WO2016194300A1 - 走行制御装置、走行制御方法 - Google Patents

走行制御装置、走行制御方法 Download PDF

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Publication number
WO2016194300A1
WO2016194300A1 PCT/JP2016/002255 JP2016002255W WO2016194300A1 WO 2016194300 A1 WO2016194300 A1 WO 2016194300A1 JP 2016002255 W JP2016002255 W JP 2016002255W WO 2016194300 A1 WO2016194300 A1 WO 2016194300A1
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WO
WIPO (PCT)
Prior art keywords
control state
travel control
concentration
vehicle
state
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2016/002255
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English (en)
French (fr)
Japanese (ja)
Inventor
応尚 瀬戸
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN201680030839.7A priority Critical patent/CN107614347B/zh
Priority to US15/577,678 priority patent/US11027737B2/en
Priority to DE112016002444.4T priority patent/DE112016002444B4/de
Publication of WO2016194300A1 publication Critical patent/WO2016194300A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60W60/005—Handover processes
    • B60W60/0051—Handover processes from occupants to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • 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
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • 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
    • 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
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • 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
    • B60W60/005—Handover processes
    • B60W60/0059—Estimation of the risk associated with autonomous or manual driving, e.g. situation too complex, sensor failure or driver incapacity
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
    • G06N20/00—Machine learning
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/007—Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0071—Controller overrides driver automatically
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/54—Audio sensitive means, e.g. ultrasound
    • 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
    • B60W2540/215—Selection or confirmation of options
    • 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
    • B60W2540/229—Attention level, e.g. attentive to driving, reading or sleeping

Definitions

  • the present disclosure relates to a technique for controlling vehicle travel by switching between a manual travel control state and an automatic travel control state.
  • Patent Document 1 proposes a technique for increasing the safety of traveling by the method.
  • the driver is not always able to concentrate on driving, and for some reason the attention may be temporarily reduced, and while the attention is reduced, the driving safety is sufficient even by manual driving. It is not guaranteed.
  • one of the objects of the present disclosure is to provide a technique that can further improve the safety of traveling during manual traveling.
  • a travel control device and a travel control method detect occurrence of a predetermined concentration inhibition item that is set as an item that inhibits a driver from concentrating on a driving operation when the vehicle is in a manual travel control state. To do. And if it detects that the concentration obstruction
  • FIG. 1 is an explanatory diagram showing a vehicle equipped with a travel control device of an embodiment.
  • FIG. 2 is a block diagram illustrating an internal configuration of the traveling control apparatus according to the embodiment.
  • FIG. 3 is a flowchart illustrating a part of a traveling control state switching process executed by the traveling control device of the embodiment to switch the traveling control state.
  • FIG. 4 is a flowchart showing the remaining part of the traveling control state switching process.
  • FIG. 5 is an explanatory diagram illustrating an operation unit mounted on a vehicle.
  • FIG. 6 is an explanatory diagram illustrating a display for temporarily switching to the automatic travel control state.
  • FIG. 1 is an explanatory diagram showing a vehicle equipped with a travel control device of an embodiment.
  • FIG. 2 is a block diagram illustrating an internal configuration of the traveling control apparatus according to the embodiment.
  • FIG. 3 is a flowchart illustrating a part of a traveling control state switching process executed by the traveling control device of the embodiment to switch the traveling control state.
  • FIG. 7 is an explanatory view exemplifying a display for returning the temporarily switched automatic traveling control state to the manual traveling control state.
  • FIG. 8 is a block diagram showing an internal configuration of a travel control device according to a modification.
  • FIG. 9 is a flowchart illustrating a part of the concentration inhibition matter learning process executed by the travel control apparatus according to the modification to learn the concentration inhibition matter.
  • FIG. 10 is a flowchart showing the remaining part of the concentration inhibition item learning process.
  • FIG. 11A is an explanatory diagram of a reference driving operation.
  • FIG. 11B is an explanatory diagram of the reference driving operation.
  • FIG. 12 is an explanatory diagram exemplifying a result of comparing an actual driving operation and a reference driving operation performed after receiving a telephone call and talking and then disconnecting.
  • FIG. 13 is an explanatory diagram showing a state of learning the concentration obstruction matter.
  • FIG. 1 shows a rough configuration of a vehicle 1 on which the traveling control device 100 of this embodiment is mounted.
  • the vehicle 1 in addition to the travel control device 100, the vehicle 1 is equipped with a steering handle 2, a steering shaft 3, an accelerator pedal 4, a brake pedal 5, an in-vehicle camera 7, a navigation device 8, and the like. .
  • the steering shaft 3 is equipped with a steering angle sensor 3s for detecting the steering angle of the steering handle 2 and a handle driving unit 3a for rotationally driving the steering shaft 3.
  • the accelerator pedal 4 is equipped with an accelerator sensor 4s that detects the amount of depression of the accelerator pedal 4 and an accelerator driving unit 4a that drives the accelerator pedal 4.
  • the brake pedal 5 is equipped with a brake sensor 5s that detects the depression amount of the brake pedal 5 and a brake drive unit 5a that drives the brake pedal 5.
  • the vehicle 1 is also equipped with a vehicle speed sensor 6s that detects the vehicle speed by detecting the rotation of the tire or the axle.
  • the steering angle sensor 3s, the accelerator sensor 4s, the brake sensor 5s, and the vehicle speed sensor 6s are connected to the travel control device 100.
  • the in-vehicle camera 7 and the navigation device 8 are also connected to the travel control device 100.
  • the travel control device 100 grasps the travel status of the vehicle 1 based on outputs from these various sensors, images taken by the in-vehicle camera 7, information from the navigation device 8, and the like. Based on the result, the travel control device 100 assists the driving operation of the driver, or automatically travels by driving the handle driving unit 3a, the accelerator driving unit 4a, and the brake driving unit 5a. Is also possible.
  • FIG. 2 shows a rough internal structure of the travel control device 100 of this embodiment.
  • the travel control device 100 includes a travel control unit 101, a control state switching unit 102, a concentration inhibition item detection unit 103, an operation relay unit 104, and a wireless relay unit 105.
  • these “parts” are abstract concepts in which the interior of the travel control device 100 is classified for convenience, focusing on the functions provided for the travel control device 100 to control the travel of the vehicle 1. Therefore, it does not represent that the traveling control device 100 is physically divided into these “parts”.
  • These “units” can be realized as a computer program executed by the CPU, can be realized as an electronic circuit including an LSI or a memory, or can be realized by combining them. .
  • the traveling control unit 101 has a function for controlling the overall control related to traveling of the vehicle 1.
  • the travel control device 100 of this embodiment can automatically drive the vehicle 1, but this function is mainly realized by the travel control unit 101.
  • this function is also mainly realized by the traveling control unit 101.
  • the control state in which the travel control unit 101 of the present embodiment controls the travel of the vehicle 1 is provided with two control states, a manual travel control state and an automatic travel control state.
  • the travel control unit 101 uses the information acquired from the steering angle sensor 3s, the accelerator sensor 4s, the brake sensor 5s, the vehicle speed sensor 6s, the in-vehicle camera 7, the navigation device 8, and the like, Various processes for supporting driving operation are executed.
  • the travel control unit 101 is based on information acquired from the steering angle sensor 3s, the accelerator sensor 4s, the brake sensor 5s, the vehicle speed sensor 6s, the in-vehicle camera 7, the navigation device 8, and the like.
  • the situation around the vehicle, the state of the vehicle 1, and the traveling position are grasped.
  • working is implement
  • the travel control unit 101 is normally in the manual travel control state, but when the automatic travel control state is selected by the driver, the travel control unit 101 determines whether or not the current travel position is suitable for automatic travel. If it is suitable for automatic travel, the manual travel control state is switched to the automatic travel control state. In the navigation device 8 of this embodiment, a region not suitable for automatic traveling is stored in advance, and the traveling control unit 101 determines whether or not the current traveling position is a region suitable for automatic traveling based on this information. can do.
  • the control state is temporarily changed. In some cases, the manual travel control state is switched to the automatic travel control state.
  • the control state switching unit 102 and the concentration inhibition item detecting unit 103 shown in FIG. 2 are provided corresponding to this.
  • the concentration inhibition matter detection unit 103 receives information indicating that it is in the manual traveling control state from the traveling control unit 101, whether or not a predetermined matter (concentration inhibition matter) that prevents the driver from concentrating on driving has occurred.
  • a predetermined matter concentration inhibition matter
  • concentration obstruction matter for example, predetermined matters such as an incoming call of a mobile phone to the driver
  • an operation on the navigation device 8 and the audio device 9 mounted on the vehicle 1 are set in advance.
  • the navigation device 8 and the audio device 9 correspond to in-vehicle devices.
  • the concentration obstruction matter detection unit 103 is connected to a wireless relay unit 105 that transmits and receives data to and from the mobile phone 20 registered in advance, and acquires information from the wireless relay unit 105, thereby obtaining the mobile phone 20. It is possible to detect incoming calls.
  • the wireless relay unit 105 outputs the voice data received from the mobile phone 20 from the speaker 11 mounted on the vehicle 1 or the voice data picked up by the sound collecting microphone 12 mounted on the vehicle 1. Can also be output.
  • the wireless relay unit 105 is also connected to the operation unit 10 operated by the driver. For this reason, the concentration obstruction detection unit 103 receives a signal from the wireless relay unit 105, thereby receiving an incoming call to the mobile phone 20, starting a call or disconnecting a call when the driver operates the operation unit 10. Can be detected.
  • the concentration obstruction detection unit 103 is also connected to an operation relay unit 104 that relays information indicating that the operation unit 10 such as buttons operated by the driver has been operated to the navigation device 8 or the audio device 9. Yes. Therefore, the concentration inhibition item detection unit 103 can detect that the driver has operated the navigation device 8 or the audio device 9 based on information from the operation relay unit 104.
  • the control state switching unit 102 notifies that fact. Notify
  • the control state switching unit 102 When the control state switching unit 102 receives notification that the concentration obstruction matter has occurred, the control state switching unit 102 switches the control state from the manual travel control state to the automatic travel control state on the display unit 13 such as a liquid crystal screen mounted on the vehicle 1. Is displayed. Subsequently, a signal for switching the control state from the manual travel control state to the automatic travel control state is output to the travel control unit 101. Then, the traveling control unit 101 temporarily switches the control state from the manual traveling control state to the automatic traveling control state.
  • the manual travel control state is temporarily switched to the automatic travel control state.
  • Driving safety can be ensured.
  • a concentration-inhibiting item occurs during traveling in an area that is not suitable for automatic traveling.
  • the vehicle automatically travels temporarily, it is possible to ensure the safety of traveling as compared with the case where the driver manually travels in a state where the driver does not concentrate on the driving operation.
  • FIGS. 3 and 4 show a flowchart of a traveling control state switching process in which the traveling control apparatus 100 of the present embodiment temporarily switches the control state to the automatic traveling control state during the manual traveling control.
  • the travel control state switching process when the travel control state switching process is started, first, it is determined whether or not the current control state is the manual travel control state (S100). As described above, since the travel control device 100 controls the travel of the vehicle 1 in either the manual travel control state or the automatic travel control state, the travel control device 100 immediately determines which current control state is. can do.
  • S100 manual travel control state
  • control state is the manual travel control state while repeating such determination (S100: yes)
  • FIG. 5 illustrates the operation unit 10 mounted on the vehicle 1 of the present embodiment.
  • the steering handle 2 is equipped with an operation button 10a that is operated when answering an incoming call, and an operation button 10b that is operated when the call is terminated and the connection is disconnected.
  • the dashboard of the vehicle 1 is equipped with a liquid crystal screen as a display unit 13 for displaying various types of information.
  • a plurality of operation buttons 10c, 10d, 10e, 10f and operation knobs are provided on the left and right sides of the liquid crystal screen. 10g is mounted.
  • the display unit 13 also serves as a display screen for the navigation device 8 and an operation screen for the audio device 9.
  • a function for operating the navigation device 8 is assigned to the operation buttons 10c to 10f and the operation knob 10g.
  • a function for operating the audio device 9 is assigned to the operation buttons 10c to 10f and the operation knob 10g.
  • concentration obstruction matter the matter that prevents the driver from concentrating on the driving operation. That is, in this embodiment, since the operation to the operation unit 10 and the incoming call to the mobile phone 20 are set in advance as the concentration obstruction matters, if these are not detected, the concentration obstruction matters have not occurred. Judgment can be made.
  • the concentration-inhibiting items are not limited to these items, and other items may be set as the concentration-inhibiting items as necessary.
  • FIG. 6 illustrates a state in which a message indicating that the control state is temporarily switched to the automatic travel control state is displayed on the screen of the display unit 13.
  • the automatic travel time is started by starting a timer built in the travel control device 100 (S104).
  • the automatic travel time is an elapsed time after the control state is switched to the automatic travel control state because the concentration obstruction matter has occurred.
  • FIG. 7 illustrates a state in which a display indicating that the automatic traveling control state that has been temporarily switched is ended is output on the screen of the display unit 13.
  • the travel control device 100 ensures the safety of travel by temporarily switching the control state to the automatic travel control state when a concentration obstruction occurs during manual travel.
  • a display indicating that the control state is temporarily switched to the automatic travel control state is output on the screen of the display unit 13 (S111 in FIG. 4). Then, after switching the control state from the manual travel control state to the automatic travel control state (S112), the automatic travel time measurement is started (S113).
  • the control state is returned from the automatic travel control state to the manual travel control state also when the call time reaches the allowable time (S119: yes). For the following reason.
  • the travel control device 100 can control the driver's attention to the driving operation when the driver starts a call during manual travel (that is, concentration is hindered). Travel safety can be ensured by temporarily switching the state to the automatic travel control state.
  • the road on which the vehicle 1 is traveling is a road that is not suitable for automatic traveling, it is considered that it is difficult to ensure the safety of traveling if the time for automatic traveling becomes long. Therefore, even when the call time reaches the allowable time (S119: yes), the control state is returned from the automatic travel control state to the manual travel control state.
  • the traveling control state switching process as described above is performed. For this reason, even if a matter that disturbs the driver's concentration on the driving operation occurs during manual driving by the driver, the automatic driving control state is temporarily switched to ensure driving safety. Is possible.
  • FIG. 8 shows a rough internal configuration of a travel control apparatus 100 according to a modified example.
  • the travel control device 150 of the modified example is obtained by adding a reference driving operation storage unit 106 and an influence degree evaluation unit 107 to the travel control device 100 of the present embodiment described above with reference to FIG. Yes.
  • the influence degree evaluation unit 107 is connected to the operation relay unit 104 and the wireless relay unit 105, and the fact that the driver has operated the operation unit 10, the incoming call to the mobile phone 20, the start of the call, and the end of the call For example, it is possible to detect a large number of items (learning target items) that can be concentration-inhibiting items. When a learning target item occurs, the degree of influence of the matter on the driver's concentration on the driving operation is evaluated, and the result is learned. Details of the method for evaluating the degree of influence will be described later, but the evaluation is roughly performed as follows.
  • the current position where the vehicle 1 is traveling is acquired from the navigation device 8. Subsequently, a driving operation (standard driving operation) in the case where the vehicle 1 travels as a standard at the current position is acquired.
  • the reference driving operation storage unit 106 stores a reference driving operation in advance with respect to the position where the vehicle 1 is present. Therefore, the influence degree evaluation unit 107 can acquire the reference driving operation stored corresponding to the current position of the vehicle 1 acquired from the navigation device 8. The reference operation will be described in detail later.
  • the driving operation actually performed by the driver after the learning subject matter occurs is acquired from the travel control unit 101 and compared with the reference driving operation.
  • the learning target item is determined based on the driver's driving operation. It can be thought of as affecting concentration.
  • the learning target item is the driver's driving It can be considered that the concentration on the operation is not affected.
  • the influence degree evaluation unit 107 performs the above evaluation every time a learning target item occurs, and accumulates the result for each learning target item. As a result of accumulating such evaluations, learning target items that are likely to affect the driver's concentration on driving operations are set in the concentration inhibition item detection unit 103 as concentration inhibition items.
  • FIGS. 9 and 10 show a flowchart of the concentration inhibition matter learning process executed by the travel control device 150 according to the modification to learn the concentration inhibition matter. This process is a process executed by the travel control device 150 according to the modification in parallel with the travel control state switching process shown in FIGS. 3 and 4.
  • the concentration inhibition item learning process first, it is determined whether or not an item to be learned has occurred (S200). As items to be learned, it is desirable to detect as many items as possible that can be concentration-inhibiting items.
  • an operation on any of the operation buttons 10a to 10f and the operation knob 10g illustrated in FIG. 5 and an incoming call to the mobile phone 20 are detected as items to be learned.
  • the objects to be detected as the learning target items are not limited to these, and other items may be detected.
  • the current position where the vehicle 1 is traveling and the reference driving operation at the current position are acquired (S201).
  • the current position of the vehicle 1 is acquired from the navigation device 8. Further, a reference driving operation with respect to the current position of the vehicle 1 is stored in advance in a memory (not shown) built in the travel control device 150 (corresponding to the reference driving operation storage unit 106 in FIG. 8). get.
  • the reference driving operation may be stored in the navigation device 8 instead of the memory built in the travel control device 150.
  • the current position of the vehicle 1 may not be obtained from the navigation device 8, but may be equipped with a function for the travel control device 150 to detect the current position of the vehicle 1.
  • 11A and 11B show an outline of the reference operation.
  • the vehicle 1 is traveling in the position illustrated in FIG. 11A.
  • the road is curved in the right direction in front of the vehicle 1, and there is a short straight portion when passing through the curve, and the road is curved in the left direction after that.
  • a reference operation as illustrated in FIG. 11B is stored for the current position in FIG. 11A. That is, with respect to the steering angle of the steering wheel 2, the steering angle is 0 degree for a while, and then the steering angle becomes a positive value along with the right curve. After that, after the steering angle becomes a negative value along with the left curve, it is stored that the steering angle becomes 0 degree again.
  • the accelerator pedal depression amount and the brake pedal depression amount decrease as the accelerator approaches the curve. I will do it. Then, it is stored that the brake depression amount becomes 0 when entering the curve, the accelerator depression amount slightly increases, and the accelerator depression amount further increases when the curve is approached.
  • the description will be made on the assumption that the three operation amounts of the steering angle, the accelerator depression amount, and the brake depression amount are stored as the basic driving operation. It may be stored as a driving operation.
  • a timer (not shown) built in the travel control device 150 of the modified example is activated and evaluated. Time measurement is started (S202). That is, even if the driver's driving operation deviates significantly from the reference driving operation after a long time has elapsed since the learning target item has occurred, it cannot be said that the deviation is caused by the occurrence of the learning target item. Therefore, in order to set the evaluation range of the driving operation of the driver to the driving operation for a predetermined time after the learning subject matter occurs, the timer is started to start measuring the evaluation time.
  • FIG. 12 illustrates a result of comparing the driver's actual driving operation with the reference driving operation performed after receiving a telephone call and talking and then disconnecting.
  • the thick solid line in the figure represents the actual driving operation
  • the thick broken line represents the reference driving operation.
  • the thin broken line in the figure represents the allowable range set for the reference driving operation.
  • the steering angle is slightly deviated, but it does not exceed the allowable range. In addition, there is no clear effect on the brake depression amount.
  • the brake operation to decelerate in front of the right curve is delayed after performing an operation that responds to incoming calls.
  • the subsequent brake operation becomes large, and the brake depression amount is out of the allowable range.
  • the handle operation to get out of the left curve will be slightly delayed, which will cause the subsequent handle operation to be slightly larger, Is also treaded lightly.
  • the steering angle and the brake depression amount are within the allowable range.
  • the incoming call does not significantly affect the actual driving operation of the driver, but it can be considered that the response to the incoming call has a great influence on the actual driving operation. In addition, it can be considered that the call and the disconnection of the call do not have a great influence on the actual driving operation.
  • the actual driving operation for a predetermined time after the learning subject matter occurs is stored, and after the predetermined time has elapsed, the actual driving operation and the reference driving operation are compared to determine the actual driving operation.
  • the description has been made on the assumption that the operation is out of the allowable range.
  • the actual driving operation is compared with the reference driving operation every time the actual driving operation is acquired. It is possible to determine whether or not to store the result.
  • a predetermined time it may be determined whether or not a determination result indicating that the vehicle has deviated from the allowable range is stored.
  • FIG. 13 illustrates the result of adding the number of occurrences and the number of deviations for each learning target item as described above.
  • five learning target items including “outgoing” in addition to “incoming call”, “response”, “call”, and “disconnect” are set as learning target items related to the mobile phone.
  • “transmission” is an operation in which a driver makes a call using a so-called hands-free function during manual driving. The number of occurrences and the number of deviations are accumulated for each of these learning target items.
  • the number of occurrences and the number of deviations are accumulated for each function, or for each operation button 10a to 10f or operation knob 10g corresponding to the function. Furthermore, similarly for navigation devices, the number of occurrences and the number of departures are accumulated for each function, or for each of the operation buttons 10a to 10f and the operation knob 10g corresponding to the function.
  • the number of occurrences for five learning target items “incoming call”, “response”, “call”, “disconnect”, and “outgoing” as learning target items related to the mobile phone.
  • the number of occurrences of each learning target item is compared with a predetermined minimum number of times (for example, 5 times).
  • the number of occurrences of each learning target item is compared with a predetermined minimum number of times.
  • the deviation number accumulated for the learning target item is divided by the number of occurrences.
  • the rate is calculated (S209).
  • the calculated deviation rate is equal to or greater than a predetermined threshold ratio (for example, 30%) (S210 in FIG. 10).
  • a predetermined threshold ratio for example, 30%
  • the deviation rate exceeds the threshold ratio for “incoming call” and “response” among the learning target items related to the mobile phone (S210: yes).
  • the departure rate does not exceed the threshold ratio (S210: no).
  • the departure rate has not yet been calculated for “transmission”, it is determined that the departure rate does not exceed the threshold ratio (S210: no).
  • the deviation rate calculated for the learning target item can be considered to indicate the degree of influence of the learning target item on the driving operation of the driver. Therefore, the deviation rate of this modification corresponds to the degree of influence.
  • the learning target item is set as a concentration inhibition item (S212).
  • the learning target item has already been set as the concentration inhibition item (S211: yes)
  • there is no need to set it again so that the learning target item is set as the concentration inhibition item (S212).
  • the process returns to the head of the concentration inhibition item learning process. Again, it is determined whether or not an item to be learned has occurred (S200 in FIG. 9). As a result, when the learning target item does not occur (S200: no), the same determination is repeated, and a standby state is entered until the learning target item occurs. When a learning target item occurs (S200: yes), the above-described series of processes (S201 to S214) are executed.
  • the learning items that tend to affect the driver's concentration on driving operations may vary depending on the driver or the driving environment. Therefore, if the concentration inhibition item is set uniformly, a situation may occur in which the manual travel is not switched to the automatic travel even though the concentration of the driver with respect to the driving operation is reduced. Alternatively, there may be a situation in which the manual travel is switched to the automatic travel even though the degree of concentration on the driving operation by the driver is not lowered.
  • an Example is not restricted to said Example and a modification, It can be set as a various aspect in the range which does not deviate from the summary of this indication.

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JP6439591B2 (ja) 2018-12-19
US11027737B2 (en) 2021-06-08
DE112016002444T5 (de) 2018-02-22
CN107614347A (zh) 2018-01-19

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