WO2016199379A1 - 車両制御装置、車両制御方法および車両制御プログラム - Google Patents
車両制御装置、車両制御方法および車両制御プログラム Download PDFInfo
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- WO2016199379A1 WO2016199379A1 PCT/JP2016/002643 JP2016002643W WO2016199379A1 WO 2016199379 A1 WO2016199379 A1 WO 2016199379A1 JP 2016002643 W JP2016002643 W JP 2016002643W WO 2016199379 A1 WO2016199379 A1 WO 2016199379A1
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Definitions
- the present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program for switching an automatic driving automation level.
- Level 1 is a driving support system that automatically performs one or more of acceleration, deceleration, and steering.
- Level 2 is an operation that automatically performs two or more of acceleration, deceleration, and steering in harmony. It is a support system. In either case, the driver remains involved in the driving operation.
- Automation level 4 is a fully automatic driving system that automatically performs all of acceleration, deceleration, and steering, and the driver is not involved in the driving operation.
- the automation level 3 is a quasi-fully automatic traveling system in which acceleration, deceleration, and steering are all automatically performed, and a driver performs a driving operation as necessary.
- the automation level varies depending on the road environment. For example, while driving at automation level 2, if you enter a section where the lane marking indicating the lane is thin, you will not be able to control the steering by the vehicle, only the acceleration or deceleration control that follows the preceding vehicle at the same inter-vehicle distance. Immediately move to automation level 1 to perform.
- the vehicle requests the driver to resume driving with a sufficient time margin, and the driver shifts to the automation level 0 by driving in response to this.
- Manual driving in which the driver performs part or all of the driving operation from the automatic driving mode in which the vehicle controls autonomous driving when the vehicle is traveling at the automation level 2 or higher. This is called mode switching to mode.
- the state of the automation level 2 or higher before the mode switching is referred to as an automatic operation mode
- the state of the automation level that is lower than before the mode switching after the mode switching is referred to as a manual operation mode.
- An object of the present invention is to provide a technique that allows a driver to switch from an automatic operation mode to a manual operation mode in a state suitable for driving operation.
- the vehicle control device includes an output unit, an input unit, and a notification unit.
- the output unit displays information for presenting an operation request to the driver from the user interface unit to the driver before a part or all of the driving operation by the driver is started due to a decrease in the vehicle driving automation level. Output to the user interface.
- the input unit receives a signal based on a driver's operation.
- the notification unit is a switching signal for instructing switching of the operation mode when the difference between the value obtained from the signal based on the operation of the driver input from the input unit and the reference value according to the operation request is within an allowable range. Is notified to the automatic operation control unit.
- the driver can switch from the automatic operation mode to the manual operation mode in a state suitable for driving operation.
- FIG. 1 is a block diagram illustrating a configuration of a vehicle according to a first embodiment.
- FIG. 4A is a diagram showing a display example 1 of a problem according to the first embodiment.
- FIG. 4B is a diagram showing a display example 1 of a problem according to the first embodiment.
- FIG. 4C is a diagram showing a display example 1 of a problem according to the first embodiment.
- FIG. 5A is a diagram showing a display example 2 of a problem according to the first embodiment.
- FIG. 5B is a diagram showing a display example 2 of the problem according to the first embodiment.
- FIG. 5C is a diagram showing a display example 2 of the problem according to the first embodiment.
- FIG. The figure which shows an example of transition of a control value, and a target zone.
- FIG. 8A is a diagram showing a display example 1 of a problem according to the second embodiment.
- FIG. 8B is a diagram showing a display example 1 of a problem according to the second embodiment.
- FIG. 8C is a diagram showing a display example 1 of a problem according to the second embodiment.
- FIG. 9A is a diagram showing a display example 2 of a problem according to the second embodiment.
- FIG. 9B is a diagram showing a display example 2 of a problem according to the second embodiment.
- FIG. 9C is a diagram showing a display example 2 of the problem according to the second embodiment.
- FIG. 4 is a block diagram showing a configuration of a vehicle according to a third embodiment.
- FIG. 11A is a diagram illustrating an installation example of a driver camera.
- FIG. 11B is a diagram illustrating an installation example of a driver camera.
- FIG. 12 is a diagram for explaining an example of face orientation detection processing by the determination unit.
- 10 is a flowchart for explaining processing at the time of switching from the automatic operation mode to the manual operation mode by the HMI controller according to the third embodiment.
- FIG. 14A is a diagram showing a display example of a problem according to the third embodiment.
- FIG. 14B is a diagram showing a display example of a problem according to the third embodiment. The figure which shows the example of a transition of a detection face direction angle and a target face direction angle.
- the automatic operation controller can estimate that the driver has an intention to switch to the manual operation mode.
- the period of the automatic driving mode lasts for a long time
- the driver's tension is often lowered, the posture is broken, and the reaction speed is often slowed down. If the reaction rate is slow, the driver tends to operate excessively when a sudden response is required.
- the driver's muscles are often stiffened and the body's movements are often slow.
- the driver may not immediately grasp the operation feeling, and the operation amount may become too small or excessive.
- the driver may not be in a state where the driver can perform a necessary and sufficient driving operation.
- the operation accompanying the driving operation by the driver except for the direct driving operation
- the posture of the driver are not always appropriate.
- the driving operation, the operation accompanying the driving operation, and the attitude of the driver are defined as the operation.
- FIG. 1 is a block diagram showing a configuration of the vehicle 1 according to Embodiment 1 of the present invention, which is a configuration related to automatic driving.
- the vehicle 1 equipped with the automatic driving mode includes a vehicle control device (HMI controller) 10, an automatic driving control device (automatic driving controller) 20, a user interface unit 30, a sensor 40, a driving operation unit 50, and a mode changeover switch 60.
- the user interface unit 30 includes a display 31 and a speaker 32.
- the display 31 visually informs information for the driver.
- the display 31 may be a display of a car navigation device or a display audio device, or a head-up display (HUD) that displays an image on a windshield.
- HUD head-up display
- moved in connection with the vehicle control apparatus 10 may be sufficient.
- a head-up display windshield display
- the speaker 32 is used to audibly inform the driver of information.
- the speaker 32 may be a speaker of a car navigation device or a display audio device, or a speaker of a smartphone or tablet that operates in conjunction with the vehicle control device 10.
- a dedicated speaker that outputs an in-car announcement may be used.
- the vehicle control device 10 and the user interface unit 30 may be connected by wired communication such as a dedicated line or a CAN (Controller Area Network). Alternatively, it may be connected by wired communication or wireless communication such as USB (Universal Serial Bus), Ethernet (registered trademark), Wi-Fi (registered trademark), or Bluetooth (registered trademark).
- Sensor 40 is a general term for various sensors for detecting the situation outside the vehicle and the position and state of the vehicle 1.
- a camera, a millimeter wave radar, a LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), a temperature sensor, a pressure sensor, a humidity sensor, an illuminance sensor, and the like are mounted as sensors for detecting the situation outside the vehicle.
- a sensor for detecting the position and state of the vehicle for example, a GPS (Global Positioning System), an acceleration sensor, a gyro sensor, a geomagnetic sensor, an inclination sensor, and the like are mounted.
- the value detected by the sensor 40 is output to the automatic operation control device 20.
- the sensor 40 and the automatic operation control device 20 are connected by a wired communication such as a dedicated line, USB, Ethernet (registered trademark), CAN (Controller Area Network).
- the driving operation unit 50 includes a steering (steering wheel) 51, a brake pedal 52, an accelerator pedal 53, and a turn signal switch 54.
- acceleration, deceleration / steering, and blinker blinking are objects of automatic control by the automatic operation control device 20, and FIG. 1 shows an operation unit for performing these controls manually. I'm drawing.
- Steering 51 is an operation unit for steering the vehicle.
- the steering actuator can be electronically controlled by a steering ECU (Electronic Control Unit).
- the brake pedal 52 is an operation unit for decelerating the vehicle 1.
- the brake actuator can be electronically controlled by the brake ECU.
- the accelerator pedal 53 is an operation unit for accelerating the vehicle 1.
- the accelerator pedal 53 is depressed by the driver, at least one of the engine speed and the motor speed is controlled via the accelerator actuator.
- the engine speed is controlled in a pure engine car
- the motor speed is controlled in a pure electric car
- both are controlled in a hybrid car.
- the accelerator actuator can be electronically controlled by at least one of the engine ECU and the motor ECU.
- the turn signal switch 54 is an operation unit for blinking the turn signal for notifying the outside of the vehicle path.
- the winker controller includes a drive circuit such as a relay for controlling power feeding to the winker lamp.
- the steering ECU, brake ECU, engine ECU, motor ECU, turn signal controller 20 and the automatic driving control device 20 are connected by wired communication such as CAN or a dedicated line.
- the steering ECU, the brake ECU, the engine ECU, the motor ECU, and the winker controller each transmit a status signal indicating the status of the steering, the brake, the engine, the motor, and the winker lamp to the automatic driving control device 20.
- the steering ECU, the brake ECU, the engine ECU, and the motor ECU drive each actuator in accordance with a control signal supplied from the automatic driving control device 20.
- the steering 51, the brake pedal 52, and the accelerator pedal 53 may be mechanically transmitted directly to each actuator, or electronic control via a corresponding ECU is involved. It may be a configuration.
- the winker controller turns on / off the winker lamp in response to a control signal supplied from the automatic operation control device 20 or an instruction signal from the winker switch 54.
- the mode switch 60 is a switch operated by the driver, and is a switch for switching between the automatic operation mode and the manual operation mode.
- a switching signal from the mode switch 60 is transmitted to the vehicle control device 10 through a signal line.
- the structure which enables mode switching by specific operation with respect to the driving operation part 50, without providing the mode switch 60 may be sufficient.
- an operation of rotating the steering 51 in a specific direction by a predetermined amount or more may be a switching operation from the automatic operation mode to the manual operation mode.
- the automatic operation control device 20 is an automatic operation controller that implements an automatic operation control function, and includes a processing unit 21 and an input / output unit (I / O unit) 25.
- the configuration of the processing unit 21 can be realized by cooperation of hardware resources and software resources, or only by hardware resources.
- a processor, ROM (Read Only Memory), RAM (Random Access Memory), and other LSI (Large Scale Integrated Circuit) can be used as hardware resources, and programs such as an operating system, application, and firmware can be used as software resources.
- the input / output unit (I / O unit) 25 executes various communication controls according to various communication formats.
- the vehicle control device 10 is an HMI (Human Machine Interface) controller for executing an interface function between the vehicle 1 and a driver and a function for determining a driving mode, and includes a processing unit 11 and an input / output unit (I / O unit). ) 15.
- the processing unit 11 includes an instruction unit 12, a determination unit 13, and a switching control unit 14, and can be realized by cooperation of hardware resources and software resources, or only hardware resources. Processors, ROM, RAM, and other LSIs can be used as hardware resources, and programs such as an operating system, application, and firmware can be used as software resources.
- the input / output unit (I / O unit) 15 executes various communication controls corresponding to various communication formats.
- the automatic operation controller 20 and the HMI controller 10 are directly connected by a signal line.
- the structure connected via CAN may be sufficient.
- a configuration is possible in which the automatic operation controller 20 and the HMI controller 10 are integrated into one controller.
- the processing unit 21 of the automatic operation controller 20 grasps the situation outside the vehicle and the position and state of the vehicle 1 based on the detection signal acquired from the sensor 40 and the status signal acquired from each ECU.
- the processing unit 21 determines whether or not automatic driving is possible based on the information. For example, on a road where no lane marking is drawn on the road surface, it is difficult to specify a lane and automatic driving is difficult. In addition, automatic driving is difficult even in situations where the front cannot be clearly photographed due to heavy fog or heavy rain.
- the processing unit 21 of the automatic operation controller 20 determines that the automatic operation is difficult, the processing unit 21 notifies the HMI controller 10 that the automatic operation mode cannot be used.
- the processing unit 21 of the automatic operation controller calculates a control value for controlling an automatic control target such as the traveling direction of the vehicle. For calculation of the control value, various parameter values collected from the sensor 40 and various ECUs are applied to the automatic operation algorithm.
- the processing unit 21 transmits the calculated control value to each control target ECU or controller. In this embodiment, it is transmitted to a steering ECU, a brake ECU, an engine ECU, and a winker controller. In the case of an electric vehicle or a hybrid car, the control value is transmitted to the motor ECU instead of or in addition to the engine ECU.
- the manual operation mode is a complete manual operation mode in which acceleration, deceleration / steering, and blinker blinking are all controlled by the driver's operation.
- a partial manual operation mode in which some of them are manually controlled and the rest are automatically controlled by the automatic operation controller 20 is also included in the manual operation mode.
- it may be a partial manual operation mode in which steering and blinker blinking are manually controlled and acceleration and deceleration are automatically controlled.
- a switching instruction signal from the automatic driving mode to the manual driving mode is sent to the HMI controller. 10 is notified.
- the switching control unit 14 of the HMI controller 10 determines the operation mode according to the switching signal from the mode switching switch 60.
- the switching control unit 14 notifies the automatic operation controller 20 of an instruction signal for instructing switching to the automatic operation mode.
- the processing unit 21 of the automatic operation controller 20 determines whether or not automatic operation is possible and returns the determination result to the HMI controller 10.
- the switching control unit 14 of the HMI controller 10 outputs the determination result to the user interface unit 30 and causes the display 31 to output sound from at least one of the display and the speaker 32.
- the automatic operation mode When switching from the manual operation mode to the automatic operation mode or when the automatic operation mode is selected from the start of the vehicle, the automatic operation mode may be started immediately if the automatic operation by the automatic operation controller 20 is possible.
- the driver when switching from the automatic operation mode to the manual operation mode, the driver may not be ready. In that case, it is not desirable to immediately start the manual operation mode.
- the driver when switching from the automatic operation mode to the manual operation mode due to the determination of the automatic operation controller 20, the driver may not be ready. Even when switching from the automatic operation mode to the manual operation mode at the driver's intention, if the driver does not move his body for a long time, the driver may not be able to immediately adapt to the driving operation.
- this embodiment introduces a mechanism for switching to the manual operation mode after confirming that the driver is in a state suitable for the driving operation when switching from the automatic operation mode to the manual operation mode.
- the process at the time of switching from the automatic operation mode to the manual operation mode by the HMI controller 10 will be described in detail.
- the steering 51 rotates by the corresponding steering angle in conjunction with the automatic steering angle even in the automatic driving mode.
- an actuator that rotates the steering 51 under the control of the steering ECU is provided.
- the steering wheel 51 rotates in accordance with the actual traveling, so that the driver can feel the traveling of the vehicle 1.
- the brake pedal 52, the accelerator pedal 53, and the blinker switch 54 are similarly configured such that corresponding amounts and states change in conjunction with automatic control by the automatic operation controller 20.
- FIG. 2 is a flowchart for explaining processing at the time of switching from the automatic operation mode to the manual operation mode by the HMI controller 10 according to the first embodiment of the present invention.
- the switching control unit 14 of the HMI controller 10 receives a switching instruction from the automatic operation mode to the manual operation mode from the mode switch 60 (driver) or the automatic operation controller 20 (S10).
- the switching control unit 14 notifies the automatic operation controller 20 to stop the control of the steering 51, the accelerator pedal 53, and the like based on the traveling control result (S11).
- the switching control unit 14 notifies the determination unit 13 of an instruction to start a task for determining the degree of preparation for manual operation.
- the determination unit 13 notifies the instruction unit 12 of an instruction to start presenting a task (corresponding to an operation request) for determining the degree of preparation for manual driving to the driver.
- the determination unit 13 holds a task / determination criterion in order to determine the degree of preparation for manual operation.
- FIG. 3 is a diagram illustrating an example of a problem / determination criterion held in the determination unit 13.
- FIG. 3 shows an example in which a plurality of tasks / determination criteria are held as a table.
- the first problem is the problem of turning the steering wheel by 90 °
- the criterion for achieving the target is to keep the rotation angle in the range of 80 ° to 100 °.
- the target is not achieved when the steering angle by the driver is out of the range of 80 ° to 100 °, including the start of presentation of the assignment.
- the determination criterion may be described by an allowable difference value with respect to the target value (90 °) such as ⁇ 10 °.
- the fourth to seventh problems are problems related to the depression amounts of the accelerator pedal 53 and the brake pedal 52, and the determination criteria thereof are described by an allowable difference value with respect to the target value.
- the target is achieved when the amount of depression of the accelerator pedal 53 by the driver is within a range of ⁇ 30 ° from the position where the accelerator pedal 53 is half depressed.
- FIG. 3 shows an example in which a plurality of tasks / determination criteria are stored as a table, the tasks / determination criteria may be written in the program in advance.
- the instruction unit 12 generates at least one of an image and a sound for presenting the task notified from the determination unit 13 to the driver, and outputs it to at least one of the display 31 and the speaker 32 (S12). At least one of the display 31 and the speaker 32 performs at least one of image display and sound output.
- the driver performs an operation corresponding to the task on the driving operation unit 50. For example, the driver rotates the steering 51 with the angle presented as the steering task as a target.
- the operation of the steering wheel 51 by the driver is not reflected in the traveling direction of the vehicle.
- the determination unit 13 compares the received driving operation data with the determination criterion data of the task. Then, it is determined whether or not the preparation level for manual operation is sufficient (S14). For example, if the value of the operation data based on the driver's operation is within the target zone of the determination criterion data of the problem with respect to the presented question, the degree of preparation is sufficient (Y in S14) and deviates. If so, it is determined that the degree of preparation is insufficient (N in S14).
- the determination unit 13 When the driving operation data cannot be received within the predetermined time (N in S13), the determination unit 13 considers that the degree of preparation for manual driving is insufficient and ends the processing.
- the driving operation is performed on at least one of the steering 51, the brake pedal 52, the accelerator pedal 53, and the winker switch 54.
- step S14 When it is determined in step S14 that the manual driving preparation degree is insufficient (N in S14), the determination unit 13 notifies the instruction unit 12 that the manual driving preparation degree is insufficient (S15).
- the instruction unit 12 receives the notification, the instruction unit 12 generates at least one of an image and a sound indicating that the goal is not achieved and how much change is necessary to achieve the target, and outputs it to at least one of the display 31 and the speaker 32.
- Output At least one of the display 31 and the speaker 32 performs at least one of an image display and an audio output indicating that the target is not achieved or how much change is necessary for the achievement.
- the process returns to step S13, and the determination unit 13 waits for new driving operation data.
- indication part 12 may show the same subject again, and may show another subject.
- the difficulty of the task may be lowered according to the number of repetitions. For example, when the task is a task of rotating the steering 51 by 90 °, the first criterion may be ⁇ 10 °, the second criterion may be ⁇ 15 °, and the third criterion may be ⁇ 20 °.
- the determination unit 13 determines to continue the automatic driving mode, and the switching control unit 14 automatically issues an instruction signal instructing to continue the automatic driving mode.
- the controller 20 is notified.
- the automatic operation controller 20 continues the automatic operation mode if automatic operation is possible. If automatic driving is possible, automatic driving may continue until the next place where automatic driving can be shifted to manual driving.If automatic driving is not possible, for example, the vehicle is placed on the shoulder. It may be evacuated.
- step S14 When it is determined in step S14 that the manual driving preparation level is sufficient (Y in S14), the determination unit 13 notifies the instruction unit 12 and the switching control unit 14 that the manual driving preparation level is sufficient.
- the instruction unit 12 Upon receiving the notification, the instruction unit 12 generates at least one of an image and a sound indicating that the target has been achieved, and outputs it to at least one of the display 31 and the speaker 32 (S17). At least one of the display 31 and the speaker 32 displays at least one of an image and an audio output indicating that the target has been achieved.
- the switching control unit 14 notifies the automatic driving controller 20 of a switching signal instructing to switch part or all of the automatic driving to manual driving (S18).
- the switching control unit 14 also includes an automatic operation controller including a signal for instructing resumption of control based on the traveling control result for the driving operation unit 50 that is not a target for manual operation. 20 is notified.
- the automatic operation controller 20 ends the automatic operation.
- the control based on the traveling control result for the driving operation unit 50 is resumed.
- the driving operation unit 50 is rotated by the corresponding steering angle in conjunction with the movement of the automatic steering angle or the like even in the automatic driving mode.
- the driving operation unit 50 is stationary during the automatic driving mode. Configuration is also possible. In this case, the process of step S11 and the process of notifying the driving operation unit 50 in step S18 of a control resumption instruction based on the travel control result are unnecessary. In addition, an actuator for controlling the driving operation unit 50 based on the traveling control result is not necessary.
- FIGS. 4A, 4B, and 4C are diagrams showing a display example 1 of the problem according to the first embodiment.
- the problem shown in FIGS. 4A, 4B, and 4C is a problem that the steering 51 is rotated 90 degrees to the right.
- 4A shows a display example 31a at the time of assignment instruction
- FIG. 4B shows a display example 31b at the time of achievement of the target
- FIG. 4C shows display example 31c at the time of not achieving the target.
- the symbol of the steering wheel 51 is displayed at the center, and the message “Please turn the handle 90 ° to the right” is displayed on the symbol.
- a gauge 312 indicating the current steering position and a target zone (80 ° to 100 °) 311 are superimposed.
- a gauge 312 indicating the position of the steering moves in conjunction with an operation on the steering 51 by the driver. If the driver can turn the steering wheel 51 within the range of 80 ° to 100 °, the target is achieved.
- the gauge 312 indicating the position of the steering is within the target zone 311 and a “Good!” Message indicating the achievement of the target is displayed.
- the driver can check the relationship between the own operation and the actual steering position by looking at the gauge 312 indicating the steering position shown in FIG. 4C, and can recognize the operation amount that is insufficient or too large. , The operational feeling can be corrected.
- an image indicating the target zone of the steering angle and the situation in which the steering task is being worked on may be displayed on the steering 51 itself. If a projector capable of projecting an image on the position of the steering 51 is used as the user interface unit 30, the image can be displayed on the steering 51. Further, by providing a light emitter such as an LED in the steering 51 itself, information including a steering task, a target zone of a steering angle, and a situation in which the steering task is being tackled may be notified by the light emitter.
- a light emitter such as an LED in the steering 51 itself
- FIGS. 5A, 5B, and 5C are diagrams illustrating a display example 2 of the problem according to the first embodiment.
- the problem shown in FIGS. 5A, 5B, and 5C is a problem that the brake pedal 52 is fully depressed.
- FIG. 5A shows a display example 31d at the time of assignment instruction
- FIG. 5B shows a display example 31e when the target is achieved
- FIG. 5C shows a display example 31f when the target is not achieved.
- the symbol of the brake pedal 52 is displayed in the center, and the message “Please depress all the brake pedals” is displayed on the symbol.
- a gauge 314 indicating the current position of the brake pedal and a target zone ( ⁇ 10 ° to 0 °) 313 are superimposed.
- a gauge 314 indicating the position of the brake pedal moves in conjunction with an operation on the brake pedal 52 by the driver. When the driver depresses the brake pedal 52 within a range of ⁇ 10 ° to 0 °, the target is achieved. As shown in FIG.
- the gauge 314 indicating the position of the brake pedal is within the target zone 313, and a “Good!” Message indicating the achievement of the target is displayed.
- the driver looks at the gauge 314 indicating the position of the brake pedal shown in FIG. 5C, confirms the relationship between the own operation and the actual position of the brake pedal, and determines that the operation amount is insufficient or too large. It can be recognized and the operational feeling can be corrected.
- the driver when switching from the automatic operation mode to the manual operation mode, it is determined whether or not the driver's preparation degree is sufficient, and the operation can be performed within the target zone. Switch to manual operation mode, provided that it is sufficient. Therefore, the driver can switch to the manual operation mode in a state suitable for the driving operation, and the manual operation can be started more safely.
- the operation starts from the state in which the vehicle 1 is traveling, unlike when the vehicle is started. Therefore, the driver needs to quickly regain the operational feeling.
- the feeling of tension tends to decrease, the posture may be lost, and the reaction to external stimuli may become dull. If there is an external stimulus in such a state, it may overreact to compensate for the slow response rate. For example, when an obstacle is discovered, there is a case where the brake is depressed more than necessary and sudden braking occurs.
- the problem of using the actual driving operation unit 50 such as the steering 51 is tackled.
- the driver's mind is also prepared by tackling the issues.
- the NHTSA automation level is used, but the present invention is not limited to this.
- the configuration of the vehicle 1 according to the second embodiment is the same as the configuration of the vehicle 1 according to the first embodiment shown in FIG.
- the first embodiment what is prepared in advance as a problem / determination criterion for confirming the degree of preparation of the driver is used, but in the second embodiment, data during actual traveling is used.
- FIG. 6 is a flowchart for explaining processing at the time of switching from the automatic operation mode to the manual operation mode by the HMI controller 10 according to the second embodiment of the present invention.
- the switching control unit 14 of the HMI controller 10 receives a switching instruction from the automatic operation mode to the manual operation mode from the mode switch 60 (driver) or the automatic operation controller 20 (S20).
- the mode switch 60 driver
- the automatic operation controller 20 S20
- the switching control unit 14 acquires scheduled transition data of control values for an automatic control target (for example, steering angle) by the automatic operation controller 20 from the automatic operation controller 20 (S21).
- the automatic operation controller 20 calculates the planned transition of the control value of each automatic control target based on the situation outside the vehicle and the position and state of the vehicle 1. For example, the planned transition from the current control value of the steering angle, the amount of depression of the brake pedal, and the amount of depression of the accelerator pedal to the time after a predetermined period (for example, several seconds) is calculated.
- the planned transition value may be changed depending on the situation. For example, when the pedestrian jumps out onto the roadway, the control value of the brake pedal depression amount is changed.
- the switching control unit 14 notifies the determination unit 13 of an instruction to start a task for determining the degree of preparation for manual operation and the planned transition data of the acquired control value.
- the determination unit 13 notifies the instruction unit 12 of an instruction to start presentation of a task for determining the degree of preparation for manual driving and the planned transition data of the acquired control value.
- the control value to be automatically controlled corresponds to the operation amount for the driving operation unit 50 in the manual operation mode.
- the problem is that the operation on the driving operation unit 50 is adapted to the actual traveling based on the automatic driving for a certain period of time.
- the criterion is that the target is achieved if the driver can operate without deviating from the target zone centered on the control value calculated in real time by the automatic operation controller 20, and the target is not achieved if the driver deviates even once. .
- FIG. 7 is a diagram showing an example of the transition of the control value and the target zone.
- the control value + 10 ° is the allowable upper limit value
- the control value ⁇ 10 ° is the allowable lower limit value
- the zone between the allowable upper limit value and the allowable lower limit value is the target zone. If the steering angle amount of the steering 51 can be maintained within the target zone during the task implementation period (for example, 5 seconds), the target is achieved.
- the control value of the accelerator pedal depression amount the control value + 10 ° is the allowable upper limit value
- the control value ⁇ 10 ° is the allowable lower limit value
- the zone between the allowable upper limit value and the allowable lower limit value is the target zone.
- the range of the target zone is an example and may be wider or narrower.
- the task may be a task of adjusting one of the driving operation units 50 (for example, the steering wheel 51) for actual traveling for a certain period of time, or a plurality of members (for example, the steering wheel 51 and the accelerator pedal 53) for actual traveling for a certain period of time. It may be a problem.
- the design is such that it can be overridden by the operation of the driver. In this case, if the driver can perform an operation following the position of the steering or pedal controlled based on the traveling control result for a certain period of time, the target is achieved.
- the instructing unit 12 generates at least one of an image and a sound for presenting to the driver a task for matching the driving operation unit 50 to the actual traveling state, and outputs the generated image and / or sound to at least one of the display 31 and the speaker 32 (S22). At least one of the display 31 and the speaker 32 performs at least one of image display and sound output.
- the driver operates the driving operation unit 50 to match the actual traveling state.
- the determination unit 13 compares the received driving operation data with the determination criterion data of the task. Then, it is determined whether or not the degree of preparation for manual operation is sufficient (S24). When the driving operation data cannot be received within the predetermined time (N in S23), the determination unit 13 considers that the degree of preparation for manual driving is insufficient and ends the processing.
- the driving operation is performed on at least one of the steering 51, the brake pedal 52, the accelerator pedal 53, and the winker switch 54.
- step S24 If it is determined in step S24 that the preparation level for manual operation is insufficient (N in S24), the determination unit 13 notifies the instruction unit 12 that the preparation level for manual operation is insufficient (S25). Upon receiving the notification, the instruction unit 12 generates at least one of an image and sound indicating that the target has not been achieved, and outputs it to at least one of the display 31 and the speaker 32 (S26). At least one of the display 31 and the speaker 32 displays at least one of an image and an audio output indicating that the target has not been achieved.
- step S24 the degree of preparation for manual operation is insufficient (N in S24)
- the same problem is basically presented again in the second embodiment. It is preferable to set the difficulty level of the task according to the driving skill of the driver and the level of proficiency with the system in which the driving operation is transferred from automatic driving to manual driving (driving authority transfer). In order to enable drivers with various driving skills and proficiency to transfer driving authority to solve problems with a difficulty level suitable for each, the difficulty level of tasks is reduced according to the number of repetitions. May be. As a result, a driver who has a high level of proficiency in driving skills and driving authority transfer can achieve the task with the difficulty level of the first task.
- a driver with a low level of proficiency in driving skills and transfer of driving authority can reduce the difficulty level of the second task according to the degree of failure, even if the target level is not achieved.
- the target can be achieved with difficulty according to the driving skill of the driver and the proficiency level of driving authority transfer.
- the first determination criterion of the target zone may be extended to a control value ⁇ 10 °
- the second determination criterion may be a control value ⁇ 15 °
- the third determination criterion may be extended to a control value ⁇ 20 °.
- the determination unit 13 determines the continuation of the automatic operation mode, and the switching control unit 14 automatically issues an instruction signal for instructing the continuation of the automatic operation mode.
- the controller 20 is notified.
- the automatic operation controller 20 continues the automatic operation mode if the automatic operation is possible, and if the automatic operation is possible, the automatic operation controller 20 performs the automatic operation until the next place where the automatic operation can be shifted to the manual operation, for example. You may continue. Alternatively, if automatic driving is not possible, for example, the vehicle may be retracted on the road shoulder.
- step S24 If it is determined in step S24 that the manual driving preparation level is sufficient (Y in S24), the determination unit 13 notifies the instruction unit 12 and the switching control unit 14 that the manual driving preparation level is sufficient.
- the instruction unit 12 Upon receiving the notification, the instruction unit 12 generates at least one of an image and sound indicating that the target has been achieved, and outputs it to at least one of the display 31 and the speaker 32 (S27). At least one of the display 31 and the speaker 32 displays at least one of an image and an audio output indicating that the target has been achieved.
- the switching control unit 14 notifies the automatic operation controller 20 of a switching signal instructing to switch part or all of the automatic operation to manual operation (S28).
- the control based on the traveling control result for the driving operation unit 50 by the automatic driving controller 20 is not stopped even during the task execution period. Therefore, even when instructing to switch to the partial manual operation mode, there is no need to notify the control resumption instruction based on the traveling control result.
- FIGS. 8A, 8B, and 8C are diagrams showing a display example 1 of the problem according to the second embodiment.
- the problem shown in FIGS. 8A, 8B, and 8C is a problem of matching the steering 51 to the actual traveling state.
- FIG. 8A shows a display example 31g at the time of assignment instruction
- FIG. 8B shows a display example 31h when the target is achieved
- FIG. 8C shows a display example 31i when the target is not achieved.
- the symbol of the steering wheel 51 is displayed at the center, and the message “Please adjust the steering wheel angle to the actual driving state” is displayed on the symbol.
- a gauge 316 indicating the current position of the steering wheel and a current target zone (control value ⁇ 10 °) 315 are superimposed.
- a gauge 316 indicating the position of the steering moves in conjunction with an operation on the steering 51 by the driver. If the driver can maintain the steering wheel 51 within the target zone (control value ⁇ 10 °) during the steering operation task implementation period, the target is achieved.
- a message “Good!” Indicating the achievement of the target is displayed.
- the driver looks at the gauge 316 indicating the steering position shown in FIG. 8C and the target zone 315, confirms the relationship between the own operation and the steering angle according to the actual traveling state, and senses the operation feeling. Can be corrected.
- the steering angle based on the control value corresponding to the actual traveling state has returned to the left, but the driver has not been able to follow the position of the steering 51 in the left. .
- FIGS. 9A, 9B, and 9C are diagrams showing a display example 2 of the problem according to the second embodiment.
- the problem shown in FIGS. 9A, 9B, and 9C is a problem of adjusting the accelerator pedal 53 to the actual traveling state.
- 9A shows a display example 31j at the time of assignment instruction
- FIG. 9B shows a display example 31k at the time of achievement of the target
- FIG. 9C shows display example 31l at the time of not achieving the target.
- the symbol of the accelerator pedal 53 is displayed in the center, and the message “Please adjust the accelerator pedal to the actual running state” is displayed on the symbol.
- a gauge 318 indicating the current position of the accelerator pedal and a target zone (control value ⁇ 10 °) 317 are superimposed and drawn.
- a gauge 318 indicating the position of the accelerator pedal moves in conjunction with an operation on the accelerator pedal 53 by the driver. If the driver can maintain the accelerator pedal 53 within the target zone (control value ⁇ 10 °) during the task implementation period, the target is achieved.
- FIG. 9B a message “Good!” Indicating the achievement of the target is displayed.
- the driver looks at the gauge 318 indicating the position of the accelerator pedal and the target zone 317 shown in FIG. 9C and confirms the relationship between the operation of the accelerator pedal and the amount of depression of the accelerator pedal according to the actual driving state. , The operational feeling can be corrected.
- the example shown in FIG. 9C shows a state in which the driver has loosened the accelerator pedal 53 even though the accelerator pedal depression amount based on the control value according to the actual traveling state is hardly changed.
- the second embodiment when switching from the automatic operation mode to the manual operation mode as in the first embodiment, it is possible to switch to the manual operation mode more safely. Further, in the second embodiment, since the task of adjusting the driving operation unit 50 to the actual running state is tackled, it becomes a more practical training, and an operation feeling corresponding to the actual running state can be experienced in advance. Further, by switching from the automatic operation mode to the manual operation mode while the driver is performing an operation according to the actual traveling state, more seamless mode switching is possible.
- first embodiment and the second embodiment may be combined.
- the determination in the first embodiment the determination in the second embodiment is performed.
- the operation problems of the actual steering angle and the amount of depression of the brake pedal or accelerator pedal step by step and further, when switching to manual operation, the actual steering angle and depression of the brake pedal or accelerator pedal. Since the amount can be transferred as it is, the driving operation can be taken over more smoothly.
- FIG. 10 is a block diagram showing a configuration of the vehicle 1 according to the third embodiment of the present invention.
- the configuration of the vehicle 1 according to Embodiment 3 shown in FIG. 10 is a configuration in which a driver camera 70 is added to the configuration of the vehicle 1 according to Embodiment 1 shown in FIG.
- the driver camera 70 is a camera for photographing the driver, and is installed at a position where the driver's seat can be photographed. When the driver is sitting in the driver's seat, the driver's head and upper body are photographed.
- FIGS. 11A and 11B are diagrams illustrating an installation example of the driver camera 70.
- FIG. FIG. 11A is a view of the inside of the vehicle 1 as seen from above
- FIG. 11B is a view of the inside of the vehicle 1 as seen from the side.
- the driver camera 70 is installed on the upper side of the windshield so as to look down at the driver's seat. Note that the installation position is not limited to the installation positions shown in FIGS. 11A and 11B as long as the driver's face can be photographed.
- the driver camera 70 includes a solid-state image sensor such as a CMOS image sensor or a CCD image sensor, and outputs an image signal generated by photoelectric conversion by the solid-state image sensor to the HMI controller 10.
- the driver camera 70 may be a visible light camera, an infrared camera, or a combination of both. Further, using a stereo camera or a camera using the TOF (Time of LIGHT) method, not only two-dimensional luminance information but also distance information (depth information) from the camera to an object may be acquired.
- TOF Time of LIGHT
- the determination unit 13 of the HMI controller 10 has an image recognition function. In the following description, an example will be described in which the determination unit 13 analyzes an image acquired from the driver camera 70 and detects the driver's face orientation.
- FIG. 12 is a diagram for explaining an example of face orientation detection processing by the determination unit 13.
- the image shown in (a) of FIG. 12 is an example of an image captured by the driver camera 70.
- the determination unit 13 searches the image using a face discriminator and extracts a face region 131.
- the determination unit 13 searches the extracted face region 131 using the eye discriminator, the nose discriminator, and the mouth discriminator, and the right eye region 132, the left eye region 133, the nose Region 134 and mouth region 135 are detected respectively.
- FIG. 12B the determination unit 13 searches the extracted face region 131 using the eye discriminator, the nose discriminator, and the mouth discriminator, and the right eye region 132, the left eye region 133, the nose Region 134 and mouth region 135 are detected respectively.
- the determination unit 13 estimates the driver's face orientation from the positional relationship of the right eye region 132, the left eye region 133, the nose region 134, and the mouth region 135 detected in the face region 131. .
- the driver is facing right with respect to the traveling direction.
- the face orientation angle can also be detected from the positions of the right eye region 132, the left eye region 133, the nose region 134, and the mouth region 135 in the face region 131.
- FIG. 13 is a flowchart for explaining processing at the time of switching from the automatic operation mode to the manual operation mode by the HMI controller 10 according to the third embodiment of the present invention.
- the switching control unit 14 of the HMI controller 10 receives a switching instruction from the automatic operation mode to the manual operation mode from the mode switch 60 (driver) or the automatic operation controller 20 (S30).
- the switching control unit 14 notifies the determination unit 13 of an assignment start instruction for determining the driver's arousal level.
- the determination unit 13 notifies the instruction unit 12 of an instruction to start presenting a task for determining the driver's arousal level and display data corresponding to the target face orientation angle transition data.
- the determination unit 13 holds target face direction angle transition data corresponding to the movement of the target to be displayed on the display 31 as a task / determination reference. During the task implementation period, if the difference between the driver's face orientation angle detected from the captured image and the target face orientation angle is maintained within the predetermined range, the target is achieved, and if the difference exceeds the predetermined range, the target is not achieved. Achieved.
- the instruction unit 12 generates an image to be presented to the driver based on the assignment and display data notified from the determination unit 13, and outputs the generated image to the display 31 (S31).
- the display 31 displays an image. Note that when the task content is guided to the driver by voice, the instruction unit 12 generates a guidance voice and outputs the guidance voice to the speaker 32.
- the driver turns his face to the target and visually recognizes the target.
- FIGS. 14A and 14B are diagrams illustrating a display example of a problem according to the third embodiment.
- a head-up display is used as the display 31, and the target 31t is displayed on the head-up display.
- the target 31t moves from the left end of the head-up display to the right end. Furthermore, you may return from the right end to the left end.
- a message such as “Follow the star” with at least one of letters and voices is notified to the driver.
- the driver camera 70 images the driver and outputs a captured image to the HMI controller 10.
- the determination unit 13 of the HMI controller 10 acquires a driver image from the driver camera 70 (S32).
- the determination unit 13 detects the driver's face orientation angle from the acquired image (S33).
- the determination unit 13 compares the detected face orientation angle (hereinafter referred to as the detected face orientation angle) with the target face orientation angle, and determines whether or not the delay of the detected face orientation angle with respect to the target face orientation angle is within a predetermined range. judge. If the delay is within the predetermined range, it is determined that the driver's arousal level is sufficient (Y in S34), and if it is deviated, the driver's awakening level is insufficient (N in S34).
- FIG. 15 is a diagram showing a transition example of the detected face orientation angle and the target face orientation angle. Since the target display precedes the driver's reaction, the detected face orientation angle changes with a delay from the target face orientation angle. If this delay is greater than or equal to a predetermined value, it indicates that the driver's reaction is dull and it is determined that the driver's arousal level is insufficient.
- the predetermined value may be determined based on an average driver's reaction speed, or may be determined based on the driver's normal response speed. In the case of an elderly driver or a driver with a low motor nerve, the predetermined value may be increased within a range that does not impair safety, and the allowable range of delay may be expanded.
- step S34 If it is determined in step S34 that the driver's awakening level is insufficient (N in S34), the determination unit 13 notifies the instruction unit 12 that the driver's awakening level is insufficient (S35). Upon receiving the notification, the instruction unit 12 generates at least one of an image and sound indicating that the target has not been achieved, and outputs it to at least one of the display 31 and the speaker 32 (S36). At least one of the display 31 and the speaker 32 displays at least one of an image and an audio output indicating that the target has not been achieved.
- step S34 the instruction unit 12 may present the same task again, or may present another task with a different target movement. .
- the determination unit 13 determines to continue the automatic driving mode, and the switching control unit 14 instructs to continue the automatic driving mode.
- An instruction signal is notified to the automatic operation controller 20.
- the automatic operation controller 20 maintains the automatic operation mode if automatic operation is possible, and retracts the vehicle to the road shoulder, for example, if automatic operation is not possible.
- step S34 If it is determined in step S34 that the driver's arousal level is sufficient (Y in S34), the determination unit 13 notifies the instruction unit 12 and the switching control unit 14 that the driver's arousal level is sufficient.
- the instruction unit 12 Upon receiving the notification, the instruction unit 12 generates at least one of an image and sound indicating that the target has been achieved, and outputs it to at least one of the display 31 and the speaker 32 (S37). At least one of the display 31 and the speaker 32 displays at least one of an image and an audio output indicating that the target has been achieved.
- the switching control unit 14 notifies the automatic operation controller 20 of a switching signal instructing to switch part or all of the automatic operation to manual operation (S38).
- the automatic operation controller 20 ends the automatic operation.
- the switching signal is notified to the automatic operation controller 20 on the condition that the goals of both the problems are achieved. .
- the third embodiment when switching from the automatic operation mode to the manual operation mode, it is determined whether or not the driver is sufficiently awakened, and the manual operation is performed on the condition that the target is achieved. Allow switching to mode. Therefore, the driver's perceived state can be switched in a state suitable for the driving operation, and the manual driving mode can be switched more safely. Further, when used together with the problem according to the first embodiment or the second embodiment, it is possible to check both the motor ability and the perceptive ability of the driver, and it is possible to switch to the manual driving mode in a safer state. .
- the posture confirmation task is a task for confirming whether or not the driver's posture is in a state suitable for driving, and the driver's posture is in a state suitable for driving by the image recognition described in the third embodiment. It can be determined whether or not.
- the instruction unit 12 causes the speaker 32 to output a message such as “Please correct your posture”.
- the determination unit 13 collates a driver image captured by the driver camera 70 after a predetermined time has elapsed from the announcement with a driver image of a correct posture (hereinafter referred to as a reference image).
- a driver image of a correct posture hereinafter referred to as a reference image.
- the determination unit 13 determines that the driver's posture is in a state suitable for driving when the degree of coincidence between the captured image and the reference image is equal to or greater than a predetermined value, and if the degree of matching is less than the predetermined value, the determination unit 13 is not in a state suitable for driving. judge.
- the operation check task and the posture check task according to the third embodiment may be performed simultaneously. That is, in the operation confirmation task according to the third embodiment, the posture is also determined when the driver's captured image is analyzed. Further, during the operation confirmation task according to the first embodiment or the second embodiment, the driver may be photographed and the posture may be determined. In these examples, presentation of a message such as “Please correct your posture” to the driver may be omitted.
- the task of adjusting only the steering 51 to the actual travel is a task with a relatively low difficulty level.
- the task of matching both the steering 51 and the accelerator pedal 53 with the actual travel is a relatively difficult task.
- the adjustment for changing the target zone from 80 ° to 100 ° to 75 ° to 105 ° with respect to the task of rotating the steering 51 by 90 ° is an adjustment for reducing the difficulty level.
- Adjustment that changes the target zone from 80 ° to 100 ° to 85 ° to 95 ° is an adjustment that increases the difficulty level.
- the difficulty is the lowest when the goal is achieved only by achieving one goal.
- the difficulty increases as the number of tasks required to achieve the goal increases. For example, when the difficulty level of a task is increased, all of the above-described operation task, motion check task, and posture check task are performed. When the difficulty level of the task is lowered, one or two of them are omitted. For example, the posture confirmation task is omitted. It is also conceivable that the task will not be implemented.
- the determination unit 13 determines the difficulty level of the problem to be presented to the driver as at least one of the driving environment of the vehicle 1, the state of the vehicle 1, the attribute of the driver, the state of the driver, the operation of the driver, and the mode switching history. Determine based on any combination.
- the presence or absence of recognition targets such as other vehicles, pedestrians, animals, obstacles including falling objects, the number of recognition targets, the distance to the recognition targets, the size of the recognition targets, and the recognition targets Time to collision (TTC: Time To Collision) is taken into consideration.
- the recognition target is detected by the sensor 40.
- the lower the possibility of collision with the recognition object the lower the difficulty of the task.
- the task with the lowest difficulty level is selected.
- the driving operation after switching to manual driving becomes relatively difficult, increasing the difficulty of the problem.
- the state of the vehicle 1 is, for example, the current vehicle speed, planned acceleration / deceleration transition, and planned steering angle transition.
- the difficulty of the problem is increased.
- the problem before switching to the manual operation mode is basically to confirm whether the driver is in a normal state.
- the reaction speed and exercise ability in a normal state are reduced, so the difficulty level of the task is lowered within a range that does not impair safety.
- a situation where the manual operation mode is not easily switched can be avoided.
- the driver's state considers the degree of arousal and the presence or absence of looking aside.
- the operation is performed according to the degree of achievement of the target of the operation confirmation task.
- Adjust the difficulty of the task For example, when the goal of the operation check task is achieved at the last minute, the difficulty level of the operation task is increased.
- the steering direction and amount of the steering wheel 51, the depression amount of the accelerator pedal 53, the depression amount of the brake pedal 52, and the state of the winker switch 54 are considered.
- the operation confirmation task according to the third embodiment is performed after the operation task target according to the first embodiment or the second embodiment is achieved, the difficulty of the operation confirmation task depending on the degree of achievement of the operation task target. Adjust the degree. For example, when the operation confirmation task is achieved at the last minute, the difficulty of the operation confirmation task is increased.
- the duration of the most recent automatic operation mode As the mode switching history.
- the duration time of the automatic driving mode becomes longer, the driver's feeling of tension tends to decrease.
- the duration of the latest automatic driving mode is a specified time (for example, 15 minutes) or more, the difficulty level of the task is increased.
- the duration of the most recent automatic operation mode is short (for example, within 5 minutes) and the manual operation mode has continued for a certain period of time before the automatic operation mode, the driver holds the driving sensation. Conceivable. In that case, the difficulty of the task is lowered.
- only the posture confirmation task may be performed. As such a case, there may be a case where the mobile phone is temporarily switched to the automatic operation mode in order to talk to a mobile phone or send an e-mail.
- the designer constructs an algorithm for determining a task in consideration of the determination criteria and adjustment method for the difficulty level of the task described above.
- the designer can arbitrarily select what kind of standard is considered in what kind of contribution, and what kind of adjustment method is adopted at what kind of standard level.
- the driver's state is detected using the driver camera 70.
- the driver's state may be detected by a method other than image recognition.
- the driver may wear a biosensor, and the driver's arousal level may be estimated from biometric information such as the driver's heart rate.
- a seating sensor may be provided in the driver's seat, and the driver's posture may be estimated based on the detected value.
- a vehicle control device (10) comprising:
- the output unit (15) outputs information for requesting the driver to perform a specific driving operation on the driving operation unit (50) to the user interface unit (30).
- An input part (15) is a vehicle control apparatus (10) of item 1 which receives the input of an operation signal from a driving operation part (50).
- the notification unit (15) automatically outputs a signal instructing to stop the operation linked to the automatic operation mode for the driving operation unit (50).
- the vehicle control device (10) according to item 2, which is notified to the operation control unit (20).
- the output unit (15) requests the driver to perform a driving operation on the driving operation unit (50) that matches the traveling state of the vehicle (1) operated in the automatic driving mode by the automatic driving control unit (20).
- the vehicle control device (10) according to any one of items 1 to 3, wherein the information is output to the user interface unit (30).
- the output unit (15) outputs information for requesting the driver to perform a specific operation associated with the driving operation to the user interface unit (30). 5.
- the vehicle control device (10) according to any one of items 1 to 4, wherein the input unit (15) receives a signal input from the detection unit (70) for confirming a specific operation accompanying the driving operation of the driver. .
- the output unit (15) outputs information for requesting the driver to see a specific object to the user interface unit (30),
- the input unit (15) receives an input of an image from the imaging unit (70) for photographing the driver,
- the notification unit (15) has a difference between the driver's face orientation angle estimated by analyzing the image acquired from the imaging unit (70) and the target face orientation angle according to the target position within an allowable range.
- the vehicle control device (10) according to item 5, which notifies a switching signal instructing switching of the automation level to the automatic driving control unit (20).
- the output unit (15) outputs information for requesting the driver to take a posture suitable for driving to the user interface unit (30), The vehicle control device (10) according to any one of items 1 to 6, wherein the input unit (15) receives a signal input from the detection unit (70) for detecting the state of the driver.
- the present invention can be used for a vehicle equipped with an automatic driving mode.
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Abstract
Description
図1は、本発明の実施の形態1に係る車両1の構成を示すブロック図であり、自動運転に関連する構成である。自動運転モードを搭載した車両1は、車両制御装置(HMIコントローラ)10、自動運転制御装置(自動運転コントローラ)20、ユーザインタフェース部30、センサ40、運転操作部50及びモード切替スイッチ60を備える。
次に実施の形態2を説明する。実施の形態2に係る車両1の構成は、図1に示した実施の形態1に係る車両1の構成と同様であり、その説明を省略する。実施の形態1では運転者の準備度合いを確認するための課題・判定基準として予め用意されたものを使用したが、実施の形態2では実際の走行中のデータを使用する。
次に実施の形態3を説明する。実施の形態1、2では手動運転の準備度合いを判定するための課題として、運転者が運転操作部50を的確に操作できるか否かを判定した。実施の形態3では運転者が運転操作に付随する動作(運転操作部50に対する直接的な操作を除く)を的確に行うことができるか否かを判定する。例えば、車外の状況を的確に目視できているか(注目すべき対象に顔を向けているか)、ステアリング51の左右送り操作は的確か、ステアリング51の握りポジションは的確か、手放し操作をしていないか、指さし確認ができているか、等を確認する。これらの確認の多くは、運転操作部50からの操作データから推定できる性質のものではないため、運転者の状態や動きを直接的に検出するセンサを導入する必要がある。
以下、これまで説明してきた操作課題、動作確認課題、姿勢確認課題において運転者に提示される課題の難易度について説明する。課題の難易度を高くしたほうが安全性を高めることができるが、難易度を高くしすぎると運転者の利便性を損なう面もある。そこで両者のバランスがとれた難易度に調整することが求められる。
自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、運転者に対する動作要求をユーザインタフェース部(30)から運転者に提示するための情報をユーザインタフェース部(30)に出力する出力部(15)と、
運転者の動作に基づく信号の入力を受ける入力部(15)と、
入力部(15)から入力された運転者の動作に基づく信号から得られる値と、動作要求に応じた基準値との差が許容範囲内にあるとき、手動運転モードへの切替を指示する切替信号を自動運転制御部(20)に通知する通知部(15)と、
を備える車両制御装置(10)。
出力部(15)は、運転操作部(50)に対する特定の運転操作を運転者に要求するための情報をユーザインタフェース部(30)に出力し、
入力部(15)は、運転操作部(50)から操作信号の入力を受ける項目1に記載の車両制御装置(10)。
運転操作部(50)が自動運転モードに連動して操作されている場合、通知部(15)は、運転操作部(50)に対する自動運転モードに連動した操作を停止させるよう指示する信号を自動運転制御部(20)に通知する項目2に記載の車両制御装置(10)。
出力部(15)は、自動運転制御部(20)により自動運転モードで操作されている車両(1)の走行状態に適合する、運転操作部(50)に対する運転操作を運転者に要求するための情報をユーザインタフェース部(30)に出力する項目1から3のいずれかに記載の車両制御装置(10)。
出力部(15)は、運転操作に付随する特定の動作を運転者に要求するための情報をユーザインタフェース部(30)に出力し、
入力部(15)は、運転者の運転操作に付随する特定の動作を確認するための検出部(70)から信号の入力を受ける項目1から4のいずれかに記載の車両制御装置(10)。
出力部(15)は、特定の対象を見ることを運転者に要求するための情報をユーザインタフェース部(30)に出力し、
入力部(15)は、運転者を撮影するための撮像部(70)から画像の入力を受け、
通知部(15)は、撮像部(70)から取得した画像を解析して推定される運転者の顔向き角度と、対象の位置に応じた目標顔向き角度との差が許容範囲内にあるとき、自動化レベルの切替を指示する切替信号を自動運転制御部(20)に通知する項目5に記載の車両制御装置(10)。
出力部(15)は、運転に適した姿勢をとるよう運転者に要求するための情報をユーザインタフェース部(30)に出力し、
入力部(15)は、運転者の状態を検出するための検出部(70)から信号の入力を受ける項目1から6のいずれかに記載の車両制御装置(10)。
判定部は、走行環境、車両状態、運転者の属性、運転者の状態、運転者の操作要求に対する操作、及び自動化レベル切替履歴の少なくとも1つに基づき動作要求の難易度を決定する項目1から7のいずれかに記載の車両制御装置(10)。
判定部は、直近の自動化レベルの持続時間に応じて動作要求の難易度を決定する項目1から8のいずれかに記載の車両制御装置(10)。
自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、運転者に対する動作要求をユーザインタフェース部(30)から運転者に提示するための情報をユーザインタフェース部(30)に出力するステップと、
運転者の動作に基づく信号の入力を受けるステップと、
入力された運転者の動作に基づく信号から得られる値と、動作要求に応じた基準値との差が許容範囲内にあるとき、自動運転モードから手動運転モードへの切替を指示する切替信号を自動運転制御部(20)に通知するステップと、
を備える車両制御方法。
自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、運転者に対する動作要求をユーザインタフェース部(30)から運転者に提示するための情報をユーザインタフェース部(30)に出力する処理と、
運転者の動作に基づく信号の入力を受ける処理と、
入力された運転者の動作に基づく信号から得られる値と、動作要求に応じた基準値との差が許容範囲内にあるとき、手動運転モードへの切替を指示する切替信号を自動運転制御部(20)に通知する処理と、
をコンピュータに実行させる車両制御プログラム。
10 車両制御装置
11 処理部
12 指示部
13 判定部
14 切替制御部
15 入出力部(I/O部)
20 自動運転制御装置
21 処理部
25 入出力部(I/O部)
30 ユーザインタフェース部
31 ディスプレイ
32 スピーカ
40 センサ
50 運転操作部
51 ステアリング
52 ブレーキペダル
53 アクセルペダル
54 ウインカスイッチ
60 モード切替スイッチ
70 運転者カメラ
Claims (11)
- 自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、前記運転者に対する動作要求をユーザインタフェース部から運転者に提示するための情報を前記ユーザインタフェース部に出力する出力部と、
前記運転者の動作に基づく信号の入力を受ける入力部と、
前記入力部から入力された前記運転者の動作に基づく信号から得られる値と、前記動作要求に応じた基準値との差が許容範囲内にあるとき、前記運転モードの切替を指示する切替信号を前記自動運転制御部に通知する通知部と、
を備える車両制御装置。 - 前記出力部は、運転操作部に対する特定の運転操作を運転者に要求するための情報を前記ユーザインタフェース部に出力し、
前記入力部は、前記運転操作部から操作信号の入力を受ける請求項1に記載の車両制御装置。 - 前記運転操作部が前記自動運転モードに連動した操作をされている場合、前記通知部は、前記運転操作部に対する前記自動運転モードに連動した前記操作を停止させるよう指示する信号を前記自動運転制御部に通知する請求項2に記載の車両制御装置。
- 前記出力部は、前記自動運転モードで操作されている車両の走行状態に適合する、前記運転操作部に対する運転操作を運転者に要求するための情報を前記ユーザインタフェース部に出力する請求項1から3のいずれかに記載の車両制御装置。
- 前記出力部は、運転操作に付随する特定の動作を前記運転者に要求するための情報を前記ユーザインタフェース部に出力し、
前記入力部は、前記運転者の運転操作に付随する前記特定の動作を確認するための第一の検出部から信号の入力を受ける請求項1から4のいずれかに記載の車両制御装置。 - 前記出力部は、特定の対象を見ることを前記運転者に要求するための情報を前記ユーザインタフェース部に出力し、
前記入力部は、前記運転者を撮影するための撮像部から画像の入力を受け、
前記通知部は、前記撮像部から取得した画像を解析して推定される前記運転者の顔向き角度と、前記対象の位置に応じた目標顔向き角度との差が許容範囲内にあるとき、前記自動化レベルの切替を指示する切替信号を前記自動運転制御部に通知する請求項5に記載の車両制御装置。 - 前記出力部は、運転に適した姿勢をとるよう前記運転者に要求するための情報を前記ユーザインタフェース部に出力し、
前記入力部は、前記運転者の状態を検出するための第二の検出部から信号の入力を受ける請求項1から6のいずれかに記載の車両制御装置。 - 前記判定部は、走行環境、車両状態、運転者の属性、運転者の状態、運転者の操作要求に対する操作、及び前記運転操作のモード切替履歴の少なくとも1つに基づき、前記動作要求の難易度を決定する請求項1から7のいずれかに記載の車両制御装置。
- 前記判定部は、直近の運転操作のモード持続時間に応じて前記動作要求の難易度を決定する請求項1から8のいずれかに記載の車両制御装置。
- 自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、前記運転者に対する動作要求をユーザインタフェース部から前記運転者に提示するための情報を前記ユーザインタフェース部に出力するステップと、
前記運転者の動作に基づく信号の入力を受けるステップと、
入力された前記運転者の動作に基づく信号から得られる値と、前記動作要求に応じた基準値との差が許容範囲内にあるとき、前記手動運転モードへの切替を指示する切替信号を自動運転制御部に通知するステップと、
を備える車両制御方法。 - 自動運転制御部による自動運転モードと運転操作の一部または全部が運転者によって行われる手動運転モードとを含む複数の運転モードで運転操作できる車両において、前記手動運転モードが開始される前に、前記運転者に対する動作要求をユーザインタフェース部から前記運転者に提示するための情報を前記ユーザインタフェース部に出力する処理と、
前記運転者の動作に基づく信号の入力を受ける処理と、
入力された前記運転者の動作に基づく信号から得られる値と、前記動作要求に応じた基準値との差が許容範囲内にあるとき、前記手動運転モードへの切替を指示する切替信号を自動運転制御部に通知する処理と、
をコンピュータに実行させる車両制御プログラム。
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JP2018101199A (ja) * | 2016-12-19 | 2018-06-28 | 株式会社デンソー | 運転支援装置 |
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JP2017001563A (ja) | 2017-01-05 |
US10528044B2 (en) | 2020-01-07 |
JP6524501B2 (ja) | 2019-06-05 |
CN107635844B (zh) | 2020-01-24 |
CN107635844A (zh) | 2018-01-26 |
DE112016002612T5 (de) | 2018-03-08 |
DE112016002612B4 (de) | 2024-01-11 |
US20180113454A1 (en) | 2018-04-26 |
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