WO2018092230A1 - Dispositif d'aide à la conduite et procédé d'aide à la conduite - Google Patents

Dispositif d'aide à la conduite et procédé d'aide à la conduite Download PDF

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Publication number
WO2018092230A1
WO2018092230A1 PCT/JP2016/084048 JP2016084048W WO2018092230A1 WO 2018092230 A1 WO2018092230 A1 WO 2018092230A1 JP 2016084048 W JP2016084048 W JP 2016084048W WO 2018092230 A1 WO2018092230 A1 WO 2018092230A1
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WIPO (PCT)
Prior art keywords
driving operation
operation information
automatic driving
manual driving
automatic
Prior art date
Application number
PCT/JP2016/084048
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English (en)
Japanese (ja)
Inventor
中村　好孝
下谷　光生
小畑　直彦
義典 上野
直志 宮原
友広 椎野
Original Assignee
三菱電機株式会社
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.)
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Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2018550930A priority Critical patent/JP6942144B2/ja
Priority to PCT/JP2016/084048 priority patent/WO2018092230A1/fr
Publication of WO2018092230A1 publication Critical patent/WO2018092230A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • B62D15/0295—Steering assistants using warnings or proposing actions to the driver without influencing the steering system by overlaying a vehicle path based on present steering angle over an image without processing that image
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present invention relates to a driving support device and a driving support method for supporting a shift from automatic driving to manual driving by a driver in a vehicle.
  • Patent Document 1 a technique for detecting a traveling state of a vehicle using various sensors, calculating a predicted traveling locus of the vehicle based on the detected traveling state, and displaying the calculated predicted traveling locus.
  • Patent Document 1 since the predicted travel locus based on the actual driving operation of the driver is displayed, the driver can determine whether or not the current driving operation is appropriate. However, Patent Document 1 does not take into account the transition from automatic operation to manual operation, and therefore it is not possible to appropriately determine the transition timing from automatic operation to manual operation based on the predicted travel locus.
  • the present invention has been made to solve such a problem, and an object of the present invention is to provide a driving support device and a driving support method that can appropriately determine the transition timing from automatic driving to manual driving. And
  • a driving support device is a driving support device that supports a shift from automatic driving in a vehicle to manual driving by a driver, and an automatic driving operation that executes automatic driving during the shift.
  • An automatic driving operation information acquisition unit that acquires automatic driving operation information that is information of the above, and a simulation that acquires simulated manual driving operation information that is information of simulated manual driving operation that performs manual driving that simulates automatic driving operation during transition
  • a predicted travel trajectory generating unit that generates a predicted travel trajectory, a predicted travel trajectory generated by the predicted travel trajectory generating unit, and a planned travel trajectory of the vehicle by an automatic driving operation
  • a display control unit that performs control to display together and.
  • the driving support method is a driving support method for supporting a shift from automatic driving in a vehicle to manual driving by a driver, and is an automatic driving operation that is information on an automatic driving operation for executing automatic driving during the shift.
  • Obtains information and acquires simulated manual driving operation information which is information of simulated manual driving operation that performs manual driving that simulates automatic driving operation during transition, and acquires the acquired automatic driving operation information and the acquired simulated manual driving operation
  • a predicted traveling locus of the vehicle by the simulated manual driving operation is generated, and the generated predicted traveling locus and a planned traveling locus of the vehicle by the automatic driving operation are displayed together.
  • the driving support device is a driving support device that supports a shift from automatic driving in a vehicle to manual driving by a driver, and is an automatic driving operation that is information on an automatic driving operation that executes automatic driving during the shift.
  • An automatic driving operation information acquisition unit for acquiring information a simulated manual driving operation information acquisition unit for acquiring simulated manual driving operation information that is information of a simulated manual driving operation for executing a manual driving that simulates an automatic driving operation during transition, and Prediction for generating a predicted traveling locus of the vehicle by simulated manual driving operation based on the automatic driving operation information acquired by the automatic driving operation information acquiring unit and the simulated manual driving operation information acquired by the simulated manual driving operation information acquiring unit
  • the driving support method is a driving support method that supports a shift from automatic driving to manual driving by a driver, and acquires automatic driving operation information that is information on an automatic driving operation that executes automatic driving during the shift.
  • the simulated manual driving operation information which is simulated manual driving operation information that simulates the automatic driving operation during the transition, is acquired, and the acquired automatic driving operation information and the acquired simulated manual driving operation information are obtained. From the automatic driving to the manual driving in order to generate a predicted driving trajectory of the vehicle based on the simulated manual driving operation and to display the generated predicted driving trajectory together with the planned driving trajectory of the vehicle by the automatic driving operation. It is possible to appropriately determine the transition timing.
  • FIG. 1 It is a figure which shows an example of the display in the driving assistance apparatus by embodiment of this invention. It is a figure which shows an example of the display in the driving assistance apparatus by embodiment of this invention. It is a block diagram which shows an example of a structure of the driving assistance device by embodiment of this invention. It is a block diagram which shows an example of a structure of the driving assistance device by embodiment of this invention. It is a block diagram which shows an example of a structure of the driving assistance system by embodiment of this invention.
  • FIG. 1 is a block diagram showing an example of the configuration of the driving support device 1 according to the present embodiment.
  • the minimum necessary components that constitute the driving support apparatus according to the present embodiment are shown. Further, it is assumed that the driving support device 1 is mounted on a vehicle and can be switched between automatic driving in which the vehicle automatically performs all of acceleration, steering, and braking, and manual driving by a driver.
  • the driving support device 1 supports a shift from automatic driving in a vehicle to manual driving by a driver, and includes an automatic driving operation information acquisition unit 2, a simulated manual driving operation information acquisition unit 3, and predicted traveling.
  • a trajectory generator 4 and a display controller 5 are provided.
  • the automatic driving operation information acquisition unit 2 acquires automatic driving operation information that is information of an automatic driving operation for executing automatic driving during the transition from automatic driving to manual driving.
  • the simulated manual driving operation information acquisition unit 3 acquires simulated manual driving operation information, which is information on simulated manual driving operation that performs manual driving that simulates automatic driving operation during the transition from automatic driving to manual driving.
  • the predicted traveling locus generation unit 4 Based on the automatic driving operation information acquired by the automatic driving operation information acquisition unit 2 and the simulated manual driving operation information acquired by the simulated manual driving operation information acquisition unit 3, the predicted traveling locus generation unit 4 performs simulated manual driving operation. A predicted travel locus of the vehicle is generated.
  • the display control unit 5 performs control to display the predicted traveling locus generated by the predicted traveling locus generation unit 4 and the planned traveling locus of the vehicle by the automatic driving operation together.
  • FIG. 2 is a block diagram showing an example of the configuration of the driving support device 6.
  • the vehicle is equipped with drive-by-wire, and the driving support device 6 corresponds to an ECU (Electronic Control Unit).
  • ECU Electronic Control Unit
  • the driving support device 6 includes a predicted travel locus generation unit 4, a display control unit 5, an automatic driving control unit 7, a steering control unit 8, a steering actuator control unit 9, and a steering angle comparison.
  • Unit 10 accelerator control unit 11, accelerator amount comparison unit 12, brake control unit 13, brake amount comparison unit 14, acceleration / deceleration comparison unit 15, and driving ability determination unit 16.
  • the steering actuator control unit 9 is connected to the steering actuator 18.
  • the steering angle comparison unit 10 is connected to the steering angle sensor 20.
  • the accelerator amount comparison unit 12 is connected to an accelerator depression amount detection sensor 22.
  • the brake amount comparison unit 14 is connected to a brake depression amount detection sensor 24.
  • the steering control unit 8 is connected to the vehicle steering system 25.
  • the display control unit 5 is connected to the display device 26.
  • the accelerator control unit 11 is connected to the engine 28.
  • the brake control unit 13 is connected to the brake 29.
  • the lane information extraction unit 17 is connected to the outside camera 27.
  • the automatic driving control unit 7 controls steering, acceleration, and deceleration of the vehicle related to automatic driving based on information detected by a sensor (not shown) or the like.
  • a sensor is a sensor which detects the surrounding situation of a vehicle, for example, the camera containing the camera 27 outside a vehicle, a laser, a rider etc. are mentioned.
  • the steering control unit 8 controls the vehicle steering system 25 based on the steering angle determined by the automatic driving control unit 7 during automatic driving.
  • the steering control unit 8 controls the vehicle steering system 25 based on the steering angle detected by the steering angle sensor 20 during manual driving.
  • the steering angle sensor 20 detects the steering angle of the vehicle from the rotation angle of the steering 19.
  • the steering 19 is operated for the purpose of steering the vehicle by the driver.
  • the steering actuator control unit 9 controls the steering actuator 18.
  • the steering actuator 18 gives a repulsive force to the steering 19 under the control of the steering actuator control unit 9.
  • the steering actuator control unit 9 controls the steering actuator 18 so as to apply a repulsive force to the steering wheel 19 as if the driver is operating manually during the simulated manual driving operation. For example, when the vehicle speed is low, the steering actuator control unit 9 controls the steering actuator 18 so as to apply a weak repulsive force to the steering 19. Further, when the vehicle is accelerating, the steering actuator control unit 9 controls the steering actuator 18 so as to give a strong repulsive force to the steering 19. Thus, the steering actuator control unit 9 controls the steering actuator 18 so as to give the steering 19 a repulsive force that would be applied to the steering 19 when a manual driving operation is actually performed.
  • the steering angle comparison unit 10 acquires the steering angle determined by the automatic driving control unit 7 from the steering control unit 8 and acquires the steering angle detected by the steering angle sensor 20 from the steering angle sensor 20 during the simulated manual driving operation. Then, compare the two. Specifically, the steering angle comparison unit 10 compares the steering angle acquired from the steering control unit 8 with the steering angle acquired from the steering angle sensor 20, and the steering angle sensor for the steering angle acquired from the steering control unit 8. The error of the steering angle acquired from 20 is calculated. That is, the steering angle comparison unit 10 compares the steering angle related to the automatic driving operation and the steering angle related to the simulated manual driving operation, and calculates the error of the steering angle related to the simulated manual driving operation relative to the steering angle related to the automatic driving operation. To do.
  • the accelerator control unit 11 controls the engine 28 based on the accelerator amount determined by the automatic operation control unit 7 during automatic operation. Specifically, the opening of the throttle valve in the engine 28 is determined according to the accelerator amount, and the throttle valve opening increases as the accelerator amount increases. Further, the accelerator control unit 11 controls the engine 28 based on the accelerator depression amount detected by the accelerator depression amount detection sensor 22 during manual operation. Specifically, the opening degree of the throttle valve in the engine 28 is determined according to the accelerator depression amount, and the throttle valve opening degree increases as the accelerator depression amount increases.
  • the accelerator depression amount detection sensor 22 detects the depression amount of the accelerator pedal 21 as the accelerator depression amount. As described above, the accelerator amount determined by the automatic driving control unit 7 and the accelerator depression amount detected by the accelerator depression amount detection sensor 22 are synonymous, and are hereinafter collectively referred to as an accelerator amount.
  • Accelerator pedal 21 is operated for the purpose of acceleration / deceleration of the vehicle by the driver. Specifically, if the driver depresses the accelerator pedal 21, the vehicle accelerates, and if the driver stops depressing the accelerator pedal 21 during traveling, the vehicle decelerates.
  • the accelerator amount comparison unit 12 acquires the accelerator amount determined by the automatic operation control unit 7 from the accelerator control unit 11 during the simulated manual driving operation, and uses the accelerator depression amount detected by the accelerator depression amount detection sensor 22 as the accelerator depression amount. After obtaining from the detection sensor 22, the two are compared. Specifically, the accelerator amount comparison unit 12 compares the accelerator amount acquired from the accelerator control unit 11 with the accelerator step amount acquired from the accelerator stepping amount detection sensor 22, and compares the accelerator amount acquired from the accelerator control unit 11. An error in the accelerator depression amount acquired from the accelerator depression amount detection sensor 22 is calculated.
  • the accelerator amount comparison unit 12 compares the accelerator amount related to the automatic driving operation with the accelerator stepping amount related to the simulated manual driving operation, and an error in the accelerator stepping amount related to the simulated manual driving operation with respect to the accelerator amount related to the automatic driving operation. Is calculated.
  • the brake control unit 13 controls the brake 29 based on the brake amount determined by the automatic operation control unit 7 during automatic operation. Specifically, the hydraulic pressure in the brake 29 is determined according to the brake amount, and the hydraulic pressure increases as the brake amount increases. In addition, the brake control unit 13 controls the brake 29 based on the brake depression amount detected by the brake depression amount detection sensor 24 during manual operation. Specifically, the hydraulic pressure in the brake 29 is determined according to the brake depression amount, and the hydraulic pressure increases as the brake depression amount increases.
  • the brake depression amount detection sensor 24 detects the depression amount of the brake pedal 23 as a brake depression amount. As described above, the brake amount determined by the automatic operation control unit 7 and the brake depression amount detected by the brake depression amount detection sensor 24 are synonymous, and are hereinafter collectively referred to as a brake amount.
  • the brake pedal 23 is operated for the purpose of deceleration of the vehicle by the driver.
  • the brake amount comparison unit 14 acquires the brake amount determined by the automatic operation control unit 7 from the brake control unit 13 during the simulated manual driving operation, and uses the brake depression amount detected by the brake depression amount detection sensor 24 as the brake depression amount. After obtaining from the detection sensor 24, both are compared. Specifically, the brake amount comparison unit 14 compares the brake amount acquired from the brake control unit 13 with the brake depression amount acquired from the brake depression amount detection sensor 24, and compares the brake amount acquired from the brake control unit 13. An error of the brake depression amount acquired from the brake depression amount detection sensor 24 is calculated.
  • the brake amount comparison unit 14 compares the brake amount related to the automatic driving operation with the brake stepping amount related to the simulated manual driving operation, and the error of the brake stepping amount related to the simulated manual driving operation relative to the brake amount related to the automatic driving operation. Is calculated.
  • the acceleration / deceleration comparison unit 15 compares acceleration / deceleration based on the comparison result of the accelerator amount by the accelerator amount comparison unit 12 and the comparison result of the brake amount by the brake amount comparison unit 14 during the simulated manual operation. Specifically, the acceleration / deceleration comparison unit 15 calculates the error of the accelerator depression amount related to the simulated manual driving operation with respect to the accelerator amount related to the automatic driving operation calculated by the accelerator amount comparison unit 12 and the brake amount comparison unit 14. The error of the accelerator depression amount related to the simulated manual driving operation with respect to the brake amount related to the automatic driving operation is compared, and the acceleration / deceleration error of the simulated manual driving operation relative to the automatic driving operation is calculated.
  • the predicted traveling locus generation unit 4 performs a simulated manual driving operation based on the comparison result of the steering angle by the steering angle comparison unit 10 and the comparison result of the acceleration / deceleration by the acceleration / deceleration comparison unit 15 during the simulated manual driving operation. If the vehicle travels, a predicted travel locus that indicates the future travel route of the vehicle is generated. Specifically, the predicted travel locus generation unit 4 uses the planned travel locus determined in advance by the automatic operation control unit 7 as a reference, the steering angle error in the steering angle comparison result, and the acceleration / deceleration in the acceleration / deceleration comparison result. The predicted travel locus is generated in consideration of the above error.
  • the planned traveling locus is a locus indicating what kind of locus the vehicle is scheduled to travel in the future when the automatic driving operation determined by the automatic driving control unit 7 is performed.
  • the display control unit 5 controls the display 26 to display the predicted traveling locus generated by the predicted traveling locus generation unit 4 and the traveling lane extracted by the lane information extraction unit 17 together during the simulated manual driving operation. I do.
  • the lane information extraction unit 17 extracts a travel lane in which the vehicle is currently traveling from the video captured by the outside camera 27 as lane information.
  • the outside camera 27 only needs to be able to photograph at least the front of the vehicle.
  • the travel lane extracted by the lane information extraction unit 17 corresponds to the planned travel locus determined by the automatic operation control unit 7.
  • Examples of the display device 26 include a head-up display, a display provided in an instrument panel, a center display provided on a dashboard, or a mobile communication terminal.
  • the driving ability determination unit 16 determines whether or not switching from automatic driving to manual driving is possible during simulated manual driving operation. That is, the driving ability determination unit 16 determines whether the driver has a driving ability capable of taking over the manual driving operation from the automatic driving operation so that the behavior of the vehicle does not change suddenly. As described above, the driving ability determination unit 16 has a function as a transition timing determination unit that determines the transition timing from automatic driving to manual driving. Details of the driving ability determination unit 16 will be described later.
  • FIG. 2 although shown about the case where a vehicle drive
  • FIG. 3 is a block diagram illustrating an example of a hardware configuration of the driving support device 6. The same applies to the driving support device 1.
  • Predicted travel locus generation unit 4 display control unit 5, automatic operation control unit 7, steering control unit 8, steering actuator control unit 9, steering angle comparison unit 10, accelerator control unit 11, accelerator amount comparison unit 12 in driving support device 6.
  • the functions of the brake control unit 13, the brake amount comparison unit 14, the acceleration / deceleration comparison unit 15, the driving ability determination unit 16, and the lane information extraction unit 17 are realized by a processing circuit. That is, the driving support device 6 generates a predicted traveling locus, controls display, controls automatic driving, controls steering, controls a steering actuator, compares steering angles, controls accelerator, and controls the amount of accelerator. And a brake, control the brake amount, compare acceleration / deceleration, determine whether switching from automatic operation to manual operation is possible, and provide a processing circuit for extracting lane information.
  • the processing circuit is a processor 30 (also referred to as a central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, DSP (Digital Signal Processor)) that executes a program stored in the memory 31.
  • Predicted travel locus generation unit 4 display control unit 5, automatic operation control unit 7, steering control unit 8, steering actuator control unit 9, steering angle comparison unit 10, accelerator control unit 11, accelerator amount comparison unit 12 in driving support device 6.
  • the functions of the brake control unit 13, the brake amount comparison unit 14, the acceleration / deceleration comparison unit 15, the driving ability determination unit 16, and the lane information extraction unit 17 are realized by software, firmware, or a combination of software and firmware. .
  • Software or firmware is described as a program and stored in the memory 31. The processing circuit reads out and executes the program stored in the memory 31, thereby realizing the function of each unit.
  • the driving support device 6 includes a step of generating a predicted travel locus, a step of controlling display, a step of controlling automatic driving, a step of controlling steering, a step of controlling a steering actuator, a step of comparing steering angles, an accelerator Control step, step for comparing accelerator amount, step for controlling brake, step for comparing brake amount, step for comparing acceleration and deceleration, step for determining whether switching from automatic operation to manual operation is possible,
  • a memory 31 is provided for storing a program that results in the step of extracting lane information.
  • these programs include a predicted travel locus generation unit 4, a display control unit 5, an automatic operation control unit 7, a steering control unit 8, a steering actuator control unit 9, a steering angle comparison unit 10, an accelerator control unit 11, and an accelerator amount comparison.
  • the computer executes the procedure or method of the unit 12, the brake control unit 13, the brake amount comparison unit 14, the acceleration / deceleration comparison unit 15, the driving ability determination unit 16, and the lane information extraction unit 17.
  • the memory is non-volatile or volatile such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), etc. All types of storage media, such as a semiconductor memory, a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, and a DVD (Digital Versatile Disc), are applicable.
  • FIG. 4 is a flowchart showing an example of the operation of the driving support device 6.
  • step S1 the driving support device 6 receives an automatic driving cancellation request. For example, when an automatic driving cancellation request is made, for example, when a driver requests automatic driving cancellation via an input unit (not shown), it is determined that the automatic driving control unit 7 is not in an area where automatic driving is possible, and automatic driving is canceled. There are some cases.
  • step S ⁇ b> 2 the automatic operation control unit 7 sets an allowable error range of acceleration / deceleration for the driving ability determination unit 16.
  • the allowable acceleration / deceleration error range refers to a range in which the acceleration / deceleration error of the simulated manual driving operation with respect to the automatic driving operation is allowed when shifting from the automatic driving to the manual driving.
  • the automatic operation control unit 7 determines an allowable error range of acceleration / deceleration according to the traveling state of the vehicle including the surrounding situation.
  • step S ⁇ b> 3 the automatic driving control unit 7 sets an error tolerance range of the traveling lane for the driving ability determination unit 16.
  • the error tolerance range of the travel lane refers to a range in which the predicted travel locus is allowed for the travel lane that is the planned travel locus when the automatic operation is shifted to the manual operation.
  • the automatic driving control unit 7 determines an allowable error range of the traveling lane based on the width of the traveling lane and the width of the vehicle.
  • step S4 the automatic operation control unit 7 starts a simulated manual operation.
  • the steering actuator controller 9 controls the steering actuator 18 to give a repulsive force to the steering 19.
  • the vehicle travels by an automatic driving operation by the automatic driving control unit 7.
  • step S5 the steering angle comparison unit 10 acquires the steering angle determined by the automatic driving control unit 7 from the steering control unit 8 as automatic driving operation information.
  • the accelerator amount comparison unit 12 acquires the accelerator amount determined by the automatic driving control unit 7 from the accelerator control unit 11 as automatic driving operation information.
  • the brake amount comparison unit 14 acquires the brake amount determined by the automatic driving control unit 7 from the brake control unit 13 as automatic driving operation information.
  • the steering angle comparison unit 10, the accelerator amount comparison unit 12, and the brake amount comparison unit 14 function as the automatic driving operation information acquisition unit 2 illustrated in FIG.
  • step S6 the steering angle comparison unit 10 acquires the steering angle detected by the steering angle sensor 20 from the steering angle sensor 20 as simulated manual driving operation information.
  • the accelerator amount comparison unit 12 acquires the accelerator depression amount detected by the accelerator depression amount detection sensor 22 as simulated manual driving operation information.
  • the brake amount comparison unit 14 acquires the brake depression amount detected by the brake depression amount detection sensor 24 as simulated manual driving operation information.
  • the steering angle comparison unit 10, the accelerator amount comparison unit 12, and the brake amount comparison unit 14 function as the simulated manual driving operation information acquisition unit 3 illustrated in FIG.
  • step S7 the predicted traveling locus generation unit 4 uses the planned traveling locus determined in advance by the automatic operation control unit 7 as a reference, and the steering angle error in the steering angle comparison result and the acceleration / deceleration in the acceleration / deceleration comparison result.
  • a predicted travel locus is generated in consideration of the error.
  • step S8 the lane information extraction unit 17 extracts, as lane information, a traveling lane in which the vehicle is currently traveling from the video captured by the outside camera 27.
  • step S9 the display control unit 5 performs control to display the predicted traveling locus generated by the predicted traveling locus generating unit 4 and the traveling lane extracted by the lane information extracting unit 17 on the display 26.
  • step S ⁇ b> 10 the driving ability determination unit 16 determines that the predicted travel path is within the travel lane based on the predicted travel path generated by the predicted travel path generation unit 4 and the travel lane extracted by the lane information extraction unit 17. It is determined whether or not there is. Specifically, the driving ability determination unit 16 determines whether or not the error between the predicted traveling locus and the traveling lane is within the tolerance range of the traveling lane set in step S3. When the error between the predicted travel locus and the travel lane is within the tolerance range of the travel lane, the process proceeds to step S11. On the other hand, if the error between the predicted travel path and the travel lane is not within the tolerance range of the travel lane, the process proceeds to step S5.
  • step S10 is performed for a predetermined time (for example, 5 seconds).
  • the driving ability determination unit 16 determines whether or not the error between the predicted travel locus and the travel lane is within a tolerance range of the travel lane for a predetermined time. If the error between the predicted travel locus and the travel lane is within the tolerance range of the travel lane, the process proceeds to step S11.
  • step S11 the driving ability determination unit 16 determines whether the acceleration / deceleration error of the simulated driving operation with respect to the automatic driving operation calculated by the acceleration / deceleration comparison unit 15 is within the acceleration / deceleration error allowable range set in step S2. Determine whether or not.
  • the process proceeds to step S12.
  • step S5 if the acceleration / deceleration error of the simulated driving operation with respect to the automatic driving operation calculated by the acceleration / deceleration comparison unit 15 is not within the allowable acceleration / deceleration error range, the process proceeds to step S5.
  • step S11 is performed for a predetermined time (for example, 5 seconds).
  • the driving ability determination unit 16 determines whether the acceleration / deceleration error of the simulated driving operation with respect to the automatic driving operation is within an allowable acceleration / deceleration error range for a predetermined time. When the acceleration / deceleration error of the simulated driving operation with respect to the automatic driving operation is within the allowable acceleration / deceleration error range, the process proceeds to step S12.
  • step S10 Even if the error between the predicted traveling locus and the traveling lane is within the tolerance range of the traveling lane in step S10, the degree of acceleration / deceleration by the actual automatic driving operation is different from the degree of acceleration / deceleration by the simulated manual driving operation. There is a case. In this case, when shifting from automatic driving to manual driving, the behavior of the vehicle may change suddenly. In order to prevent such a sudden change in the behavior of the vehicle, in step S11, the driving ability determination unit 16 determines whether the acceleration / deceleration error of the simulated driving operation with respect to the automatic driving operation is within the allowable error range of the acceleration / deceleration. Is judged.
  • step S12 the automatic driving control unit 7 ends the simulated manual driving operation and cancels the automatic driving. That is, the vehicle shifts from automatic driving to manual driving. Thereafter, the vehicle travels by a manual driving operation by the driver.
  • the driving ability determination unit 16 determines that the shift from the automatic driving to the manual driving is not possible, the automatic driving may be canceled by stopping the vehicle in consideration of surrounding conditions.
  • FIG. 5 and 6 are diagrams showing examples of information displayed on the display device 26.
  • FIG. 5 and 6 is a head-up display.
  • FIG. 6 shows a state of actual display, and the scenery shown other than the display 26 is a front scenery seen through the windshield of the vehicle.
  • the display control unit 5 generates a simplified traveling lane 32 based on the lane information extracted by the lane information extraction unit 17. Then, the display control unit 5 performs control to superimpose the predicted travel locus 33 generated by the predicted travel locus generation unit 4 on the travel lane 32 and display it on the display device 26.
  • the predicted travel path 33 exceeds the right side of the travel lane 32, indicating that the vehicle speed is slow or the steering wheel 19 is turned too far in the right direction. If the automatic driving is shifted to the manual driving in the state of FIGS. 5 and 6, the vehicle protrudes to the right driving lane.
  • the driver refers to the display device 26 and operates the steering 19, the accelerator pedal 21, and the brake pedal 23 so that the predicted traveling locus 33 is within the traveling lane 32.
  • FIG. 6 it may be displayed on the display 26 that the vehicle speed is slow or the steering wheel 19 is turned too far in the right direction.
  • the predicted traveling locus 33 is in the traveling lane 32 and the simulated manual driving operation is appropriate, and the predicted traveling locus 33 exceeds the traveling lane 32 and the simulated manual driving operation is inappropriate.
  • the color of the predicted travel locus 33 may be different.
  • FIGS. 7 to 9 are diagrams showing examples of information displayed on the display device 26.
  • FIG. The display device 26 shown in FIGS. 7 to 9 is a head-up display, and information using AR (Augmented Reality) technology is displayed on the display device 26.
  • FIGS. 7 to 9 show actual display states, and the scenery other than the display 26 is a front scenery seen through the windshield of the vehicle.
  • the display control unit 5 specifies the traveling lane 34 displayed on the display device 26 based on the lane information extracted by the lane information extraction unit 17. In the examples of FIGS. 7 to 9, the lines on both sides of the travel lane 34 are indicated by bold lines. Then, the display control unit 5 performs control to superimpose the predicted travel locus 33 generated by the predicted travel locus generation unit 4 on the travel lane 34 and display it on the display 26.
  • FIG. 7 shows that the predicted traveling locus 33 is within the traveling lane 34 and that the simulated manual driving operation is appropriate.
  • the predicted travel locus 33 exceeds the left side of the travel lane 34, indicating that the speed is fast or the steering 19 is not sufficiently rotated in the right direction.
  • the predicted travel path 33 exceeds the right side of the travel lane 34, indicating that the vehicle speed is slow or the steering wheel 19 is turned too far in the right direction.
  • the driver refers to the display 26 and operates the steering 19, the accelerator pedal 21, and the brake pedal 23 so that the predicted travel locus 33 is within the travel lane 34.
  • FIG. 8 it may be displayed on the display 26 that the speed is fast or the steering 19 is not sufficiently rotated in the right direction.
  • FIG. 9 it may be displayed on the display 26 that the vehicle speed is slow or the steering wheel 19 is turned too far to the right.
  • the color of the predicted traveling locus 33 may be different between the case where the simulated manual driving operation as shown in FIG. 7 is appropriate and the case where the simulated manual driving operation as shown in FIGS. .
  • FIG. 10 is a block diagram illustrating an example of the configuration of the driving support device 35 according to the first modification.
  • the driving support device 35 is characterized by including a transmission control unit 36.
  • the transmission control unit 36 is connected to each of the shift position detection sensor 38 and the transmission 39. Since other configurations and operations are the same as those of the driving support device 6 shown in FIG. 2, detailed description thereof is omitted here.
  • the transmission control unit 36 controls the transmission 39 based on the shift position determined by the automatic operation control unit 7 during automatic operation. Further, the transmission control unit 36 controls the transmission 39 based on the shift position detected by the shift position detection sensor 38 during manual operation.
  • the shift position detection sensor 38 detects the shift position of the shift lever 37.
  • the shift lever 37 is operated for the purpose of switching the gear combination of the transmission 39. For example, when accelerating the vehicle, the shift lever 37 is shifted up. Further, when the vehicle is traveling downhill, the engine brake is operated by shifting down the shift lever 37. Thus, the shift position of the shift lever 37 contributes to the acceleration / deceleration of the vehicle.
  • the acceleration / deceleration comparison unit 15 acquires the shift position detected by the shift position detection sensor 38 as shift information during the simulated manual operation. That is, the acceleration / deceleration comparison unit 15 functions as a simulated manual driving operation information acquisition unit that acquires shift information as simulated manual driving operation information.
  • the acceleration / deceleration comparing unit 15 compares the accelerator amount comparison result by the accelerator amount comparing unit 12, the brake amount comparison result by the brake amount comparing unit 14, and the shift detected by the shift position detection sensor 38 during the simulated manual driving operation. Based on the information, the acceleration / deceleration is compared.
  • the driver can operate the shift lever 37 during the simulated manual driving operation, and can grasp the error between the automatic driving operation considering the shift position and the simulated manual driving operation.
  • FIG. 11 is a block diagram illustrating an example of the configuration of the driving support device 40 according to the second modification.
  • the driving support device 40 includes an audio output control unit 41.
  • the audio output control unit 41 is connected to the speaker 42.
  • Other configurations and operations are the same as those of the driving support device 6 shown in FIG.
  • the voice output control unit 41 accelerates or decelerates the simulated driving operation with respect to the automatic driving operation in step S11 in FIG. 4 when the error between the predicted driving locus and the driving lane is not within the allowable range of the driving lane in step S10 in FIG.
  • control is performed to output the sound from the speaker 42 to that effect.
  • the voice output control unit 41 performs control to output an error of the simulated manual driving operation with respect to the automatic driving operation, such as “too much to the right” or “too much acceleration”.
  • the voice output control unit 41 for example, “simulate manual driving operation that the driver should perform in order to approach the automatic driving operation” such as “turn the steering to the left” or “weaken the depression of the accelerator pedal”. You may perform control which outputs audio
  • the driver can grasp the error between the automatic driving operation and the simulated manual driving operation by voice.
  • the driving support device can appropriately determine the transition timing from automatic driving to manual driving. Further, by displaying the predicted traveling locus and the planned traveling locus together, the driver can easily grasp the difference between the automatic driving operation and the simulated manual driving operation. Furthermore, since the driver considers what kind of operation should be performed in order to approximate the automatic driving operation, including the combination of driving operations, the driving feeling can be obtained with certainty. Therefore, it is possible to shift from automatic driving to manual driving without suddenly changing the behavior of the vehicle.
  • the driving support device described above is not only a vehicle navigation device, that is, a car navigation device, but also a navigation device or navigation constructed as a system by appropriately combining a PND (Portable Navigation Device) and a server that can be mounted on a vehicle.
  • the present invention can be applied to apparatuses other than the apparatus. In this case, each function or each component of the driving support device is distributed and arranged in each function for constructing the system.
  • the driving support device can be arranged on a server.
  • a driving support system can be constructed by including a driving support device 43 on the vehicle side and a driving capability determination unit 16 in the server 44. The same applies to the driving support device 35 shown in FIG. 10 and the driving support device 40 shown in FIG.
  • software (driving support method) for executing the operation in the above embodiment may be incorporated in a server, for example.
  • the driving support method described above is a driving support method that supports a shift from automatic driving in a vehicle to manual driving by a driver, and information on automatic driving operation that executes automatic driving during the shift.
  • To acquire the automatic driving operation information and to acquire the simulated manual driving operation information that is the information of the simulated manual driving operation that performs the manual driving that simulates the automatic driving operation during the transition, and to acquire the acquired automatic driving operation information and Based on the simulated manual driving operation information generated, a predicted traveling locus of the vehicle by the simulated manual driving operation is generated, and the generated predicted traveling locus and the planned traveling locus of the vehicle by the automatic driving operation are displayed together. .
  • 1 Driving support device 2 Automatic driving operation information acquisition unit, 3 Simulated manual driving operation information acquisition unit, 4 Expected travel locus generation unit, 5 Display control unit, 6 Driving support device, 7 Automatic driving control unit, 8 Steering control unit, 9 Steering actuator control unit, 10 Steering angle comparison unit, 11 Acceleration control unit, 12 Acceleration amount comparison unit, 13 Brake control unit, 14 Brake amount comparison unit, 15 Acceleration / deceleration comparison unit, 16 Driving ability determination unit, 17 Lane information extraction , 18 steering actuator, 19 steering, 20 steering angle sensor, 21 accelerator pedal, 22 accelerator depression detection sensor, 23 brake pedal, 24 brake depression detection sensor, 25 vehicle steering system, 26 indicator, 27 camera outside vehicle, 28 Engine, 29 brake, 30 process S, 31 memory, 32 driving lanes, 33 predicted driving trajectory, 34 driving lanes, 35 driving support device, 36 transmission control unit, 37 shift lever, 38 shift position detection sensor, 39 transmission, 40 driving support device, 41 voice output control Part, 42 speaker, 43 driving support device, 44 server.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'objectif de la présente invention est de produire un dispositif d'aide à la conduite et un procédé d'aide à la conduite qui permettent de déterminer de manière appropriée le moment de transition d'une conduite automatique à une conduite manuelle. Ce dispositif d'aide à la conduite est équipé : d'une unité d'acquisition d'informations d'opération de conduite automatique pour acquérir des informations d'opération de conduite automatique qui sont des informations concernant une opération de conduite automatique pour exécuter une conduite automatique pendant une transition ; d'une unité d'acquisition d'informations d'opération de conduite manuelle simulée pour acquérir des informations d'opération de conduite manuelle simulée, qui sont des informations concernant une opération de conduite manuelle simulée pour exécuter une commande manuelle qui simule l'opération de conduite automatique pendant la transition ; d'une unité de production de trajectoire de déplacement prédite pour produire une trajectoire de déplacement prédite pour le véhicule en fonction de l'opération de conduite manuelle simulée, sur la base des informations d'opération de conduite automatique acquises par l'unité d'acquisition d'informations d'opération de conduite automatique, et des informations d'opération de conduite manuelle simulée acquises par l'unité d'acquisition d'informations d'opération de conduite manuelle simulée ; et d'une unité de commande d'affichage pour exécuter une commande pour combiner et afficher la trajectoire de déplacement prédite produite par l'unité de production de trajectoire de déplacement prédite et la trajectoire de déplacement planifiée pour le véhicule selon l'opération de conduite automatique.
PCT/JP2016/084048 2016-11-17 2016-11-17 Dispositif d'aide à la conduite et procédé d'aide à la conduite WO2018092230A1 (fr)

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JP2018550930A JP6942144B2 (ja) 2016-11-17 2016-11-17 運転支援装置および運転支援方法
PCT/JP2016/084048 WO2018092230A1 (fr) 2016-11-17 2016-11-17 Dispositif d'aide à la conduite et procédé d'aide à la conduite

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