WO2016092773A1

WO2016092773A1 - Autonomous driving control device, driving information output device, footrest, autonomous driving control method, and driving information output method

Info

Publication number: WO2016092773A1
Application number: PCT/JP2015/005965
Authority: WO
Inventors: 三摩　紀雄; 泉樹立入; 俊輔柴田; 岡田　明; 浩章竹田; 整伊口
Original assignee: 株式会社デンソー; 株式会社日本自動車部品総合研究所
Priority date: 2014-12-09
Filing date: 2015-12-01
Publication date: 2016-06-16

Abstract

This autonomous driving control device controls the driving operation of a vehicle on the basis of the environment of the vehicle and thus achieves autonomous driving. The autonomous driving control device is equipped with: a driving operation determination unit (121) that determines the content of the driving operation of the vehicle on the basis of the environment of the vehicle; a driving operation control unit (122) that controls the driving operation of the vehicle according to the determined content of the driving operation; and a driving information output unit (132) that outputs the determined content of the driving operation as driving information by driving a drive unit provided to a driver-side footrest (30) of the vehicle, and moving the footrest portion of the footrest.

Description

Automatic operation control device, operation information output device, footrest, automatic operation control method, and operation information output method

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2014-248891 filed on Dec. 9, 2014 and Japanese Patent Application No. 2015-171403 filed on Aug. 31, 2015. The description is incorporated by reference.

The present disclosure relates to a technology for automatically driving a vehicle based on a situation around the vehicle.

Today, a technology has been developed that realizes automatic driving of a vehicle by keeping track of the surrounding lane and avoiding obstacles while grasping surrounding conditions. During automatic driving, a computer (hereinafter referred to as a driving control device) mounted on the vehicle drives the vehicle on behalf of the driver, so driving methods by the driving control device (for example, when driving on a curve or avoiding obstacles) The driver often feels uncomfortable with the timing and degree of acceleration / deceleration.

Therefore, a technique has been proposed in which the driving method by the driving control device is as close as possible to the driving method by a standard driver (for example, Patent Document 1).

Japanese Published Patent Publication No. 2014-218098

However, with the proposed technology, there is a possibility that the uncomfortable feeling given to the driver during the automatic driving cannot be sufficiently eased. This is because the driving method changes depending on the surrounding conditions and the individuality of the driver, and there is a limit even if the driving method by the driving control device is brought closer to the driving method of the driver.

This disclosure is intended to provide a technology that enables automatic driving of a vehicle without causing the driver to feel uncomfortable.

According to an example of the present disclosure, an automatic driving control device that realizes automatic driving by controlling a driving action of the own vehicle based on a surrounding situation of the own vehicle is based on the surrounding situation of the own vehicle. A driving operation determining unit that determines the content of the driving operation of the vehicle, a driving operation control unit that controls the driving operation of the host vehicle according to the determined content of the driving operation, and a footrest on the driver's seat side of the host vehicle. A driving information output unit that outputs the content of the determined driving operation as driving information by driving the driving unit to move the footrest part of the footrest.

Driving according to another example of the present disclosure, which is mounted on a host vehicle that can be automatically driven based on surrounding conditions, and that outputs driving information regarding the content of the driving operation during the automatic driving to the passenger of the host vehicle The information output device includes a driving information acquisition unit that acquires driving information from an automatic driving control unit that controls driving operation of the host vehicle during automatic driving, and a driving unit provided on the footrest on the driver's seat side of the host vehicle. A driving information output unit that outputs the content of the determined driving operation as driving information by driving and moving the footrest part of the footrest.

According to another example of the present disclosure, a footrest for an occupant sitting on a seat of the own vehicle to place his / her foot includes a footrest portion on which the occupant's foot is placed, and a drive for moving the footrest portion according to control from the own vehicle A section.

According to another example of the present disclosure, an automatic driving control method for realizing automatic driving by controlling a driving operation of the vehicle based on a situation around the host vehicle is based on the situation around the host vehicle. A driving operation determination step for determining the content of the driving operation of the host vehicle and the footrest part of the footrest provided on the driver's seat side of the host vehicle are moved to output the determined driving operation content as driving information. A driving information output step, and a driving operation control step for controlling the driving operation of the host vehicle according to the content of the determined driving operation.

Driving according to another example of the present disclosure that is applied to a host vehicle that can be automatically driven based on surrounding conditions, and that outputs driving information related to the content of the driving operation during the automatic driving to a passenger of the host vehicle The information output method outputs the content of the determined driving operation as driving information by moving the driving information acquisition step of acquiring driving information and the footrest part of the footrest provided on the driver's seat side of the host vehicle. An operation information output method comprising: an operation information output step.

The automatic driving control device, the driving information output device, the automatic driving control method, and the driving information output method are configured such that a footrest provided on the driver's seat side of the vehicle determines the content of the driving operation of the vehicle based on the situation around the vehicle. The content of the determined driving operation is output as driving information by moving the footrest part.

In this way, the driver can recognize the content of the automatic driving operation in advance. For this reason, even if the way of driving at the time of automatic driving is different from the way of driving by the driver, it becomes possible to drive the vehicle automatically without giving the driver a sense of incongruity.

In the footrest of the present disclosure, the footrest on which the passenger's feet are placed can be moved according to control from the vehicle side. For this reason, if the footrest is moved according to the content of the automatic driving operation, the content of the automatic driving operation can be recognized in advance by the driver, so that the vehicle is automatically operated without giving the driver a sense of incongruity. It becomes possible to drive.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the accompanying drawings,
FIG. 1 is an explanatory diagram of a host vehicle equipped with the automatic driving control device of this embodiment. FIG. 2 is a block diagram showing the internal configuration of the automatic operation control device of this embodiment. FIG. 3A is an explanatory diagram of a footrest mounted on the host vehicle of the present embodiment, FIG. 3B is an explanatory diagram of a footrest mounted on the host vehicle of the present embodiment. FIG. 4 is a flowchart of the first half of the automatic driving control process executed by the automatic driving control device of this embodiment. FIG. 5 is a flowchart of the latter half of the automatic driving control process. FIG. 6A is an explanatory view exemplifying a state in which the automatic driving control device of the present embodiment determines the time for notifying the content of the automatic driving operation and the start time of the automatic driving operation based on the collision time. FIG. 6B is an explanatory diagram illustrating the start of deceleration, FIG. 6C is an explanatory diagram illustrating deceleration notice, FIG. 7A is a diagram illustrating a state in which the automatic driving control device according to the present embodiment determines the time for notifying the content of the automatic driving operation and the start time of the automatic driving operation based on the distance to the object on the map. Figure FIG. 7B illustrates the state in which the automatic driving control device according to the present embodiment determines the time for notifying the content of the automatic driving operation and the start time of the automatic driving operation based on the distance to the object on the map. Figure FIG. 8A is an explanatory diagram illustrating a state in which the automatic driving control device of the present embodiment notifies the content of the automatic driving operation by driving the footrest, FIG. 8B is an explanatory diagram illustrating deceleration notice, FIG. 8C is an explanatory diagram illustrating a left steering notice. FIG. 8D is an explanatory diagram illustrating a right steering notice. FIG. 9A is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the forward tilt angle θ of the footrest portion of the footrest according to the acceleration of the host vehicle. FIG. 9B is an explanatory diagram illustrating the forward tilt angle θ. FIG. 9C is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified by changing the forward inclination angle θ of the footrest portion of the footrest according to the acceleration of the host vehicle. FIG. 10A is an explanatory view illustrating another aspect in which the forward tilt angle θ of the footrest portion of the footrest is changed according to the acceleration of the host vehicle. FIG. 10B is an explanatory view illustrating another aspect of changing the forward tilt angle θ of the footrest portion of the footrest according to the acceleration of the host vehicle. FIG. 11A is an explanatory diagram illustrating a state in which the forward tilt angle θ of the footrest portion of the footrest is vibrated according to the acceleration of the host vehicle. FIG. 11B is an explanatory diagram illustrating a state in which the forward tilt angle θ of the footrest portion of the footrest is vibrated according to the acceleration of the host vehicle. FIG. 11C is an explanatory diagram illustrating a state in which the forward inclination angle θ of the footrest portion of the footrest is vibrated according to the acceleration of the host vehicle. FIG. 12A is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified by changing the forward inclination angle θ of the footrest portion of the footrest according to the vehicle speed of the host vehicle, FIG. 12B is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified by changing the forward inclination angle θ of the footrest portion of the footrest according to the vehicle speed of the host vehicle, FIG. 12C is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the forward inclination angle θ of the footrest portion of the footrest according to the vehicle speed of the host vehicle. FIG. 12D is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified by changing the forward tilt angle θ of the footrest portion of the footrest according to the vehicle speed of the host vehicle, FIG. 13A is an explanatory diagram illustrating a state in which the forward tilt angle θ of the footrest portion of the footrest is vibrated according to the vehicle speed of the host vehicle. FIG. 13B is an explanatory diagram illustrating a state in which the forward tilt angle θ of the footrest portion of the footrest is vibrated according to the vehicle speed of the host vehicle. FIG. 13C is an explanatory diagram illustrating a state in which the forward tilt angle θ of the footrest portion of the footrest is vibrated according to the vehicle speed of the host vehicle. FIG. 14A is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the lateral inclination angle φ of the footrest portion of the footrest according to the steering information of the host vehicle. FIG. 14B is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the lateral inclination angle φ of the footrest portion of the footrest according to the steering information of the host vehicle. FIG. 14C is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the lateral inclination angle φ of the footrest portion of the footrest according to the steering information of the host vehicle. FIG. 14D is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the lateral inclination angle φ of the footrest portion of the footrest according to the steering information of the host vehicle. FIG. 14E is an explanatory diagram illustrating a state in which the content of the automatic driving operation is notified in advance by changing the lateral inclination angle φ of the footrest portion of the footrest according to the steering information of the host vehicle. FIG. 15A is an explanatory diagram illustrating a state in which the lateral inclination angle φ of the footrest portion of the footrest is vibrated according to the steering information of the host vehicle, FIG. 15B is an explanatory diagram illustrating a state in which the lateral inclination angle φ of the footrest portion of the footrest is vibrated according to the steering information of the host vehicle. FIG. 15C is an explanatory diagram illustrating a state in which the lateral inclination angle φ of the footrest portion of the footrest is vibrated according to the steering information of the host vehicle. FIG. 16A is an explanatory view illustrating another aspect in which the footrest is driven to notify the content of the automatic driving operation; FIG. 16B is an explanatory diagram illustrating another aspect in which the footrest is driven to notify the content of the automatic driving operation; FIG. 16C is an explanatory diagram illustrating another mode in which the footrest is driven to notify the content of the automatic driving operation; FIG. 17A is an explanatory diagram illustrating still another aspect in which the footrest is driven to notify the content of the automatic driving operation; FIG. 17B is an explanatory view illustrating still another aspect in which the content of the automatic driving operation is notified by driving the footrest; FIG. 18A is an explanatory diagram illustrating a state in which the seat is driven to notify the content of the automatic driving operation, FIG. 18B is an explanatory diagram illustrating a state in which the seat is driven to notify the content of the automatic driving operation, FIG. 19 is an explanatory view exemplifying a state in which the driver is requested to override by vibrating the forward tilt angle θ or the lateral tilt angle φ of the footrest portion of the footrest.

Hereinafter, examples will be described in order to clarify the contents of the disclosure of the present application described above.
(Device configuration)
FIG. 1 shows a configuration of a host vehicle 1 equipped with an automatic driving control device 100 of the present embodiment. The host vehicle 1 according to the present embodiment includes a vehicle-mounted camera 2 that captures an image in the traveling direction, a radar 3 that detects other vehicles and obstacles existing in front, and a vehicle speed that detects the vehicle speed based on the rotation of the wheels 1w. A sensor 8, a sunshine sensor 9 that is mounted on the dashboard 1 d of the host vehicle 1 and detects the amount of sunlight by the sun, a wireless communication device 10 that communicates with the outside wirelessly, and a route to a preset destination A navigation system shown below (hereinafter referred to as a navigation system 40), an accelerator pedal actuator 4m for driving the accelerator pedal 4, a brake pedal actuator 5m for driving the brake pedal 5, a steering handle actuator 6m for driving the steering handle 6, and the like are mounted. ing.

The navigation system generally includes a function for detecting the position of the host vehicle 1, a function for storing map information, a function for setting a destination, a function for searching for a route to the destination, and a search. It is a system with the function of presenting the route and guiding the route. However, the automatic driving control device 100 according to the present embodiment detects the position of the host vehicle 1 using the navigation system 40 and grasps the situation ahead of the host vehicle 1 using the map information stored in the navigation system 40. A function for searching and presenting a route to a set destination may not necessarily be installed.

Therefore, the navigation system 40 of the present embodiment is a system that omits a function for setting a destination, a function for searching a route to the destination, and a function for presenting the searched route from a general navigation system. You can also

The automatic driving control device 100 detects the situation around the host vehicle 1 based on the captured image obtained by the in-vehicle camera 2 and the output of the radar 3, and the accelerator pedal actuator 4 m according to the route indicated by the navigation system 40. Alternatively, automatic driving is executed by driving the brake pedal actuator 5m and the steering handle actuator 6m. In this embodiment, for the purpose of avoiding complicated description, the automatic driving control apparatus 100 detects the surrounding situation exclusively using the image taken by the in-vehicle camera 2 or uses the output of the radar 3. Although described as detecting the surrounding situation, the surrounding situation may be detected using a sonar (not shown).

Further, a footrest 30 on which a passenger sitting on the seat 7 puts his / her foot is disposed at the foot of the seat 7 on the driver's seat side where the steering handle 6 is provided. As will be described in detail later, the footrest 30 according to the present embodiment has a movable part where the occupant puts his / her foot, and the movement is controlled by the automatic operation control device 100.

FIG. 2 shows a rough internal configuration of the automatic operation control apparatus 100 of the present embodiment. As shown in the figure, the automatic driving control device 100 includes a driving environment acquisition module 110 that acquires various information related to the driving environment of the host vehicle 1, an automatic driving execution module 120 that executes automatic driving, and the contents of the automatic driving operation. The driving operation notice module 130 is provided with three main modules. The automatic driving execution module 120 corresponds to the “automatic driving control unit” of the present disclosure, and the driving operation notice module 130 corresponds to the “driving information output device” of the present disclosure.

The driving environment acquisition module 110 is provided with an ambient environment acquisition unit 111, a collision time calculation unit 112, a host vehicle position acquisition unit 113, and a map information acquisition unit 114. Furthermore, the automatic operation execution module 120 is provided with a driving operation determination unit 121 and a driving operation control unit 122, and the driving operation notice module 130 is provided with a driving information acquisition unit 131 and a driving information output unit 132. It has been.

Note that these “modules” or “parts” refer to the functions that the automatic driving control device 100 has in order to notify the driver of the details of the driving operation during the automatic driving. It is an abstract concept that is classified for convenience. Therefore, it does not indicate that the automatic operation control apparatus 100 is physically divided into these “modules” or “parts”. These “modules” or “units” can be realized as a computer program executed by the CPU, or can be realized as an electronic circuit including an LSI or a memory, and further, by combining them. It can also be realized.

The ambient environment acquisition unit 111 of the travel environment acquisition module 110 is connected to the in-vehicle camera 2, the radar 3, the vehicle speed sensor 8, the sunshine sensor 9, and the wireless communication device 10. Among these, by acquiring a captured image from the in-vehicle camera 2 and analyzing the acquired captured image, other vehicles existing in front of the host vehicle 1, obstacles, pedestrians, and the like are detected. In addition, the radar 3 detects the presence of other vehicles, obstacles, pedestrians, and the like that are present ahead, and the distance from the host vehicle 1. The speed of the host vehicle 1 is acquired from the vehicle speed sensor 8, and the intensity of sunlight (that is, the amount of sunlight) is acquired from the sunshine sensor 9. Furthermore, the ambient environment acquisition unit 111 communicates with other vehicles, traffic lights, roadside devices, etc. that exist in the surroundings using the wireless communication device 10, so that information such as the vehicle speed of other vehicles, information regarding display of traffic lights, Information on traffic conditions can also be acquired.

The collision time calculation unit 112 calculates the collision time for other vehicles, pedestrians, obstacles, and the like existing ahead. The collision time is an expected time until the vehicle collides with another vehicle, a pedestrian, an obstacle, or the like (hereinafter referred to as a “front object”) existing ahead when the current vehicle speed is continued. The collision time can be obtained by dividing the distance from the host vehicle 1 to the front object by the relative speed between the host vehicle 1 and the front object.

As described above, the ambient environment acquisition unit 111 can detect the presence / absence of the front object and the distance to the front object based on the captured image from the in-vehicle camera 2 and the output of the radar 3. Therefore, when the front environment object is detected by the surrounding environment acquisition unit 111, the collision time calculation unit 112 acquires the distance to the front object. Further, each time a certain time elapses, the relative speed between the front object, the host vehicle 1 and the front object is calculated by acquiring the distance to the front object. Then, the collision time for the front object is calculated by dividing the distance to the front object by the relative speed thus obtained.

When the front object is another vehicle, the difference between the vehicle speed of the other vehicle acquired by performing inter-vehicle communication using the wireless communication device 10 and the vehicle speed of the host vehicle 1 obtained from the vehicle speed sensor 8 is calculated. It is also possible to calculate the relative speed by obtaining.

The own vehicle position acquisition unit 113 acquires the current position of the own vehicle 1 from the own vehicle position detection unit 41 built in the navigation system 40. The own vehicle position detection unit 41 can detect the current position of the own vehicle 1 by receiving a signal from a positioning satellite.

The map information acquisition unit 114 acquires map information of the surrounding area including the current position of the host vehicle 1 from the map information storage unit 42 built in the navigation system 40.

If the current position of the host vehicle 1 and the map information of the surrounding area of the host vehicle 1 are known, the distance to the curve or intersection existing in front of the host vehicle 1 can be known. Therefore, the collision time calculation unit 112 may acquire these pieces of information to calculate the collision time for a curve or intersection existing ahead.

The driving operation determination unit 121 of the automatic driving execution module 120 includes the above-described various types of information from the surrounding environment acquisition unit 111, the collision time calculation unit 112, the host vehicle position acquisition unit 113, and the map information acquisition unit 114 of the traveling environment acquisition module 110. Information is acquired and the driving | running operation | movement of the own vehicle 1 is determined. Here, the driving operation of the host vehicle 1 means the types of driving operations such as acceleration and deceleration, left steering and right steering of the host vehicle 1, and the operation amounts of these driving operations. Further, an operation amount 0 for acceleration or deceleration represents a driving operation for maintaining the current speed, and an operation amount 0 for left steering or right steering represents a driving operation for going straight.

When the type and amount of driving operation are determined, the subsequent behavior of the host vehicle 1 (for example, vehicle speed, acceleration, lateral acceleration, and lateral speed component) can be predicted. Therefore, when the driving operation of the host vehicle 1 is determined, it may be determined as the driving operation including these behaviors.

The driving operation control unit 122 controls the accelerator pedal actuator 4m, the brake pedal actuator 5m, and the steering handle actuator 6m according to the driving operation determined by the driving operation determination unit 121.

Further, prior to outputting the determined driving operation to the driving operation control unit 122, the driving operation determination unit 121 outputs driving information regarding the content of the driving operation to the driving information acquisition unit 131 of the driving operation notice module 130. Yes. Then, the driving information acquisition unit 131 outputs the received driving information to the driving information output unit 132. Then, the driving information output unit 132 drives an actuator, which will be described later, built in the footrest 30, thereby driving the occupant (driver during non-automatic driving) sitting on the seat 7 on the driver's seat side. Present information.

3A and 3B show a rough internal structure of the footrest 30 of this embodiment. As shown in FIG. 3A, the footrest 30 of this embodiment includes a main body 31 that is placed on the floor surface in front of the seat 7 on the driver's seat side, and a footrest that is movably provided with respect to the main body 31. Part 32. The occupant sitting on the driver's seat 7 is naturally placed on the footrest 32.

FIG. 3B shows an exploded view of the footrest 30 of this embodiment. As shown in the figure, the main body portion 31 is formed with a large recess 31a in which the footrest portion 32 is accommodated, and the footrest portion 32 is recessed along with a drive mechanism 30m for moving the footrest portion 32. It is stored in 31a.

The drive mechanism 30m of the footrest 30 has a first servo motor 34m attached to a substrate 34 attached to the bottom of the recess 31a, a relay plate 33 attached to the output shaft of the first servo motor 34m, The second servo motor 33m is attached to the structure. A fitting portion 33a protrudes from the bottom surface of the relay plate 33. The fitting portion 33a is fitted to the output shaft of the first servo motor 34m, so that the relay plate 33 outputs the first servo motor 34m. Fixed relative to the shaft. Further, a fitting portion 32a is projected from the bottom surface of the footrest portion 32. The fitting portion 32a is fitted to the output shaft of the second servomotor 33m, so that the footrest portion 32 becomes the second servo. Fixed to the output shaft of the motor 33m.

Thus, with the first servo motor 34m, the relay plate 33, the second servo motor 33m, and the footrest portion 32 attached to the substrate 34, the substrate 34 is attached to the bottom of the recess 31a provided in the main body 31. Thus, the footrest 30 is assembled.

Accordingly, if the second servo motor 33m is driven, the footrest portion 32 can be tilted forward or backward in the front-rear direction of the host vehicle 1, and the second servo motor 33m can be driven according to the drive amount of the second servo motor 33m. The amount of forward tilt or the amount of backward tilt can be changed. Similarly, if the first servo motor 34m is driven, the footrest portion 32 can be tilted leftward or rightward in the left-right direction of the host vehicle 1, and can be tilted to the left according to the drive amount of the first servomotor 34m. The amount or the amount of right tilt can be changed. Note that the first servo motor 34m and the second servo motor 33m of the present embodiment correspond to the “drive unit” in the present disclosure.

The automatic driving control device 100 of the present embodiment can drive the first servo motor 34m and the second servo motor 33m to control the inclination of the footrest portion 32. The host vehicle 1 is automatically driven without giving a sense of incongruity to the passenger sitting on the seat 7.
(Automatic operation control processing)
4 and 5 show a flowchart of the automatic driving control process executed by the automatic driving control device 100 of this embodiment.

As shown in FIG. 4, in the automatic driving control process, first, the situation around the host vehicle 1 is acquired (S100). As described above with reference to FIG. 2, in the automatic driving control device 100 of this embodiment, the traveling environment acquisition module 110 is connected to the in-vehicle camera 2, the radar 3, the vehicle speed sensor 8, the sunshine sensor 9, and the wireless communication device 10. Based on these outputs, the surrounding situation is acquired. However, the present invention is not limited to this, sonar etc. may be mounted on the host vehicle 1 and the surrounding situation may be acquired using these.

Subsequently, the current position of the host vehicle 1 (hereinafter also referred to as the host vehicle position) and surrounding map information including the host vehicle position are acquired from the navigation system 40 (S101). As described above with reference to FIG. 2, the travel environment acquisition module 110 is also connected to the navigation system 40, acquires the vehicle position from the vehicle position detection unit 41 of the navigation system 40, and the map information storage unit 42. Map information can be obtained from.

Then, it is determined whether or not there is a front object (that is, another vehicle, a pedestrian, an obstacle, etc. existing in front) (S102). Whether there is a front object can be determined by analyzing a captured image obtained from the in-vehicle camera 2 or analyzing the output of the radar 3.

As a result, when there is a forward object (S102: YES), the collision time for the forward object is calculated (S103). The collision time can be calculated by dividing the distance from the host vehicle 1 to the front object by the relative speed between the host vehicle 1 and the front object. Moreover, the distance from the own vehicle 1 to the front object can be obtained based on the output of the radar 3, and the relative speed between the own vehicle 1 and the front object is based on the time change of the distance to the front object. Can be sought.

On the other hand, if there is no forward object (S102: NO), it is determined whether a curve exists ahead of the host vehicle 1 without calculating the collision time (S104). Whether or not a curve exists can be determined by acquiring the shape of the road included in the map information. Alternatively, the road shape may be acquired by analyzing an image captured by the in-vehicle camera 2 and detecting a lane (or a white line).

As a result, if there is a curve ahead (S104: YES), the start position of the curve and the curvature radius of the curve are acquired (S105). The start position of the curve and the radius of curvature can also be obtained from the map information. Or based on the road shape acquired from the image | photographed image by the vehicle-mounted camera 2, you may obtain | require the start position and curvature radius of a curve.

On the other hand, if there is no curve ahead of the host vehicle 1 (S104: NO), whether or not there is a point of interest in front of the host vehicle 1 without calculating the start position of the curve or the radius of curvature. Is determined (S106). Here, the points requiring attention are points that require attention when the driver manually operates, such as intersections, tunnel entrances, tunnel exits, and climbing slope end points. That is, since it is known that accidents are likely to occur at intersections, attention must be paid to driving. Also, since the brightness changes suddenly at the tunnel entrance and tunnel exit and visibility is easily lost, attention is required for driving. Furthermore, at the end point of the uphill, the sight is worsened because the uphill is switched to the downhill, so attention must be paid to driving.

It should be noted that the reason for considering the point of caution that requires attention when the driver performs manual driving is to perform automatic driving without giving the driver a sense of incongruity. That is, a driver who is driving manually tends to decelerate in a semi-reflective manner or travel at a lower vehicle speed at these points requiring attention. This is because, even during automatic driving, in order to perform automatic driving without giving the driver a sense of incongruity, it is necessary to grasp a point requiring attention existing ahead of the host vehicle 1.

Since the point of interest is stored in advance in the map information acquired from the navigation system 40, the automatic driving control device 100 can easily determine whether or not there is a point of interest in front of the host vehicle 1. . Of course, the presence / absence of a point requiring attention may be determined based on information acquired from the outside using the wireless communication device 10.

Also, when the distance cannot be seen due to heavy fog, heavy snow, heavy rain, etc. (that is, when the visibility is small), the driver tends to decelerate halfway or travel at a lower vehicle speed. Therefore, by analyzing the image taken by the in-vehicle camera 2, the degree of visibility in the forward direction of the host vehicle 1 is detected, and when the degree of visibility falls below a predetermined value, it approaches a point requiring attention. You may judge it.

Alternatively, by communicating with the outside via the wireless communication device 10, whether or not there is a point with a low visibility in front of the host vehicle 1, and if there is a point with a low visibility, the distance to that point is acquired. May be. If such a point exists within a certain distance from the host vehicle 1, it may be determined that a point requiring attention exists.

As a result, when there is a point requiring attention ahead (S106: YES), the distance from the vehicle 1 to the point requiring attention is acquired (S107). Since the position where the host vehicle 1 exists is known, if the position of the point of interest is known, the distance from the host vehicle 1 to the point of interest can be easily obtained.

If there is no point of interest in front of the host vehicle 1 (S106: NO), it is determined whether or not a warning is required for the passenger of the host vehicle 1 without acquiring the distance to the point of concern (S106: NO). S108). For example, when the collision time calculated in S103 is shorter than the predetermined time, the distance to the start position of the curve acquired in S107, or the distance to the point of interest acquired in S109 is smaller than the predetermined distance. In this case, it is determined that a warning is required (S108: YES).

As a result, if it is determined that a warning is necessary (S108: YES), a warning is issued by vibrating the footrest portion 32 of the footrest 30 (S109). In the present embodiment, the footrest portion 32 is vibrated by driving the first servo motor 34m or the second servo motor 33m. Of course, separately from the first servo motor 34m and the second servo motor 33m, a vibrator may be mounted on the footrest 30 and the footrest portion 32 may be vibrated by driving the vibrator.

On the other hand, when the warning is not necessary (S108: NO), the content of the automatic driving operation and the execution timing of the automatic driving operation are determined (S110). For example, when the destination is set for the navigation system 40, the accelerator pedal 4 and the brake pedal 5 are based on the route information indicated by the navigation system 40 and the situation around the host vehicle 1. Then, whether or not to operate the steering handle 6 and the operation amount are determined.

Further, when the vehicle is set to follow the preceding vehicle, the host vehicle 1 including the position of the preceding vehicle based on the captured image obtained by the in-vehicle camera 2 or based on the output of the radar 3. By detecting the surrounding situation, whether or not to operate the accelerator pedal 4, the brake pedal 5 and the steering handle 6 and the operation amount are determined.

For example, as shown in FIG. 6A, it is assumed that another vehicle traveling at a speed v2 slower than the speed v1 is detected forward while traveling at a constant speed v1. In such a case, when the distance from the host vehicle 1 to the other vehicle ahead is La, the collision time TTCa is
It can be calculated by TTCa = La / (v1-v2).

In such a case, when the collision time TTCb is shortened to the first threshold time th1, it is determined to start deceleration at a deceleration according to the relative speed (= v1-v2) (see FIG. 6B). When the time TTCc is shortened to the second threshold time th2 which is larger than the first threshold time th1, it is determined that the deceleration is notified (see FIG. 6C). In S110 of the automatic driving control process of FIG. 4, the contents of the automatic driving operation (deceleration in this case), the execution timing of the automatic driving operation, and the notice time are further determined.

Further, as shown in FIG. 7A, if a curve exists ahead, the start position of the curve and the curvature radius of the curve are acquired in S105 of FIG. Since an appropriate vehicle speed (hereinafter referred to as an approach speed) when entering the curve is determined according to the curvature radius of the curve, the approach speed according to the curvature radius is determined and compared with the vehicle speed of the host vehicle 1.

As a result, if the vehicle speed of the host vehicle 1 is greater than the approach speed, a deceleration corresponding to the speed difference between the vehicle speed of the host vehicle 1 and the approach speed at a point before the curve L1 from the start position of the curve. And decide to slow down. In addition, it is determined that the vehicle will be notified of deceleration at a point that is further in front of the distance L2 than the point where deceleration is started.

Alternatively, as shown in FIG. 7B, if there is an intersection without a traffic light ahead, the vehicle decelerates at a speed corresponding to the vehicle speed of the host vehicle 1 at a point in front of the distance L3 from the position of the intersection. Decide to stop. In addition, it is determined that the vehicle will be notified of deceleration at a point that is further in front of the distance L4 than the point at which deceleration is started.

In S110 of the automatic driving control process of FIG. 4, the contents of the automatic driving operation, the execution time of the automatic driving operation, and the notice time are determined in this way. The content of the automatic driving operation determined in this way corresponds to “driving information” of the present disclosure.

Subsequently, it is determined whether or not the advance notice time determined in S110 has come (S111). As a result, if the advance notice time has not come (S111: NO), the determination of S111 is repeated to enter a standby state.

If it is determined that the advance notice time has come (S111: YES), it is determined whether or not the content of the determined automatic driving operation is acceleration (S112 in FIG. 5). As a result, when the content of the automatic driving operation is acceleration (S112: YES), the second servo motor 33m is driven according to the degree of acceleration and the footrest portion 32 of the footrest 30 is tilted forward. Advance notice of acceleration (S113). Here, “forward tilt” refers to an operation of tilting away from the occupant (driver during non-automatic driving) sitting on the seat 7 on the driver's seat side. Note that “tilt forward” and “tilt forward” have the same meaning.

FIG. 8A illustrates a state in which the footrest portion 32 of the footrest 30 is tilted forward to notify the acceleration. Moreover, the aspect which inclines the footrest part 32 forward according to the degree of acceleration is demonstrated in detail later.

On the other hand, if the content of the automatic driving operation is not acceleration (S112: NO), it is determined whether or not the vehicle is decelerating (S114). As a result, if the vehicle is decelerating (S114: YES), the second servo motor 33m is driven in accordance with the degree of deceleration, and the footrest 30 of the footrest 30 is tilted backward to notify the deceleration (S115). ). Here, “backward tilt” refers to an operation of tilting toward the front as viewed from the occupant (driver during non-automatic driving) sitting on the seat 7 on the driver's seat side. Note that “tilt backward” and “tilt backward” have the same meaning.

FIG. 8B illustrates a state in which the footrest portion 32 of the footrest 30 is tilted backward to notify the deceleration. Moreover, the aspect which tilts the footrest part 32 according to the grade of deceleration is demonstrated in detail later.

Further, when the content of the automatic operation is neither acceleration nor deceleration (S114: NO), the second servo motor 33m is not driven. As a result, the footrest portion 32 of the footrest 30 is maintained in a state where it is not tilted in any direction.

Subsequently, it is determined whether or not the content of the automatic driving operation determined in S110 of FIG. 4 is steering of the steering handle 6 in the right direction (hereinafter, right steering) (S116). As a result, in the case of right steering (S116: YES), the first servo motor 34m is driven according to the steering amount of the steering handle 6 to tilt the footrest portion 32 of the footrest 30 to the right to perform right steering. A notice is given (S117). Here, “inclined to the right” refers to a movement inclined to the right when viewed from the occupant (driver during non-automatic driving) sitting on the seat 7 on the driver's seat side.

FIG. 8D illustrates a state in which the footrest portion 32 of the footrest 30 is tilted to the right to notify the right steering. Moreover, the aspect which inclines the footrest part 32 right according to the grade of right steering is demonstrated later.

On the other hand, if the content of the automatic driving operation is not right steering (S116: NO), it is determined whether the steering handle 6 is steered leftward (hereinafter, left steering) (S118). If the result is left steering (S118: YES), the first servomotor 34m is driven according to the steering amount, and the left steering is informed by tilting the footrest portion 32 of the footrest 30 to the left (S119). ). Here, “inclined to the left” refers to an operation of inclining to the left as viewed from the occupant sitting on the seat 7 on the driver's seat (driver during non-automatic driving).

FIG. 8C illustrates a state in which the footrest portion 32 of the footrest 30 is tilted to the left to notify the left steering. Moreover, the aspect which inclines the footrest part 32 to the left according to the grade of left steering is demonstrated later.

If the content of the automatic driving operation is neither right steering nor left steering (S118: NO), the first servo motor 34m is not driven. As a result, the footrest portion 32 of the footrest 30 is maintained in a state in which it is not tilted in either the left or right direction.

Although the occupant does not drive the vehicle 1 during automatic driving, the seat 7 on the driver's seat side can also be switched during automatic driving so that the driving can be changed whenever the automatic driving control device 100 cannot cope. Is required to have a passenger sitting. Therefore, when the footrest portion 32 of the footrest 30 is moved as described above, the movement is recognized by the occupant sitting on the seat 7 on the driver's seat side, and the content is transmitted to the occupant before the automatic driving operation is performed. be able to.

For this reason, the passenger sitting on the seat 7 on the driver's seat side can recognize in advance the content of the automatic driving operation to be performed in the future, and can avoid feeling uncomfortable with the automatic driving.

Also, since the movement of the footrest portion 32 of the footrest 30 is used to convey the contents of the automatic driving operation to the occupant, the occupant may feel bothersome or uncomfortable, unlike when appealing to the sight or hearing. Absent. For this reason, even when telling the contents of the driving operation one by one during the automatic driving, it is possible to transmit it without giving a burden to the occupant.

In addition, even if the occupant's consciousness is blurred during automatic driving, it can be recognized relatively clearly by moving a part of the body (here, the foot placed on the footrest 30). . In addition, the contents of the recognized movement (here, the movement of the foot placed on the footrest 30) can be intuitively understood. Can be reliably recognized.

Further, the movement of the footrest portion 32 of the footrest 30 is set in the following manner according to the content of the automatic driving operation.

9A to 9C illustrate a mode in which the footrest portion 32 of the footrest 30 is tilted forward or backward depending on the degree of acceleration or deceleration. As illustrated in FIG. 9A, the footrest 32 is tilted forward at a large forward tilt angle θ as the acceleration increases. Here, a positive acceleration indicates that the host vehicle 1 is accelerated, and a negative acceleration indicates that the host vehicle 1 is decelerated. Further, the forward tilt angle θ is an angle for tilting the footrest portion 32 of the footrest 30 forward as shown in FIG. 9B. When the host vehicle 1 decelerates, since the forward tilt angle θ becomes a negative value, the footrest portion 32 tilts backward.

In this way, the driver can recognize from the movement that the footrest portion 32 tilts forward, that the host vehicle 1 is about to accelerate, and the driver can recognize from the movement that the footrest portion 32 tilts backward. It can be recognized that 1 is about to decelerate. Furthermore, the degree of acceleration or deceleration can be recognized from the magnitude of the forward or backward tilt angle. Then, after notifying acceleration or deceleration in this way, the inclination of the footrest portion 32 is returned in preparation for the next notification of acceleration or deceleration. At this time, it is desirable that the speed at which the footrest part 32 is returned is as small as not noticed by the driver.

Further, as illustrated in FIG. 9C, the inclination of the forward inclination angle θ with respect to the acceleration is made different between the case where the absolute value of the acceleration is equal to or smaller than the predetermined value tha and the case where the absolute value of the acceleration is equal to or larger than the predetermined value tha. In this case, the inclination may be made smaller than that in the case where the value is equal to or greater than the predetermined value tha.

In this way, it is possible to prevent the driver from knowing or not worrying about the movement of the footrest portion 32 with a small acceleration / deceleration. For this reason, the footrest part 32 moves every time the acceleration / deceleration is small, and there is no possibility that the driver feels troublesome.

Alternatively, as illustrated in FIG. 10A, when accelerating at an acceleration greater than the acceleration a4, the forward tilt angle θ is tilted forward to a certain angle, and when the acceleration is smaller than that, the footrest portion 32 is moved. It is good not to tilt forward. Similarly, when the absolute value of acceleration in the deceleration direction is larger than a3, the footrest portion 32 is tilted backward at a constant angle, and when the absolute value of acceleration in the deceleration direction is smaller than a3, The placing portion 32 may not be tilted backward.

In this way, in the case of acceleration / deceleration that requires little advance notice to the driver, the footrest portion 32 does not move, so the driver does not feel bothersome. In addition, in the case of acceleration / deceleration where there is a great need to notify the driver, the footrest portion 32 moves greatly at a certain angle, so that the driver can clearly recognize that the host vehicle 1 is about to accelerate or decelerate. it can.

Further, as illustrated in FIG. 10B, the footrest portion 32 may be tilted forward or backward in a plurality of stages. For example, the case where the host vehicle 1 is about to be accelerated will be described. When the acceleration is larger than a4, the footrest portion 32 is tilted forward by a certain angle, but when the acceleration is larger than a6, The footrest 32 may be tilted forward at a large angle.

In this way, the driver can roughly recognize the degree of acceleration / deceleration from the rough movement of the footrest portion 32, so that the content of the automatic driving can be appropriately recognized to a necessary and sufficient extent.

Alternatively, the degree of acceleration / deceleration may be transmitted to the driver by vibrating the inclination of the footrest portion 32 of the footrest 30 in the front-rear direction. For example, as illustrated in FIG. 11A, when the host vehicle 1 is accelerated, the footrest portion 32 is vibrated from the driver's seat to the other side, and when the host vehicle 1 is decelerated, the driver's seat is closer to the front. The footrest portion 32 is vibrated toward the side. In this way, the driver can recognize whether the host vehicle 1 is about to accelerate or decelerate according to the direction in which the footrest portion 32 vibrates.

Further, the amplitude A for vibrating the footrest 32, the frequency f for vibrating, and the duration T of vibration may be changed according to the degree of acceleration or the degree of deceleration. For example, as illustrated in FIG. 11B, the footrest 32 is vibrated in such a manner that the amplitude A, the frequency f, and the duration T increase as the absolute value of acceleration or deceleration increases. Also good. In this way, the driver can recognize the degree of acceleration or deceleration from the aspect in which the footrest portion 32 vibrates.

Further, the change amount of the amplitude A when the acceleration or deceleration changes by a unit amount, the change amount of the frequency f, or the change amount of the duration T is set to a range in which the absolute value of the acceleration or deceleration is smaller than the threshold value tha. The range may be different from the range greater than the threshold value tha. That is, as illustrated in FIG. 11C, in the range where the absolute value of the acceleration or deceleration is smaller than the threshold value tha, the amplitude A with respect to the change in the unit amount of acceleration or deceleration, the frequency f, The amount of change in the duration time T may be reduced. In this way, it is possible to prevent the driver from knowing or not worrying about the vibration of the footrest portion 32 with a small acceleration / deceleration. For this reason, the footrest part 32 vibrates at every small acceleration / deceleration, and there is no possibility that the driver feels troublesome.

Alternatively, as illustrated in FIG. 12A to FIG. 12D, the footrest portion 32 may be tilted forward so that the forward tilt angle θ corresponds to the control target value (that is, the target vehicle speed) of the host vehicle 1. . Even in this way, the driver can recognize the target vehicle speed from the forward inclination angle θ of the footrest portion 32.

Even when the forward tilt angle θ is changed in accordance with the target vehicle speed, as shown in FIG. 12B, when the absolute value of the target vehicle speed is smaller than the threshold vehicle speed thv, it is larger than the threshold vehicle speed thv. As compared with the above, the change amount of the forward tilt angle θ with respect to the change amount of the target vehicle speed may be reduced. Alternatively, as shown in FIGS. 12C and 12D, the inclination of the forward inclination angle θ may be varied stepwise with respect to the target vehicle speed.

Alternatively, when changing the target vehicle speed, the change of the target vehicle speed may be transmitted to the driver by vibrating the forward inclination angle θ of the footrest portion 32. At this time, when the target vehicle speed is increased, the footrest portion 32 is vibrated from the driver seat to the other side, and when the target vehicle speed is decreased, the footrest portion 32 is moved from the driver seat toward the front side. Vibrate. Even in this case, the driver can recognize whether the target vehicle speed has been increased or decreased depending on the direction in which the footrest portion 32 vibrates.

Further, the amplitude A for vibrating the footrest portion 32, the frequency f for vibrating, and the duration T of vibration may be changed according to the target vehicle speed. For example, as illustrated in FIGS. 13B and 13C, the footrest portion 32 is vibrated in such a manner that the amplitude A, the frequency f, and the duration T increase as the absolute value of the target vehicle speed increases. May be. At this time, depending on whether or not the absolute value of the target speed is smaller than a predetermined threshold speed thv, the amount of change in the amplitude A or the amount of change in the frequency f when the target vehicle speed changes by a unit amount, or the continuation The amount of change in time T may be varied.

14A to 14E illustrate a mode in which the footrest portion 32 of the footrest 30 is tilted in the left-right direction in accordance with the steering angle of left steering or right steering. Further, when the vehicle is steered while traveling, acceleration and velocity components in the lateral direction with respect to the traveling direction are generated, and the magnitudes of these acceleration and velocity components increase as the steering angle increases. Accordingly, the footrest portion 32 may be tilted in the left-right direction in accordance with a lateral acceleration (hereinafter referred to as lateral acceleration) or a lateral velocity component (hereinafter referred to as lateral velocity) generated with steering.

In the following description, the steering angle, lateral acceleration and lateral speed associated with steering may be collectively referred to as “steering information”. In addition, an angle at which the footrest portion 32 is inclined in the left-right direction is referred to as “lateral inclination angle φ”. Further, as shown in FIG. 14A, the lateral inclination angle φ assumes a “positive” value when the footrest portion 32 is inclined leftward.

As illustrated in FIG. 14B, the footrest 32 is tilted to the left at a larger lateral tilt angle φ as the steering information in the left-handed direction increases. Here, a positive acceleration indicates that the host vehicle 1 is steered to the left, and a negative acceleration indicates that the host vehicle 1 is steered to the right. Further, as shown in FIG. 14A, the lateral tilt angle φ is an angle at which the footrest portion 32 of the footrest 30 is tilted to the left. When the host vehicle 1 is steered to the right, the lateral tilt angle φ becomes a negative value, so that the footrest portion 32 tilts to the right.

In this way, the driver can recognize from the movement that the footrest portion 32 tilts to the left, that the host vehicle 1 is about to steer to the left, and from the motion that the footrest portion 32 tilts to the right, Can recognize that he is about to steer right. Furthermore, the magnitude of the steering information can be recognized from the magnitude of the angle tilted to the left or right. Then, after notifying the left steering or the right steering in this way, the inclination of the footrest portion 32 is returned in preparation for the case of notifying the next steering. At this time, it is desirable that the speed at which the footrest part 32 is returned is as small as not noticed by the driver.

Further, as illustrated in FIG. 14C, when the magnitude of the steering information is equal to or smaller than the predetermined value and when the magnitude of the steering information is equal to or larger than the predetermined value, the inclination of the lateral inclination angle φ with respect to the steering information is different and is smaller than the predetermined value. May have a smaller slope than when it is greater than or equal to a predetermined value. In this way, with small steering, the driver does not know the movement of the footrest portion 32 (or does not care), so there is no possibility that the driver feels annoying the movement of the footrest portion 32.

Alternatively, as illustrated in FIGS. 14D and 14E, the inclination of the lateral inclination angle φ may be changed stepwise with respect to the steering information. In this case, in the case of small steering with little need to notify the driver, the footrest portion 32 does not move, so that the driver does not feel bothersome.

Alternatively, the side tilt angle φ of the footrest portion 32 may be vibrated according to the steering information to notify the driver that the host vehicle 1 is about to steer. At this time, as shown in FIG. 15A, when the host vehicle 1 is about to steer to the left, the footrest portion 32 is vibrated so as to incline to the left side. 32 is vibrated so as to incline to the right. Even in this way, it is possible to make the driver recognize whether to perform left steering or right steering depending on the direction in which the footrest portion 32 vibrates.

Further, the amplitude A for vibrating the footrest 32, the frequency f for vibrating, and the duration T of vibration may be changed according to the size of the steering information. For example, as illustrated in FIGS. 15B and 15C, the footrest portion 32 may be vibrated in such a manner that at least one of the amplitude A, the frequency f, and the duration T increases as the steering information increases. . At this time, depending on whether or not the absolute value of the steering information is smaller than a predetermined threshold, the amount of change in the amplitude A or the amount of change in the frequency f when the steering information changes by a unit amount, or the duration T The amount of change may be different.

In S113, S115, S117, and S119 of FIG. 5, the contents of the automatic operation determined in S110 of FIG. 4 by tilting the footrest portion 32 of the footrest 30 forward, backward, leftward, or right as described above. To the driver.

Thereafter, the automatic driving control device 100 executes the automatic driving operation by driving the accelerator pedal actuator 4m, the brake pedal actuator 5m, and the steering handle actuator 6m according to the content determined in S110 (S121).

Subsequently, the automatic driving control device 100 determines whether or not to end the automatic driving (S122), and if not (S122: NO), the process returns to the top of the process and acquires the situation around the host vehicle 1. After that (S100 in FIG. 4), the above-described series of processing (S101 to S122) is executed. If it is determined that the automatic driving is to be ended while repeating such an operation (S122: YES), the automatic driving control process of FIGS. 4 and 5 is ended.
(Modification)
In the embodiment described above, it has been described that the occupant sitting on the seat 7 on the driver's seat side recognizes the content of the automatic driving operation by tilting the footrest portion 32 of the footrest 30 back and forth or left and right. However, the movement of the footrest portion 32 is not limited to the tilting motion, and for example, the footrest portion 32 may be translated.

FIG. 16A to FIG. 16C illustrate a state in which the footrest portion 32 of the footrest 30 is translated in accordance with the content of the automatic driving operation.

For example, in FIG. 16A, the footrest 30 is provided so as to be movable in the front-rear direction on the base 35, and the footrest portion 32 can be translated together with the footrest 30 by driving an actuator (not shown). It has become.

Even in such a case, if the content of the automatic driving operation is acceleration (corresponding to S112 in FIG. 5: YES), the footrest 30 is moved forward (corresponding to S113), and the content of the automatic driving operation is deceleration. In this case (S114: corresponding to YES), if the footrest 30 is moved backward (corresponding to S115), the occupant can recognize whether the host vehicle 1 is accelerated or decelerated.

Alternatively, as shown in FIG. 16B, the footrest portion 32 may be provided so that it can be raised and lowered with respect to the main body portion 31, and the footrest portion 32 may be raised or lowered by driving an actuator (not shown). .

Even in such a case, if the content of the automatic driving operation is acceleration (corresponding to S112 in FIG. 5: YES), the footrest 30 is lowered (corresponding to S113), and the content of the automatic driving operation is deceleration. In this case (S114: corresponding to YES), if the footrest 30 is raised (corresponding to S115), the occupant can recognize whether the host vehicle 1 is accelerated or decelerated.

Also, the occupant can recognize whether the vehicle 1 is about to steer in the left or right direction by moving the footrest portion 32 in translation.

For example, in FIG. 16C, the footrest 30 is provided on the base 35 so as to be movable in the left-right direction, and the footrest portion 32 can be translated together with the footrest 30 by driving an actuator (not shown).

Even in such a case, when the content of the automatic driving operation is right steering (corresponding to YES in S116 in FIG. 5), the footrest 30 is moved rightward (rightward) (corresponding to S117), and the automatic driving operation is automatically performed. If the content of the driving action is left steering (corresponding to S118: YES), if the footrest 30 is moved leftward (equivalent to S119) (corresponding to S119), the host vehicle 1 will move in either the left or right direction. The occupant can recognize whether he is trying to steer.

Alternatively, as illustrated in FIG. 17A and FIG. 17B, the footrest portion 32 is turned rightward (hereinafter referred to as “rightward turn”), or leftward (hereinafter referred to as “leftward turn”). The occupant may recognize right steering or left steering.

Even in such a case, when the content of the automatic driving operation is right steering (corresponding to S116 of FIG. 5: YES), the footrest portion 32 is turned right (corresponding to S117), and the automatic driving operation is performed. If the content is left steering (corresponding to S118: YES), if the footrest portion 32 is turned left (corresponding to S119), the occupant determines in which direction the host vehicle 1 is to steer. Can be recognized.

In the above-described embodiment or modification, the footrest portion 32 of the footrest 30 has been described as being moved. It can be considered that the occupant sitting on the seat 7 on the driver's seat is placing his / her foot on the footrest 30 even during automatic driving. For this reason, if the footrest part 32 of the footrest 30 is moved, the content of the automatic driving operation can be recognized by the occupant sitting on the seat 7 on the driver's seat side. However, the object to be moved in accordance with the content of the automatic driving operation is the footrest 30 foot, as long as the passenger sitting on the driver's seat 7 can be surely noticed even during automatic driving. The placement unit 32 is not limited. For example, various adjustment mechanisms are mounted on the seat 7 on the driver's seat side. Therefore, by moving at least a part of the seat 7 using this adjustment mechanism, it is possible to make the occupant sitting on the seat 7 recognize the content of the automatic driving operation.

18A and 18B illustrate a state in which at least a part of the seat 7 on the driver's seat side is moved according to the content of the automatic driving operation.

For example, as shown in FIG. 18A, when an electric actuator 7mF that slides the seat position in the front-rear direction is mounted on the seat 7, the seat 7 is advanced before acceleration, and the seat 7 is retracted before deceleration. Let Or when the electric actuator 7mT which changes the inclination of the backrest part 7a of the seat 7 is mounted, the backrest part 7a of the seat 7 is raised before acceleration, and the backrest part 7a is tilted before deceleration.

In this way, an occupant sitting on the seat 7 can recognize whether the host vehicle 1 is about to accelerate or decelerate based on the movement of the seat 7 or the backrest portion 7a. The electric actuator 7mF and the electric actuator 7mT described above correspond to the “adjustment unit” in the present disclosure.

Alternatively, as shown in FIG. 18B, if the

lumbar support portions

7R, 7L of the seat 7 have the electric actuators 7mR, 7mL built therein, and the

lumbar support portions

7R, 7L can be tilted left and right, The occupant can recognize whether 1 is about to steer right or left. That is, when the host vehicle 1 is about to steer right, the

lumbar support portions

7R and 7L are tilted to the right, and when the host vehicle 1 is about to steer left, the

lumbar support portions

7R and 7L are tilted to the left.

In this way, an occupant sitting on the seat 7 can recognize which direction the host vehicle 1 is about to steer based on the movement of the

lumbar support portions

7R and 7L of the seat 7. The electric actuator 7mR and the electric actuator 7mL described above correspond to the “adjustment unit” in the present disclosure.

In addition, when a situation that is difficult for the automatic operation control device 100 to occur during automatic operation occurs, the driver must be asked to replace the operation. In such a case, the driver can override the driver by vibrating the footrest portion 32 of the footrest 30 (that is, the driver performs a driving operation during the automatic driving and intervenes in the driving to thereby perform the automatic driving). Switching the state to the manual operation state) may be requested.

For example, as shown in FIG. 19, the forward and backward tilts of the footrest portion 32 are repeated at a constant cycle, or the leftward and rightward tilts of the footrest portion 32 are repeated at a constant cycle. Since such a movement is clearly different from a normal automatic driving content notice, the driver can easily recognize that an override is required.

As mentioned above, although the present Example and modification were demonstrated, this indication is not restricted to said Example or modification, It can implement in a various aspect in the range which does not deviate from the summary.

It should be noted that the flowchart described in this application or the process of the flowchart is composed of a plurality of steps (or referred to as sections), and each step is expressed as S100, for example. Further, each step can be divided into a plurality of sub-steps, while a plurality of steps can be combined into one step.

Heretofore, the embodiments, configurations, and aspects of the automatic driving control device, the driving information output device, the footrest, the automatic driving control method, and the driving information output method according to the present disclosure have been exemplified, but the embodiments, configurations, and modes according to the present disclosure have been illustrated. Is not limited to the above-described embodiments, configurations, and aspects. For example, embodiments, configurations, and aspects obtained by appropriately combining technical sections disclosed in different embodiments, configurations, and aspects are also included in the scope of the embodiments, configurations, and aspects according to the present disclosure.

Claims

An automatic driving control device that realizes automatic driving by controlling driving operation of the own vehicle based on the situation around the own vehicle (1),
A driving operation determination unit (121) for determining the content of the driving operation of the host vehicle based on the situation around the host vehicle;
A driving operation control unit (122) for controlling the driving operation of the host vehicle according to the content of the determined driving operation;
The content of the determined driving operation by moving the footrest portion (32) of the footrest by driving the driving portion (33m, 34m) provided on the footrest (30) on the driver's seat side of the host vehicle. An automatic operation control device comprising: an operation information output unit (132) that outputs as operation information.
The automatic operation control device according to claim 1,
The driving operation determination unit determines the content of the driving operation and the timing of the driving operation,
The driving operation control unit controls the driving operation of the vehicle according to the content and execution time of the determined driving operation,
The driving information output unit outputs the driving information at a time earlier than the determined execution time.
The automatic operation control device according to claim 2,
A collision time calculation unit that obtains a distance to a vehicle or a front object that is an obstacle and a relative speed between the front object and the host vehicle, and calculates a collision time for the front object. (112)
The driving operation determination unit determines the execution timing of the driving operation by comparing a predetermined first threshold time and the collision time,
The driving information output unit outputs the driving information at a time determined by comparing a predetermined second threshold time larger than the first threshold time with the collision time.
The automatic operation control device according to claim 2 or claim 3,
A host vehicle position acquisition unit (113) for acquiring a host vehicle position where the host vehicle exists;
A map information acquisition unit (114) for acquiring map information of an area including the vehicle position;
The driving operation determination unit determines the content of the driving operation based on the host vehicle position and the map information, and determines the host vehicle position on the map information for executing the driving operation, The timing of the operation is determined,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information in the position of predetermined distance to the near side from the own vehicle position on the said map information which implements the said driving operation.
The automatic operation control device according to claim 2,
An ambient environment acquisition unit (111) that acquires the ambient environment of the host vehicle is further provided,
The driving operation determining unit is an automatic driving control device that determines the content of the driving operation and the execution timing of the driving operation based on the surrounding environment.
The automatic operation control device according to claim 5,
The surrounding environment acquisition unit acquires a road shape ahead of the host vehicle as the surrounding environment by analyzing a captured image obtained by the in-vehicle camera (2) mounted on the host vehicle,
The driving operation determination unit is an automatic driving control device that determines the content and timing of the driving operation based on the road shape.
The automatic operation control device according to claim 5 or 6,
The ambient environment acquisition unit acquires a distance to an intersection existing ahead of the host vehicle as the ambient environment,
The driving operation determination unit is an automatic driving control device that determines the content and timing of the driving operation based on a distance to the intersection.
An automatic operation control device according to any one of claims 5 to 7,
The ambient environment acquisition unit acquires the distance to the tunnel entrance or tunnel exit that exists in front of the host vehicle as the ambient environment,
The automatic operation control device, wherein the driving operation determination unit determines the content and timing of the driving operation based on a distance to the tunnel entrance or the tunnel exit.
The automatic operation control device according to any one of claims 5 to 8,
The ambient environment acquisition unit acquires, as the ambient environment, a distance to an end point of an uphill existing in front of the host vehicle.
The driving operation determining unit is an automatic driving control device that determines the content and timing of the driving operation based on a distance to an end point of the uphill.
The automatic operation control device according to claim 5,
The ambient environment acquisition unit acquires, as the ambient environment, a degree of visibility from the host vehicle forward by analyzing a captured image obtained by the in-vehicle camera (2) mounted on the host vehicle. And
The driving operation determination unit is an automatic driving control device that determines the content and timing of the driving operation based on the degree of visibility.
An automatic operation control device according to any one of claims 1 to 10,
The driving information output unit drives a seat adjustment unit (7 mF, 7 mT, 7 mR, 7 mL) provided on the seat (7) on the driver's seat side of the host vehicle in addition to the driving unit of the footrest. An automatic operation control device that outputs the operation information.
An automatic operation control device according to any one of claims 1 to 11,
The driving information output unit is an automatic driving control device that outputs the driving information related to acceleration or deceleration of the host vehicle.
The automatic operation control device according to claim 12,
The driving information output unit outputs the driving information by varying a forward tilt angle that is a tilt angle in the front-rear direction of the footrest unit according to the degree of acceleration or deceleration of the host vehicle. Control device.
The automatic operation control device according to claim 13,
The driving information output unit has a change amount of the forward tilt angle with respect to the degree of acceleration or deceleration in a range where the degree of acceleration or deceleration of the host vehicle is smaller than a predetermined value, compared to a range where the degree is larger than the predetermined value. An automatic operation control device that varies the forward tilt angle so as to have a small value.
The automatic operation control device according to claim 12,
The driving information output unit varies the forward tilt angle, which is the tilt angle in the front-rear direction of the footrest unit, according to the magnitude relationship between the degree of acceleration or deceleration of the host vehicle and a predetermined threshold value. An automatic operation control device that outputs the operation information.
The automatic operation control device according to claim 15,
The driving information output unit outputs the driving information by varying the forward tilt angle according to the magnitude relationship between the degree of acceleration or deceleration of the host vehicle and a plurality of the threshold values. .
The automatic operation control device according to claim 12,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by vibrating the inclination to the front-back direction of the said footrest part in the aspect according to the extent of the acceleration or deceleration of the said own vehicle.
An automatic operation control device according to any one of claims 1 to 11,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information regarding the vehicle speed of the said own vehicle.
The automatic operation control device according to claim 18, wherein
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by varying the forward inclination angle which is the inclination angle to the front-back direction of the said footrest part according to the vehicle speed of the said own vehicle.
The automatic operation control device according to claim 19,
The driving information output unit is configured such that, in a range where the vehicle speed of the host vehicle is smaller than a predetermined value, a change amount of the forward tilt angle with respect to the vehicle speed is smaller than a range larger than the predetermined value. An automatic operation control device that varies the forward tilt angle.
The automatic operation control device according to claim 18, wherein
The driving information output unit varies the forward tilt angle, which is a tilt angle in the front-rear direction of the footrest unit, according to the magnitude relationship between the vehicle speed of the host vehicle and a predetermined threshold value, thereby obtaining the driving information. Automatic operation control device that outputs.
The automatic operation control device according to claim 21,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by varying the said forward inclination angle according to the magnitude relationship between the vehicle speed of the said own vehicle, and the said some threshold value.
The automatic operation control device according to claim 18, wherein
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by vibrating the inclination to the front-back direction of the said footrest part in the aspect according to the vehicle speed of the said own vehicle.
An automatic operation control device according to any one of claims 1 to 23,
The said driving information output part is an automatic driving | operation control apparatus which outputs the steering information regarding the steering of the said own vehicle as said driving information.
The automatic operation control device according to claim 24,
The driving information output unit outputs, as the steering information, either a steering angle of the host vehicle or an acceleration in a lateral direction or a speed component in the lateral direction with respect to the traveling direction of the host vehicle. .
An automatic operation control device according to claim 24 or claim 25,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by varying the lateral inclination angle which is an inclination angle to the left-right direction of the said footrest part according to the magnitude | size of the said steering information.
The automatic operation control device according to claim 26,
In the range where the magnitude of the steering information is smaller than the predetermined value, the driving information output unit has a smaller change amount of the lateral tilt angle with respect to the magnitude of the steering information than the range where the magnitude is larger than the predetermined value. An automatic operation control device that varies the forward tilt angle.
An automatic operation control device according to claim 24 or claim 25,
The driving information output unit varies the lateral tilt angle that is the tilt angle in the left-right direction of the footrest unit according to the magnitude relationship between the magnitude of the steering information and a predetermined threshold value, thereby obtaining the driving information. Automatic operation control device that outputs.
The automatic operation control device according to claim 28,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by varying the said horizontal inclination angle according to the magnitude relationship of the magnitude | size of the said steering information, and several said threshold angle.
The automatic operation control device according to claim 25,
The said driving information output part is an automatic driving | operation control apparatus which outputs the said driving information by vibrating the inclination to the front-back direction of the said footrest part in the aspect according to the magnitude | size of the said steering information.
An automatic operation control device according to any one of claims 1 to 30, wherein
In addition to the content of the driving operation, the driving operation determination unit determines whether or not a warning is necessary,
The automatic operation control device that performs the warning operation by vibrating the footrest portion of the footrest when the driving information output unit determines that the warning is required.
A driving information output device that is mounted on a self-driving vehicle (1) that is capable of automatic driving based on surrounding conditions and that outputs driving information relating to the contents of the driving operation during the automatic driving to an occupant of the own vehicle. ,
A driving information acquisition unit (131) that acquires the driving information from an automatic driving control unit (120) that controls the driving operation of the host vehicle during the automatic driving;
The content of the determined driving operation by moving the footrest portion (32) of the footrest by driving the driving portion (33m, 34m) provided on the footrest (30) on the driver's seat side of the host vehicle. A driving information output device comprising: a driving information output unit (132) that outputs as driving information.
The driving information output device according to claim 32, wherein
The driving information output unit drives a seat adjustment unit (7 mF, 7 mT, 7 mR, 7 mL) provided on the seat (7) on the driver's seat side of the host vehicle in addition to the driving unit of the footrest. An operation information output device that outputs the operation information.
A footrest for a passenger sitting on the seat (7) of the host vehicle (1) to place his / her foot,
A footrest (32) on which the occupant's feet are placed;
A footrest comprising: a drive unit (33m, 34m) that moves the footrest unit according to control from the host vehicle.
An automatic driving control method that realizes automatic driving by controlling driving operation of the vehicle based on the situation around the host vehicle,
A driving operation determining step (S110) for determining the content of the driving operation of the host vehicle based on the situation around the host vehicle;
A driving information output step (S113, S115, S117, S119) for outputting the content of the determined driving action as driving information by moving a footrest portion of a footrest provided on the driver's seat side of the host vehicle; ,
An automatic driving control method comprising: a driving operation control step (S121) for controlling the driving operation of the host vehicle in accordance with the content of the determined driving operation.
A driving information output method that is applied to a host vehicle that can be automatically driven based on surrounding conditions, and that outputs driving information regarding the contents of the driving operation during the automatic driving to a passenger of the host vehicle,
A driving information acquisition step (S110) for acquiring the driving information;
A driving information output step (S113, S115, S117, S119) for outputting the content of the determined driving action as driving information by moving a footrest portion of a footrest provided on the driver's seat side of the host vehicle; A driving information output method comprising: