs is stored.
  • Acceleration (accelerator response) data ⁇ Deceleration (brake response) data ⁇ Bend (steer response response) data ⁇ Vehicle width control (lateral control, vehicle width interval) data ⁇ Vehicle distance control (vertical control, distance) (Interval) data The following four items of data are data necessary for the user to determine safety during driving.
  • ⁇ Data of running stabilization control (stabilizer) (I feel anxiety if the vibration of the car body is not suppressed.)
  • Vehicle height change data The wide visibility and the ease of checking the situation in the vicinity of the vehicle increase the driver's sense of security.
  • Automotive lighting lamp lighting / direction control (illuminance sensor) data (If night viewing performance deteriorates, the user's anxiety increases.)
  • Peripheral image data If the appearance of the blind spot display deteriorates, the user's anxiety increases.
  • functions that affect the driving of the driver include the following.
  • a sensor attached to the steering wheel or the human head Measurement is performed by a brain active area measuring instrument 23 (see FIGS. 11A and 11B) attached so as to be in close contact with the skin.
  • the electroencephalogram is measured by placing a sensor near the surface of the head (or with the sensing unit in close contact with the head). It is said that the brain has a part that processes instinctive reactions and a part that processes intelligent reactions. Since the parts that react to pleasure and anxiety are different, it is possible to measure using the brain active area measuring instrument 23 what kind of emotion the user has.
  • the user's emotion can be determined only by measuring the activated part of the brain it can.
  • a specific configuration of the brain active area measuring instrument 23 of the present embodiment will be described later.
  • the operation of the vehicle and the reaction of the user are measured by the driver driving motion detector 2, the driver biological condition detector 3, and the own vehicle position measuring unit 11, and each measurement result information is recorded as occupant information.
  • a recording method it is preferable to record occupant information of a set time in the past from the present, like a drive recorder that captures and records the scenery outside the vehicle. For example, the latest occupant information for the past 10 minutes from the present is always recorded in the storage unit 13 of the traveling control system 1, and the previous occupant information is stored in the storage unit when a condition that requires recording is satisfied. 13 or the memory of the portable device 21 or the storage (storage medium) of the center server 20 outside the vehicle is preferable.
  • sensing amount of any of the user's biological sensing items becomes large
  • related sensing information and vehicle information (running control system 1) from the time when the sensing amount becomes large until the time point that goes back in the past.
  • the sensing amount of the sensing item increases and returns to the normal state (value)
  • the related sensing information and vehicle information for the period from when the sensing amount increases until it returns to the normal state 2 is recorded in the storage unit 13.
  • the sensing amount of the sensing item is increased by the user and how the sensing amount returns to the stable level (returns to the original level). It can. By accumulating and analyzing such data, it is possible to grasp what kind of reaction (running) of the vehicle causes the user to react. Moreover, the user's emotion at that time can be determined from the activation pattern of the electroencephalogram, and the presence or absence of anxiety and the degree of anxiety can be measured.
  • the traveling speed is reduced so that the user does not overlook an object (pedestrian) or the level of surrounding monitoring To inform the user of the situation around the vehicle as soon as possible.
  • control is performed to switch from the automatic operation mode to the manual operation mode, or from the manual operation mode to the automatic operation mode. For example, the state of the user at the time of switching the operation mode is detected, and the operation mode is switched if there is no user anxiety and the operation mode can be switched safely.
  • FIGS. 2 to 8 are flowcharts showing the contents of the control of the vehicle travel control system 1 (controller 12) of the present embodiment.
  • the flowchart of FIG. 2 shows the content of the main control for detecting the user's anxiety and performing the travel control for reducing the anxiety.
  • the main control will be described below.
  • step S10 of FIG. 2 it is determined whether or not the vehicle is traveling.
  • the process proceeds to “YES” and the system is activated (step S20). And it progresses to step S30 and the recognition process of a user (driver
  • the recognition process of a user driver
  • step S40 the traveling control system 1
  • works are acquired.
  • step S50 the driving control or driving assistance according to road information is performed.
  • the travel control / turn support process will be described later with reference to the flowchart of the subroutine shown in FIG.
  • step S60 the process proceeds to step S60, and the user's anxiety detection and anxiety determination are performed while the vehicle travel control is being performed.
  • This anxiety detection / anxiety determination process will be described later with reference to the subroutine flowchart shown in FIG.
  • step S70 determines whether or not the user feels uneasy.
  • step S80 vehicle travel control for reducing the user's anxiety is performed.
  • the travel control process will be described later with reference to the flowchart of the subroutine shown in FIG. And it progresses to step S90, and when the notification of a control condition is required accompanying the change of control, a control condition notification is performed.
  • step S100 determines whether or not the vehicle is traveling. If the vehicle is traveling, the process proceeds to “YES”, returns to step S40, and repeats the above-described processing. In step S100, if the vehicle is not traveling, the process proceeds to “NO”, proceeds to step S110, and the traveling control system 1 is stopped.
  • step S70 when there is no user anxiety, the process proceeds to "NO", proceeds to step S100, and repeats the above-described processing.
  • step S110 when the vehicle travel stop is not a complete stop (long-time stop) but a temporary stop, the travel control system 1 may be controlled to be in a rest state.
  • step S210 in FIG. 3 the driver's seating recognition and the driver is confirmed. If the driver is confirmed, the process proceeds to step S220, and the driver's emotional data (data recording what anxiety was felt in what road and running state) is stored. It is judged whether it is done. In this case, the storage unit 13 of the travel control system 1, the center server 20 at a remote location, the portable device 21 held by the user, and the like are searched to confirm the presence / absence of driver emotion data. In a car that is driving for the first time, the center server 20 in which user information is recorded is accessed and the presence of emotion data is confirmed.
  • step S220 If the driver emotion data is found in step S220, the process proceeds to “YES”, the process proceeds to step S230, and the emotion data is read out and stored in the storage unit 13 of the travel control system 1. This emotion data is used to predict in advance what kind of anxiety the driver will have in accordance with the condition of the route to be driven. If no driver emotion data is found in step S220, the process proceeds to "NO", and the process proceeds to step S240.
  • step S240 the driver emotion data (anxiety degree) detection process is started.
  • This anxiety degree detection process will be described later with reference to the flowchart of the subroutine shown in FIG.
  • step S250 it is determined whether there is a passenger.
  • the process proceeds to “YES”, the process proceeds to step S260, and in the same manner as the driver confirmation process (step S210) described above, it is confirmed who the passenger is. And it progresses to step S270 and it is judged whether there is passenger's emotion data.
  • the process proceeds to “YES”, the process proceeds to step S280, and the passenger passenger emotion data is read out and stored in the storage unit 13 of the travel control system 1.
  • step S290 where the passenger's emotion data (anxiety degree) detection process is started.
  • This anxiety degree detection process will be described later with reference to the flowchart of the subroutine shown in FIG.
  • step S300 based on the measured value of the driver or passenger's emotion data, the driving condition (driving control data) that the driver or passenger is likely to cause anxiety is transmitted to each ECU for driving control. Get ready to do.
  • step S250 when there is no passenger, the process proceeds to “NO”, proceeds to step S300, and executes the above-described processing.
  • the driver emotion data detection process in step S240 and the processes from step S250 to step S290 are executed in a parallel manner.
  • emotion data anxiety degree
  • driving concentration the degree of anxiety (heart rate, blood pressure, brain wave) and driving concentration are measured.
  • step S610 of FIG. 4 vehicle current position information is acquired. With this current position information, it is possible to search later where and in what state the user (driver or passenger) has entered. Subsequently, the process proceeds to step S620, and the heart rate and blood pressure of the user are measured at a set time interval from the start of measurement, for example, at a time interval of 10 seconds.
  • step S630 the process proceeds to step S630, and whether or not a force (acceleration, deceleration, lateral force) is applied to the user (occupant) while the vehicle is traveling (that is, an acceleration (force) greater than a specified value is present). Or not). If no force is applied, the process proceeds to “YES”, and the process proceeds to step S640, where it is determined whether there is an environment (object, road) factor that causes anxiety to the user in the surrounding area. Here, when there is no environmental factor that causes anxiety, the process proceeds to “YES”, the process proceeds to step S650, and the measurement data is recorded in the storage unit 13.
  • a force acceleration, deceleration, lateral force
  • step S630 If a force (acceleration) felt by the user is detected in step S630, the process proceeds to “NO”, and the process proceeds to step S710.
  • step S710 the time when acceleration is detected (acceleration detection start time recording), the magnitude of acceleration, the type of acceleration, position information (road information), and the user's heart rate and blood pressure are simultaneously associated (corresponding to each other). And recorded in the storage unit 13.
  • step S720 the measurement start time and the surrounding environment information are recorded in the storage unit 13, and the brain wave generation position (electroencephalogram map) is measured. Estimate (determine) type, size, etc. (anxiety). If there is an environmental factor that causes anxiety in step S640, the process proceeds to “NO”, proceeds to step S720, and executes the above-described processing. Then, the process proceeds to step S650, and the measurement data is recorded in the storage unit 13.
  • step S660 the process proceeds to step S660, and the user's past data (stored normal data) is compared with the measurement data. Then, the process proceeds to step S670, and it is determined whether or not the difference between the standard state (normal data) and the measured value (measured data) is greater than or equal to the set value.
  • step S670 it is determined whether or not the difference between the standard state (normal data) and the measured value (measured data) is greater than or equal to the set value.
  • the process proceeds to “YES”, and the process proceeds to step S680, and the degree of anxiety is determined from the difference in the value. This anxiety degree determination process will be described later with reference to a flowchart of a subroutine shown in FIG.
  • step S690 the determination result of the degree of anxiety is stored in a set storage location in the storage unit 13 together with the determination time. Thereafter, the process returns to step S610, and the above-described processing is repeated.
  • step S670 when the difference between the standard state and the measured value is not equal to or larger than the set value, the process proceeds to “NO”, the process proceeds to step S730, and the calm state is set together with the determination time in the set storage location in the storage unit 13. To remember. Thereafter, the process returns to step S610, and the above-described processing is repeated.
  • FIG. 9 shows a time chart of an anxiety degree detection process.
  • the heart rate and blood pressure are measured at intervals of 10 seconds (time t1, t2, t3, t4) regardless of the presence or absence of acceleration.
  • acceleration equal to or higher than the set value is detected at time t5
  • measurement of the heart rate, blood pressure, and electroencephalogram is started using this as a trigger.
  • the heart rate, blood pressure, and electroencephalogram are measured at intervals of 10 seconds (time t6, t7, t8) until the normal state is restored.
  • a pattern of the electroencephalogram measurement results is recorded in the storage unit 13.
  • the sampling time for measuring heart rate, blood pressure, and electroencephalogram may be appropriately set to a time shorter than 10 seconds. Thereafter, when the respective values of the heart rate, blood pressure, and electroencephalogram return to the normal state at time t9, the electroencephalogram measurement is stopped thereafter, and the heart rate and blood pressure are measured at intervals of 10 seconds (time t10, t11, Return to the normal measurement to be executed in.
  • the flowchart of S810 to S880 in FIG. 5 shows the control contents of the determination processing of the user's anxiety degree of the travel control system 1.
  • the flowchart of S910 to S940 in FIG. 5 shows the control contents of the electroencephalogram sensor 24 (see FIG. 10) of the brain active area measuring instrument 23 (see FIGS. 11A and 11B). The specific configurations of the brain active area measuring instrument 23 and the electroencephalogram sensor 24 will be described later.
  • step S810 of FIG. 5 when the vehicle starts to travel, the vehicle travel control system 1 starts measuring the degree of anxiety, supplies power to the electroencephalogram sensor 24, and outputs a measurement start command. Then, the electroencephalogram sensor 24 is activated. In response to this, the electroencephalogram sensor 24 is activated in step S910.
  • the electroencephalogram sensor 24 When the electroencephalogram sensor 24 is activated, it transmits an activation response to the traveling control system 1. Then, it progresses to step S920 and the electroencephalogram sensor 24 starts a measurement. Subsequently, it progresses to step S930 and the electroencephalogram sensor 24 transmits a measurement result to the traveling control system 1 (driver situation determination device 4). Then, the electroencephalogram sensor 24 proceeds to step S940 and enters a standby state or stops its operation.
  • step S820 the process proceeds to step S820, and the measurement values of the plurality of electroencephalogram sensors 24 at each installation position of the brain active area measuring instrument 23 are acquired. Subsequently, the process proceeds to step S830, and it is determined whether or not the number of electroencephalogram sensors 24 exceeding the activity reference value exceeds the first set number.
  • the process proceeds to “NO”, returns to step S810, and repeats the above-described processing (issues a measurement command again).
  • the activity reference value is a determination value for determining that the brain activity is activated more than the normal state, and as shown in FIG. 27A, the voltage of the measurement signal output from the electroencephalogram sensor 24 is large. Is greater than or equal to the set voltage ⁇ Ea and the output duration of the measurement signal is greater than or equal to the set time ⁇ t, it is determined that the activation reference value is exceeded. As a result, spike-like measurement signals that rise in a short time and immediately drop can be regarded as noise and removed. For example, as shown in FIG. 27B, the measurement signal A1 is not determined to have exceeded the activation reference value because the measurement time does not continue for ⁇ t or longer.
  • Step S830 is a process for determining whether to proceed or not to measure the degree of anxiety. It is determined that the brain activity is surely occurring when there are a plurality of the electroencephalogram sensors 24 exceeding the activity reference value (the first set number or more).
  • step S830 When the number of electroencephalogram sensors 24 exceeds the first set number in step S830, the process proceeds to “YES”, and the process proceeds to step S840, in which the number of electroencephalogram sensors 24 exceeding the activity reference value (activity sensor number) is stored. Part 13 is recorded. Then, the process proceeds to step S850, and the measurement value of each electroencephalogram sensor 24 is read and recorded in the storage unit 13.
  • step S860 the process proceeds to step S860, and the measured values of the plurality of electroencephalogram sensors 24 are compared with the anxiety reference value, and it is determined whether or not the number of electroencephalogram sensors 24 exceeding the anxiety reference value exceeds the second set number. To do.
  • the process proceeds to “YES”, the process proceeds to step S870, and the user (measurement target person) is determined to be in an anxiety state. .
  • step S860 when the number of the electroencephalogram sensors 24 exceeding the anxiety reference value does not exceed the second set number in step S860, the process proceeds to “NO” and proceeds to step S880, and the user (measurement target person) is in an anxiety state. It is determined that it has not reached.
  • the anxiety reference value is a determination value for determining that the brain activity is occurring and the activity is an active brain activity enough to make the user recognize anxiety sufficiently. This is a predetermined voltage value of the output measurement signal. 23 to 27B, the voltage value described as the threshold value of the output voltage of the measurement signal output from the electroencephalogram sensor 24 is the anxiety reference value. As shown in FIG. 27B, even when the output voltage of the measurement signal A1 exceeds the anxiety reference value, if the duration of the measurement signal A is smaller than the set time ⁇ t, it is processed as noise and determined to be anxiety. There is no.
  • step S410 in FIG. 6 road information of a set distance range ahead is periodically acquired.
  • the set distance range is calculated and set as the product of the traveling speed of the vehicle and the look-ahead time.
  • the road information includes information such as road shape, speed limit, road surface information, wind power (crosswind), presence of buildings, roads that require attention such as school roads, and the like. Acquisition of these pieces of information is periodically executed during measurement of user anxiety degree data. Further, when anxiety of the user is detected, the storage unit 13 is configured to associate the road information with the road information. The stored data is referred to later when the user data is updated.
  • step S420 it is determined whether there is road environment data that the user feels uneasy in the set distance range ahead.
  • step S420 it is determined whether there is road environment data that the user feels uneasy in the set distance range ahead.
  • the process proceeds to “NO”, proceeds to step S510, a process of measuring the user's anxiety data is executed, and the measurement data is stored in the storage unit 13. Note that the process of measuring user anxiety data is executed, for example, by the control process shown in the flowchart of FIG.
  • step S420 If there is road environment data in which the user feels uneasy at step S420, the process proceeds to “YES”, and the process proceeds to step S430.
  • step S430 it is determined whether or not the user is anxious due to the lateral force.
  • the process proceeds to “YES”, the process proceeds to step S440, and the left-right direction control for the vehicle is performed.
  • Information for instructing (requesting) the second travel control ECU 10 to prepare for control is transmitted.
  • This information includes information such as the magnitude of the acceleration in the left and right direction that the user feels uneasy, and the second traveling control ECU 10 sets the magnitude of the acceleration in the left and right direction within a setting range in which the user does not feel anxiety.
  • the vehicle is controlled in the left-right direction so as to fit.
  • step S450 it is determined whether or not the user is anxious due to the force in the front-rear direction.
  • the process proceeds to “YES”
  • step S460 the process proceeds to step S460, and the first control for the vehicle front-rear direction control is performed.
  • Information that instructs (requests) the travel control ECU 9 to prepare for control is transmitted. This information includes information such as the magnitude of the longitudinal acceleration in which the user feels uneasy, and the first travel control ECU 9 sets the acceleration in the longitudinal direction within a setting range in which the user does not feel uneasy.
  • the vehicle is controlled in the front-rear direction so as to fit.
  • step S470 it is determined whether or not the user is anxious depending on the road surface condition.
  • step S470 information for instructing (requesting) to prepare for control is transmitted to the third traveling control ECU 15 for vertical control of the vehicle.
  • This information includes the magnitude of the vertical acceleration at which the user feels uneasy, and the third travel control ECU 15 ensures that the magnitude of the vertical acceleration falls within a setting range where the user does not feel anxiety.
  • the vehicle is controlled in the vertical direction.
  • step S490 it is determined whether or not the user is anxious depending on the wind condition.
  • the process proceeds to “YES”, and the process proceeds to step S500.
  • step S500 information for instructing (requesting) to prepare for control is transmitted to each of the travel control ECUs 9, 10, and 15 of the vehicle. This information includes the direction and magnitude of the acceleration acting on the vehicle when the user feels anxious, and each traveling control ECU 9, 10, 15 feels anxious about the user. In order to prevent this, the vehicle travel control is performed.
  • step S510 in which data when anxiety occurs in the user during actual vehicle travel control is measured, and the measured data is stored in the storage unit 13.
  • step S300 of FIG. 7 the processing of step S300 of FIG. 3, that is, the driving conditions (driving control data and control parameters) that are likely to cause anxiety by the driver or passengers are determined for each ECU for driving control.
  • a subroutine of processing for setting control parameters for achieving the operation control target (safety top priority or arrival time priority) will be described.
  • step S1010 of FIG. 7 the controller 12 confirms (recognizes) the user, that is, the driver and the passenger.
  • This recognition process is executed in the subroutine shown in FIG. 3 in the same manner as in step S30 in FIG.
  • the process proceeds to step S1020, and the traveling conditions (road width, turn, slope) of the road to be traveled are confirmed based on the road map data.
  • the process proceeds to step S1030, and the characteristic data (emotion data) of the user (driver, passenger) is read out by using the confirmed road driving condition as a second search keyword in the emotion database search.
  • the emotion database is the normal activity data of each person, the response speed to various stimuli (vertical acceleration, horizontal acceleration, vibration, sound, etc.), the magnitude of response (anxiety), response ( The duration of anxiety) is measured by various sensors and is composed of statistically processed data.
  • data characteristic data that can estimate what kind of emotional movement (anxiety) will occur on the road on which a specific user (driver, passenger) will travel is acquired.
  • step S1040 where the user's setting data is read, and it is determined whether the setting data has the highest safety priority.
  • the process proceeds to “YES”, and the process proceeds to step S1050.
  • the safest driving condition is determined as the road shape condition and the surrounding traffic conditions ( This is set according to the number of vehicles in the vicinity, the degree of congestion, the traveling speed, etc.
  • step S1060 a travel control parameter and its value are obtained from the set travel condition.
  • the target travel condition may be sent to the travel control ECUs 9, 10, 15 and the travel control ECU 9, 10, 15 may set the travel control parameters.
  • step S1070 a travel control parameter or a travel condition is determined.
  • FIG. 15 shows a procedure for changing a driver's dangerous driving to a safe driving side by taking an inter-vehicle distance as an example.
  • the horizontal axis indicates the inter-vehicle distance
  • the vertical axis indicates the degree of dangerous driving (risk level).
  • the driver shown in FIG. 15 has a high level of danger because the inter-vehicle distance is shorter than the average in normal driving.
  • the controller 12 grasps the risk of the driver by reading the driver data from the database.
  • the controller 12 When the user setting is set to “safety top priority”, the controller 12 increases the inter-vehicle distance to an average level (for example, 50 m) in order to increase the safety of the driver (FIG. 7). (See Step S1060). For this purpose, the controller 12 transmits to the inter-vehicle control ECU 8 and the first travel control ECU 9 instruction data (travel control parameter) for setting the inter-vehicle distance to 50 m, for example, when the vehicle speed is 60 km / h (FIG. 7). Step S1070).
  • an average level for example, 50 m
  • the controller 12 transmits to the inter-vehicle control ECU 8 and the first travel control ECU 9 instruction data (travel control parameter) for setting the inter-vehicle distance to 50 m, for example, when the vehicle speed is 60 km / h (FIG. 7).
  • FIG. 16 shows a procedure for removing anxiety about the inter-vehicle distance for both the driver and the passenger, taking the inter-vehicle distance as an example.
  • the driver does not feel anxiety even if the inter-vehicle distance is short, but the passenger feels anxiety if the inter-vehicle distance is not greater than the average.
  • the user setting is set to “safety top priority”
  • the inter-vehicle distance at which the passenger is not uneasy is used as the inter-vehicle distance setting value (see step S1060 in FIG. 7).
  • the controller 12 transmits to the inter-vehicle control ECU 8 and the first travel control ECU 9 instruction data (travel control parameter) for setting the inter-vehicle distance to 50 m, for example, when the vehicle speed is 60 km / h (see FIG. 7). (See step S1070).
  • FIG. 17 shows a procedure for removing anxiety about the inter-vehicle distance when there are a driver and two passengers, that is, when there are a total of three passengers.
  • one of the driver and the passenger does not feel uneasy even if the inter-vehicle distance is short, but the other one of the passengers does not feel anxiety if the inter-vehicle distance is not more than the average. Indicates that you are feeling.
  • the user setting is set to “safety top priority”
  • the inter-vehicle distance that the other passenger does not have anxiety is used as the inter-vehicle distance setting value.
  • the controller 12 transmits to the inter-vehicle control ECU 8 and the first travel control ECU 9 instruction data (travel control parameter) for setting the inter-vehicle distance to 60 m, for example, when the vehicle speed is 60 km / h (FIG. 7). (See step S1070).
  • step S1040 of FIG. 7 the process proceeds to “NO” and proceeds to step S1080 to determine whether or not the user setting is priority on arrival time.
  • the process proceeds to “YES”, and the process proceeds to step S1090.
  • priority on arrival time it can be selected and set to travel following a high-speed traveling vehicle.
  • FIG. 18 shows an example in which both the driver and the passenger do not feel uneasy even if the inter-vehicle distance is below the average.
  • the controller 12 sets the shortest inter-vehicle distance that can ensure the safety of the user (see step S1090 in FIG. 7). This inter-vehicle distance is shorter than the average driver's inter-vehicle distance. In this case, no setting is made to reduce the inter-vehicle distance to the limit that does not cause the user's anxiety.
  • FIG. 19 shows an example in which the driver does not feel uneasy even if the inter-vehicle distance is short, but the passenger feels anxiety if the inter-vehicle distance is not secured above the average distance.
  • the driver does not feel uneasy, it is possible to recognize that passengers' anxiety will occur to some extent and to control the travel (See step S1090 in FIG. 7).
  • traveling control is performed in this way, the measurement value of anxiety feeling detected from a passenger is prevented from being reflected in the traveling control.
  • the controller 12 transmits to the inter-vehicle control ECU 8 and the first travel control ECU 9 instruction data (travel control parameter) for setting the inter-vehicle distance to, for example, 50 m when traveling at a vehicle speed of, for example, 60 km / h (FIG. 7). Step S1060 and Step S1070).
  • the passenger's anxiety data is controlled so as not to be reflected in the inter-vehicle distance control.
  • step S1080 if other user setting conditions are set in step S1080, the process proceeds to “NO”, and the process proceeds to step S1100, where the traveling conditions are determined in consideration of the other user setting conditions. .
  • FIG. 13 and FIG. 14 are diagrams showing examples of characteristic data (emotion data) of the driver and passengers.
  • driver characteristic data driver properties (driving tendency, acceptable range, etc.) are first stored.
  • the driver properties include the name of the driver and characteristic values during driving.
  • the characteristic value at the time of driving for example, the front inter-vehicle distance when traveling at 60 km / h is, for example, 40 m (20 m shorter than the average value), and the side (left and right) inter-vehicle distance is, for example, 1.0 m (usually 0).
  • side (left and right) distance is 1m (usually at intervals of 0.8m).
  • the driver stores characteristic values of the driver such as driving in the center of the lane on the right curve and driving, for example, 50 cm (inward driving) from the left in the left curve from the center of the lane. ing.
  • characteristic data data indicating in what state the driver feels anxiety with respect to wobbling, vibration, sound, or the like is stored.
  • FIG. 14 shows an example of passenger characteristic data, in which data similar to the above-described driver characteristic data is stored.
  • the data shown in FIGS. 13 and 14 is data containing a lot of text for convenience of explanation, but in practice it is desirable to determine the data format and store the data in a compact form.
  • step S1210 real-time user anxiety is measured. This process is executed using step S60 of FIG. 2, that is, the subroutine shown in FIG.
  • step S1220 the statistical values (that is, the anxiety prediction data (learning value) from the road information obtained in step S50 of FIG. 2 and the anxiety prediction data (learning value) for the user's running)), Based on the actual measurement value measured in step S1210, it is determined that there is anxiety of the user or anxiety is likely to occur (see step S70 in FIG. 2).
  • step S1230 anxiety factors of the user are extracted for vision, vertical g (g is acceleration), horizontal g, wobbling (running position), vibration, sound, and the like.
  • the driver characteristic data and the passenger characteristic data are compared and analyzed.
  • step S1240 an operation control target value (running condition) is selected and set.
  • step S1250 the process which selects and sets the operation control parameter for achieving an operation control target value is performed. This process is executed in substantially the same manner as the process in step S1060 of FIG.
  • step S1260 the operation control parameters (control range and control target) are transmitted to related ECUs (the inter-vehicle control ECU 8, the first travel control ECU 9, the second travel control ECU 10, the third travel control ECU 15, etc.).
  • the driving control of the vehicle is executed using the transmitted driving control parameter.
  • step S1270 a real-time user anxiety measurement is performed.
  • This process can be executed using the process of step S60 of FIG. 2 (subroutine of FIG. 4).
  • step S1280 it is determined whether there is an effect of reducing anxiety of the user as a result of anxiety measurement.
  • the process proceeds to “YES”, returns to step S1270, and continues the operation control.
  • the process proceeds to “NO” and proceeds to step S1250 to change the operation control parameter.
  • the brain active area measuring instrument 23 corresponds to an example of a brain area status measuring instrument, and measures the status of a part of the brain that is activated when anxiety is felt using a plurality of electroencephalogram sensors 24.
  • 12A and 12B are diagrams showing which regions of the brain are activated when a person feels anxiety (fear), and the shaded regions indicate the activated regions.
  • FIG. 12A shows the left hemisphere side of the brain
  • FIG. 12B shows the right hemisphere side of the brain.
  • This embodiment is intended to measure anxiety felt in various situations when a user gets on a vehicle.
  • a method of arranging sensors over the entire head is common. This method requires many sensors and increases the total price. Therefore, in the present embodiment, the number of sensors is reduced by arranging the electroencephalogram sensors 24 only at points that are in close contact with the active area that is activated during anxiety, and the degree of anxiety is measured only by the magnitude of the measured values of the electroencephalogram sensor 24. It was configured as follows.
  • a plurality of electroencephalogram sensors 24 are provided so as to be in close contact with the corresponding region (position) in order to measure the state of the region. Configured to place.
  • the structure in which the arrangement position of the electroencephalogram sensor 24 can be adjusted is adopted.
  • the electroencephalogram sensor 24 may be removed so that the attachment position can be changed to another position.
  • FIG. 11A and 11B show a schematic configuration (image) of the brain active area measuring instrument 23.
  • FIG. FIG. 11A is a diagram of the brain active area measuring instrument 23 viewed from the side
  • FIG. 11B is a diagram of the brain active area measuring instrument 23 viewed from substantially the front.
  • the brain active area measuring instrument 23 includes a hemispherical member 26 made of a mesh material, a plurality of electroencephalogram sensors 24 fixed inside the hemispherical member 26 at positions corresponding to the active area of the brain, and an end of the hemispherical member 26. And a plurality of fixing pads 27 for mounting on the head.
  • the mesh material of the hemispherical member 26 for example, a material (rubber material) capable of moderate expansion and contraction is preferably used.
  • a fixing pad 27 for fixing it is preferable to provide at the top of the hemispherical member 26 so that the vertical and horizontal positions of the electroencephalogram sensor 24 do not easily move.
  • each electroencephalogram sensor 24 includes an activity detector 30, a storage unit 31, and a transceiver 32.
  • the activity detector 30 measures the activity in the active region of the brain by measuring fluctuations in blood oxygen concentration in the blood vessels when the brain feels anxiety, or weak current generated by ion exchange of brain cells. The degree of activity is detected, and the detected activity detection signal is output to the transceiver 32.
  • the storage unit 31 stores position information to be measured.
  • the transceiver 32 transmits the activity detection signal from the activity detector 30 and the position information stored in the storage unit 31 to the vehicle travel control system 1 using a wireless communication function.
  • the activity detector 30 detects the state of the brain in the active region (activity). ) Measurement starts. The measurement result is immediately transmitted to the vehicle travel control system 1 by the transceiver 32. Further, when the electroencephalogram sensor 24 receives a measurement stop command from the vehicle travel control system 1, the electroencephalogram sensor 24 stops its operation and enters a standby state.
  • FIG. 20 is a display image (an example of a display screen of the display device 17) that shows that the vehicle is in automatic driving and that the vehicle is approaching a point where the anxiety solving mode will be operated.
  • the triangle indicates the current position of the vehicle, and “automatic driving” and “anxiety reduction mode scheduled operation point” messages are displayed.
  • FIG. 21 is a display image showing that the anxiety eliminating mode is in operation.
  • a triangle indicates the current position of the vehicle, and messages of “anxiety eliminating mode system in operation” and “anxiety eliminating mode left-hand curve driving control in operation” are displayed.
  • FIG. 22 is a display image showing notification of the user's anxiety state in the case of manual operation.
  • a triangle indicates the current position of the vehicle, and “anxiety state notification” and “passengers feel uneasy” messages are displayed.
  • These display images are displayed to make the user confirm the operation of the vehicle travel control system 1. If the user thinks that these displays are unnecessary, it is configured so that a setting can be made so that the display relating to the operation of the traveling control system 1 is not performed.
  • FIG. 26 is an example of measuring changes in brain activity
  • FIG. 23 is an example of the rear part (R-Rear) of the right hemisphere of the brain
  • FIG. 24 is a bottom part (R-R) of the right hemisphere of the brain
  • 25 is an example of the front part (L-Front) of the left hemisphere of the brain
  • Fig. 26 is an example of the rear part (L-Rear) of the left hemisphere of the brain.
  • the vertical axis represents the voltage E of the activity measurement value (measurement signal output from the electroencephalogram sensor 24), and the horizontal axis represents time, since the activity level is low at the normal level, the activity measurement voltage is low.
  • the voltage of the corresponding part of the brain rises due to the stimulus.
  • a voltage E indicating the degree of brain activity is measured, and by this measurement, the degree of activation of brain activity with respect to an external stimulus can be determined.
  • 27A when the value rises by ⁇ Ea (V) or more during the set time ⁇ t (seconds), it is determined that the activation reference value has been exceeded, as shown in FIG. Implemented at the rise and fall of
  • a time (fall time) ⁇ t2 at which the voltage E indicating the brain activity returns to the normal level after the voltage E is maximized is measured, and ⁇ t2 Is smaller than ⁇ t, it is not determined that the activity reference value has been exceeded.
  • the measurement signal A1 has a voltage rising height that exceeds the activation reference value height ⁇ Ea, but since the falling time ⁇ t2 is shorter than ⁇ t, it is not determined that the activation reference value has been exceeded.
  • the normal level (see FIGS. 23 to 27B) of the voltage E of the measurement signal output from the electroencephalogram sensor 24 will be described.
  • the normal level is defined in this way, the normal level is data in which the state of the brain activity at the time of boarding the vehicle is statistically grasped.
  • the average value of the measured value of brain activity E measured by the user under a stable condition in a place where the user's brain waves can be measured such as a house or a hospital other than the vehicle may be defined as a normal level at rest.
  • the normal level is data obtained by adding the boarding emotion level to the normal level at rest.
  • a voltage value written as a threshold is a voltage (anxiety reference value) used for anxiety determination. In this case, various physical stress reactions are induced by the anxiety.
  • the activity of each part that senses anxiety in the brain is measured under various driving conditions, the driving conditions that induce anxiety are learned, and the driving conditions that excite the same anxiety are set next time. If this is likely to occur, the driving parameters are adjusted in advance to control the driving conditions so as not to cause anxiety. Thereby, the activity of each part of the brain is predicted from the rise of the activity voltage in unit time ⁇ t from time 0. For example, if the rising voltage ⁇ E1 per unit time is obtained under the traveling condition 1 and the rising voltage ⁇ E2 per unit time is obtained under the traveling condition 2, for example, the traveling condition 2 is more likely to excite anxiety. It is done. If it can be predicted that the next traveling condition 2 will occur based on the learned value, the user's anxiety can be suppressed by reliably executing the traveling control that prevents the traveling condition 2 from traveling.
  • the simulation result is shown.
  • the pattern of the rising voltage is different in each part where the brain feels uneasy. Even if any of the plurality of electroencephalogram sensors 24 that measure the active area of the brain is malfunctioning (failure), if the active characteristics of each part are recorded, the measurement result of any one electroencephalogram sensor 24 is used. , User anxiety can be measured.
  • the anxiety factor that causes the anxiety is determined.
  • the determination is made on the basis of the user's characteristic data with respect to the vehicle driving situation, and the user's anxiety is reduced by adjusting the control degree (control parameter) of the vehicle's driving control based on the determined anxiety factor. Since the configuration is such that the traveling control of the vehicle is changed, it is possible to prevent the user from feeling uneasy as much as possible even when the traveling control by the automatic driving is performed.
  • the brain activity area measuring device 23 of the driver biometric information detector 3 is configured to directly measure, for example, the activity as a situation in a plurality of brain regions indicating changes in the user's emotion. Thus, it is possible to accurately determine the user's emotions, particularly the presence or absence of anxiety. Further, the driver biometric information detector 3 includes a sensor for measuring the user's heart rate and blood pressure, and is configured to determine the user's emotion (anxiety) based on the measurement result of the heart rate and blood pressure. Can be quickly determined.
  • the driver since the driver is notified before changing the vehicle travel control, the driver can clearly recognize that the vehicle travel control is changed. And in this embodiment, after changing driving control of a vehicle, while measuring a user's anxiety level and calculating a change of a user's anxiety level based on a measurement result, Since the anxiety factor that causes the anxiety is determined, and the control degree of the vehicle travel control is readjusted based on the determined anxiety factor, the vehicle travel control is executed. Can be further prevented.
  • the travel position in the vehicle width direction on the road is detected based on the surrounding image information of the vehicle photographed by the camera 5, and the inter-vehicle distance from the vehicle ahead is detected by the radar 7, so that the user is uneasy. Since it is configured to adjust the position of the vehicle so that the user's anxiety is reduced, when the presence or absence of the vehicle in the range where the user feels is determined and it is determined that the user feels anxious about the distance to the surrounding vehicle, It is possible to further prevent the user from feeling uneasy.
  • the traveling control when entering the curved road, when it is determined that the centrifugal force due to the traveling speed of the vehicle causes the user's anxiety, the traveling control is performed so as to decelerate and enter the curved road. Therefore, when driving on a curved road by automatic driving, it is possible to prevent the user from feeling uneasy as much as possible.
  • the driver when the vehicle detects that the passenger feels anxiety while the driver is manually driving, the driver is notified that the passenger feels anxiety. Therefore, the driver can correct the manual driving (improve the driving skill of the driver) so that the passenger does not feel uneasy. Thereby, the anxiety with respect to the driver
  • the fixing pad 27 of the brain active area measuring instrument 23 is used as a head mounting member. Instead, a magic tape (registered trademark), a hairpin-like one, A comb-shaped object may be used.
  • the electroencephalogram sensor 24 does not need to be closely attached to the active area of the brain, and the electroencephalogram sensor is located at a position where information on the active area is easily obtained. What is necessary is just to comprise so that 24 may be arrange
  • the electroencephalogram sensor 24 is arranged at a position corresponding to the active area of the brain. Instead, the number of the electroencephalogram sensors 24 is increased, but the entire brain region You may comprise so that it may arrange
  • the brain wave is detected as the state of the brain region.
  • the brain blood flow may be detected instead.
  • the cerebral blood flow can be measured using, for example, a wearable near-infrared spectroscopic measurement device that comes into contact with a human head.
  • a sensor for example, a parabolic antenna
  • a shield that shields electromagnetic noise that reaches the head from other than the brain may be provided.
  • the vehicle interior and the vehicle power control ECU and the high-frequency communication line may be separated, or the wireless communication device in the vehicle interior may be temporarily stopped in synchronization with the brain wave detection timing. .
  • the measured value measured by the electroencephalogram sensor 24 of the brain active area measuring instrument 23 is a predetermined threshold (anxiety criterion). When the value becomes larger than (value), it is determined that the user is uneasy.
  • the anxiety level of the user is measured by the brain active area measuring device 23 (electroencephalogram sensor 24), and the measurement result is stored as a normal value at the time of boarding.
  • the anxiety level of the user is measured by the brain active area measuring device 23 (electroencephalogram sensor 24), and this measurement result is used as a normal value during running.
  • the brain active area measuring instrument 23 is used.
  • the user's anxiety level is measured, and the result is determined to be anxiety when there is a difference (difference) that is greater than or equal to a preset value compared to the driving normal value (boarding normal value). To do.
  • the second embodiment will be specifically described below.
  • FIG. 28 replaces the flowchart of FIG. 2 of the first embodiment, and is a flowchart of the main control of the travel control system of the second embodiment.
  • the control in FIG. 28 starts when, for example, the ignition switch of the vehicle is turned on.
  • step S02 the system is activated.
  • step S04 the anxiety degree (normal value) of a user when a user boards a vehicle with the brain active region measuring device 23 (electroencephalogram sensor 24) is measured, and this measurement result is made into a normal value at the time of boarding.
  • the brain active region measuring device 23 electroniclectroencephalogram sensor 24
  • 29 is created using the flowchart of FIG. 5 of the first embodiment. 29 shows the control contents of the user's anxiety measurement process of the travel control system 1. The flow of S910 to S940 in FIG. 29 shows the control contents of the electroencephalogram sensor 24 of the brain active area measuring instrument 23.
  • step S810 of FIG. 29 the vehicle travel control system 1 starts measuring the degree of anxiety, supplies power to the electroencephalogram sensor 24 of the brain active area measuring instrument 23, outputs a measurement start command, and outputs an electroencephalogram sensor. 24 is activated.
  • the electroencephalogram sensor 24 is activated in step S910 of FIG.
  • the electroencephalogram sensor 24 transmits an activation response to the traveling control system 1.
  • step S920 the electroencephalogram sensor 24 starts a measurement.
  • step S930 the electroencephalogram sensor 24 transmits a measurement result to the traveling control system 1 (driver situation determination device 4).
  • the electroencephalogram sensor 24 proceeds to step S940 and enters a standby state or stops its operation.
  • step S820 the process proceeds to step S820 in FIG. 29, and the measurement values of the plurality of electroencephalogram sensors 24 at each installation position of the brain active area measuring instrument 23 are acquired. Then, it progresses to step S822 and it is judged whether it is a time when the user boarded the vehicle (that is, whether the vehicle has not started running). If it is during boarding (“YES” in step S822), the process proceeds to step S824, and the measured value is stored in the storage unit 13 as a boarding normal value. When this subroutine is called in step S04 in FIG. 28, the process in step S824 is executed.
  • step S822 when it is not at the time of boarding, that is, after the vehicle has started to travel ("NO"), the process proceeds to step S826, and the measured value is stored in the storage unit 13 as a traveling normal value.
  • step S34 the processing in step S826 is executed.
  • step S10 in FIG. 28 to determine whether or not the vehicle is traveling. If the vehicle is not traveling ("NO” in step S10), the determination process in step S10 is repeated. If it is determined in step S10 that the vehicle is traveling ("YES"), the process proceeds to step S30, and a user (driver or passenger) recognition process is executed. This user recognition process is executed in the same manner as in the first embodiment (by the subroutine shown in FIG. 3).
  • step S32 it is determined whether or not the acceleration acting on the vehicle (user) is smaller than a preset value after the vehicle starts to travel.
  • the process proceeds to step S34.
  • step S34 the user's anxiety level (normal value) when the vehicle is in a state where no force is applied to the user is measured by the brain active area measuring instrument 23 (electroencephalogram sensor 24). The result is stored as a running normal value.
  • This anxiety measurement process is executed by the subroutine shown in FIG. In this case, as described above, the process proceeds to “NO” in step S822 in FIG. 29, and step S826 is executed.
  • Step S40 and Step S50 are executed in the same manner as in the first embodiment.
  • the process proceeds to step S65, and the user's anxiety detection and anxiety determination are performed while the vehicle travel control is being performed.
  • This anxiety detection / anxiety determination process will be described with reference to a subroutine flowchart shown in FIG. Note that the flowchart of FIG. 30 is created using the flowchart of FIG. 5 of the first embodiment.
  • the flow of S810 to S880 in FIG. 30 shows the control contents of the determination processing of the degree of anxiety of the user of the travel control system 1.
  • the flow of S910 to S940 in FIG. 30 shows the control contents of the electroencephalogram sensor 24 of the brain active area measuring instrument 23.
  • step S810 to step S850 and the processing from step S910 to step S940 in FIG. 30 are executed in the same manner as in the first embodiment.
  • step S840 the number of active sensors is recorded (step S840), and the measured value of each electroencephalogram sensor 24 is read and stored (step S850), and then the process proceeds to step S865.
  • step S865 the measured values of the plurality of electroencephalogram sensors 24 are compared with the stored running normal values to determine whether or not there is a difference (difference) greater than a preset set value. It is determined whether or not the number of electroencephalogram sensors 24 having a difference greater than the value exceeds the second set number.
  • the threshold anxiety criterion used in the first embodiment is used. Value) is shifted based on the running normal value.
  • the threshold used in the first embodiment is set as a threshold Et1
  • the shifted threshold used in the second embodiment is set as a threshold Et2.
  • the normal level is E0
  • the increase in brain activity (for threshold setting) is ⁇ Et
  • the normal value during travel is Er
  • the difference between the normal value Er during travel and the normal level E0 is bias ⁇ Eb.
  • step S865 after calculating the threshold value Et2 as described above, it is determined whether or not the number of the electroencephalogram sensors 24 exceeding the threshold value Et2 exceeds the second set number.
  • the same value as in the first embodiment is used for ⁇ Et (increase in brain activity), but instead of this, a variable ⁇ that varies according to the value of the bias ⁇ Eb is set to the above ⁇ Et. It is also preferable to use a product obtained by multiplication, that is, ⁇ Et instead of ⁇ Et.
  • step S865 when the number of electroencephalogram sensors 24 exceeding the threshold Et2 exceeds the second set number (“YES”), the process proceeds to step S870, and it is determined that the user (measurement target person) is in an anxiety state. To do.
  • the process proceeds to step S880, and the user (measurement target person) It is determined that anxiety has not been reached.
  • step S70 in FIG. 28 to determine whether or not the user feels uneasy. If it is determined that there is anxiety of the user ("YES" in step S70), the process proceeds to step S80, and vehicle travel control for reducing the anxiety of the user is performed in the same manner as in the first embodiment. Is called. Then, the process proceeds to step S90, and in the same way as in the first embodiment, when the control status notification is necessary accompanying the control change, the control status notification is performed.
  • step S105 it is determined whether or not the ignition switch of the vehicle is on. If the ignition switch is on ("YES" in step S105), the process returns to step S32 and the above-described processing is repeated.
  • the process of step S34 is executed every set time, and the normal value during running is sequentially stored (accumulated every set time) and stored. It will be done.
  • FIG. 32 is a diagram for explaining the relationship between the measured value of the electroencephalogram sensor 24 and the running normal value (boarding normal value).
  • the measured value m1 of the electroencephalogram sensor 24 is stored as a boarding normal value (traveling normal value). Thereafter, when the acceleration applied to the vehicle is small while the vehicle is running, the measured values m2, m3, and m4 of the electroencephalogram sensor 24 are stored as running normal values at set times, for example, at times t2, t3, and t4. It will be done.
  • the initial value of the running normal value at the start of running is substantially equal to the normal value at the time of boarding.
  • the difference between the measured value m5 of the electroencephalogram sensor 24 and the running normal value (for example, m4) becomes equal to or greater than the set value (for example, the value d in FIG. 32). Since it is determined that the user is anxious and traveling control is performed so as to eliminate the anxiety, the measured value m6 of the electroencephalogram sensor 24 becomes slightly small at time t6, and further, at time t7, the electroencephalogram sensor 24 The measured value m7 becomes even smaller, and the difference between the measured value m7 and the running normal value (for example, m4) becomes smaller than the set value.
  • step S105 when the ignition switch is turned off by the user ("NO"), the process proceeds to step S110 and the traveling control system 1 is stopped.
  • step S70 when the user does not feel uneasy (“NO"), the process proceeds to step S105, and thereafter, the above-described control is repeatedly executed.
  • the configuration of the second embodiment other than that described above is the same as the configuration of the first embodiment. Therefore, in the second embodiment, substantially the same operational effects as in the first embodiment can be obtained. In particular, according to the second embodiment, the following operational effects can be obtained. For example, when the user gets into the vehicle, the mental state of the user may already be in an anxious state due to other factors (such as when there is anxiety or sadness before boarding). In such a case, since the activity of the brain related to anxiety has increased, when the anxiety level of the user is measured by the brain activity area measuring device 23 (electroencephalogram sensor 24), the measured value (voltage) of the electroencephalogram sensor 24 is It is considerably higher than the normal value (see solid line in FIG. 31).
  • the user When there is a difference (difference) greater than or equal to the set value compared to the running normal value, that is, when the measured value of the electroencephalogram sensor 24 exceeds the shifted threshold value Et2, the user is uneasy. It was configured to determine that there was. According to this configuration, even when the user's mental state is already in anxiety due to other factors when the user gets on the vehicle, the measured value of the electroencephalogram sensor 24 is considerably higher than the normal value. (See the solid line in FIG. 31) Since the shifted threshold Et2 is not exceeded, it is determined that the user is not uneasy. As a result, it is possible to prevent frequent anxiety determinations, and thus prevent frequent vehicle travel control.
  • Et2 is shifted in the addition direction by a bias ⁇ Eb.
  • the brain activity related to the user's anxiety decreases, so it is also preferable to shift the threshold Et2 by the bias in the subtraction direction.
  • the boarding normal value and the running normal value are detected, and the anxiety determination threshold value (anxiety reference value) is shifted based on the running normal value. It is not limited, and the difference (voltage difference) between the measured value output from the electroencephalogram sensor 24 and the running normal value is calculated, and whether or not the calculated difference is larger than the set value (anxiety determination value). You may comprise so that anxiety may be determined.
  • control for fixing the threshold for anxiety determination (anxiety reference value) in the first embodiment, and control for shifting the threshold for anxiety determination (anxiety reference value) in the second embodiment based on the normal value during travel; May be switched and executed according to the user's situation. For example, when the bias value ⁇ Eb (see FIG. 31) is small (when it is equal to or less than the set value), the control for fixing the threshold value of the first embodiment is executed, and when the bias value ⁇ Eb exceeds the set value, the second implementation is performed. It is preferable to switch to execute control for shifting the threshold value of the form.

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Abstract

La présente invention concerne un système de commande de déplacement destiné à un véhicule, qui met en œuvre une commande de déplacement de véhicule par conduite autonome ou par aide à la conduite. Le système de commande de déplacement est équipé : d'un instrument de mesure de mouvement (2) de conducteur qui mesure le mouvement de conduite d'un conducteur ; d'un instrument de mesure de niveau d'anxiété (4) d'utilisateur qui mesure le niveau d'anxiété d'un utilisateur ; et d'un dispositif de commande de déplacement (12) qui, lorsqu'il est déterminé à partir du niveau mesuré d'anxiété de l'utilisateur que l'utilisateur est anxieux, détermine un facteur d'anxiété responsable de l'anxiété sur la base des données caractéristiques de l'utilisateur correspondant à l'état de déplacement du véhicule et ajuste le niveau de commande de déplacement de véhicule sur la base du facteur d'anxiété déterminé, ce qui permet de modifier la commande de déplacement de véhicule de sorte à diminuer l'anxiété de l'utilisateur.
PCT/JP2015/004110 2014-09-03 2015-08-19 Système de commande de déplacement de véhicule WO2016035268A1 (fr)

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CN110023168A (zh) * 2016-11-29 2019-07-16 本田技研工业株式会社 车辆控制系统、车辆控制方法及车辆控制程序
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WO2018185910A1 (fr) * 2017-04-06 2018-10-11 三菱電機株式会社 Dispositif de commande de véhicule, procédé de commande de véhicule et programme de commande de véhicule
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CN107487358A (zh) * 2017-08-02 2017-12-19 江苏开放大学 一种基于大脑情感学习回路模型的驾驶员转向控制方法
US10635109B2 (en) 2017-10-17 2020-04-28 Nio Usa, Inc. Vehicle path-planner monitor and controller
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JP2019079217A (ja) * 2017-10-24 2019-05-23 クラリオン株式会社 運転支援装置、及び運転支援方法
JP7158839B2 (ja) 2017-10-24 2022-10-24 フォルシアクラリオン・エレクトロニクス株式会社 運転支援装置、及び運転支援方法
US10935978B2 (en) 2017-10-30 2021-03-02 Nio Usa, Inc. Vehicle self-localization using particle filters and visual odometry
US10606274B2 (en) 2017-10-30 2020-03-31 Nio Usa, Inc. Visual place recognition based self-localization for autonomous vehicles
CN109835346A (zh) * 2017-11-28 2019-06-04 株式会社斯巴鲁 驾驶建议装置和驾驶建议方法
US11919531B2 (en) * 2018-01-31 2024-03-05 Direct Current Capital LLC Method for customizing motion characteristics of an autonomous vehicle for a user
US11091168B2 (en) 2019-01-31 2021-08-17 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous driving support systems including vehicle headrest monitoring devices and methods incorporating the same
CN114475621A (zh) * 2022-02-22 2022-05-13 星河智联汽车科技有限公司 一种车辆控制方法及装置

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