WO2019193684A1

WO2019193684A1 - Driving assistance device, driving assistance system, and driving assistance method

Info

Publication number: WO2019193684A1
Application number: PCT/JP2018/014425
Authority: WO
Inventors: 卓矢河野; 真人武田; 良弘中井
Original assignee: 三菱電機株式会社
Priority date: 2018-04-04
Filing date: 2018-04-04
Publication date: 2019-10-10

Abstract

According to the present invention, an occupant information acquisition unit (11) acquires occupant information that includes at least information indicating the degree of familiarity with manual driving with respect to an occupant boarding a vehicle. A traveling circumstance acquisition unit (12) acquires traveling circumstance information indicating a traveling circumstance of the vehicle. A switching determination unit (14) determines whether or not to switch a driving mode of the vehicle from an automatic driving mode to a manual driving mode, on the basis of the occupant information acquired by the occupant information acquisition unit (11) and the traveling circumstance information acquired by the traveling circumstance acquisition unit (12).

Description

Driving support device, driving support system, and driving support method

The present invention relates to a driving support device, a driving support system, and a driving support method related to switching between automatic driving and manual driving of a vehicle.

In the present situation where the vehicle automatic driving technology is not fully realized, it is necessary for the vehicle to appropriately switch between manual driving control and automatic driving control. For example, the automatic operation control device described in Patent Document 1 determines that the driver's state is suitable for manual operation when the operation mode is set to a highly automated mode that executes automatic operation control. Then, the operation mode is switched to the basic mode and manual operation control is executed. The above automatic driving control device is based on the captured image of the camera, and the driver's state such as “sitting in the driver's seat”, “looking at the front”, or “not in poor health” It is determined whether or not the state is suitable for manual operation. The automatic operation control device switches to the basic mode when it is determined that the driver's state is not suitable for manual driving even if the driver performs an operation to switch the operation mode from the advanced automation mode to the basic mode. Continue the advanced automation mode.

International Publication No. 2016/052507

∙ As the situation in which the vehicle is automatically controlled increases, the frequency with which the passenger performs manual driving decreases. Then, a passenger who has become accustomed to automatic driving for a long time may have a reduced driving ability. However, since the conventional automatic driving control apparatus is configured as described above, there is a problem that the lack of the driving ability of the passenger is not considered when switching from the automatic driving control to the manual driving control.

The present invention has been made to solve the above-described problems, and an object thereof is to determine switching from automatic driving to manual driving in consideration of a passenger's familiarity with manual driving.

The driving support device according to the present invention includes a passenger information acquisition unit that acquires passenger information including at least information indicating a degree of manual driving familiarity of a passenger on the vehicle, and a driving situation indicating a driving situation of the vehicle. The vehicle driving mode is manually changed from the automatic driving mode based on the driving status information acquisition unit for acquiring information, the passenger information acquired by the passenger information acquisition unit, and the driving status information acquired by the driving status information acquisition unit. A switching determination unit that determines whether or not to switch to the operation mode.

According to the present invention, the vehicle operation mode is changed from the automatic operation mode to the manual operation mode based on the passenger information including at least information indicating the familiarity of the manual operation of the passenger on the vehicle and the traveling state information. Therefore, it is possible to determine whether to switch from automatic driving to manual driving in consideration of the degree of habituation of manual driving by the passenger.

1 is a block diagram illustrating a configuration example of a driving support system according to Embodiment 1. FIG. 4 is a flowchart illustrating an operation example of the driving support apparatus according to the first embodiment. 3 is a flowchart illustrating an operation example of a switching determination unit in the first embodiment. 6 is a diagram illustrating an example of passenger information of a passenger who is boarding the host vehicle in the first embodiment. FIG. 6 is a diagram illustrating an example of threshold values of levels of recommended factors possessed by a driving habituation model and a driving unfamiliar model in Embodiment 1. FIG. 10 is a flowchart illustrating an operation example of a switching determination unit in the second embodiment. It is a figure which shows the example of the threshold value of the level of each recommendation factor which the driving familiar model and driving unfamiliar model in Embodiment 2 have. 8A and 8B are diagrams illustrating a hardware configuration example of the driving support system according to each embodiment.

Hereinafter, in order to explain the present invention in more detail, modes for carrying out the present invention will be described with reference to the accompanying drawings.
Embodiment 1 FIG.
FIG. 1 is a block diagram illustrating a configuration example of a driving support system according to the first embodiment. The driving support system includes a driving support device 10, an output device 1, an input device 2, and a driving mode control device 3, and is mounted on a vehicle. Hereinafter, a vehicle equipped with a driving support system is referred to as “own vehicle”.

The driving support device 10 includes a passenger information acquisition unit 11, a traveling state information acquisition unit 12, a host vehicle information output unit 13, a switching determination unit 14, a switching proposal unit 15, an operation information acquisition unit 16, and a driving mode output unit 17. Prepare.

The occupant information acquisition unit 11 acquires occupant information including at least information indicating the degree of habituation of manual driving of the occupant on the own vehicle. The passenger is not limited to the passenger in the driver's seat, and may be a passenger in the passenger seat or the rear seat. When there are a plurality of passengers in the vehicle, the passenger information acquisition unit 11 acquires the passenger information for each passenger. The passenger information acquisition unit 11 outputs the acquired passenger information to the own vehicle information output unit 13 and the switching determination unit 14.

The passenger information is, for example, network information outside the vehicle obtained via the Internet. The network information outside the vehicle is at least one of the age, sex, driving history, accident history, or violation history of the passenger stored in the server device outside the vehicle. The driving history is at least one of a passenger's manual driving distance, manual driving time, or manual driving frequency in a predetermined period (for example, the past three years). The passenger information may be stored in a server device outside the vehicle, or may be stored in a storage device of the host vehicle.

Further, the passenger information is, for example, in-vehicle information detected by a camera or a sensor installed in the vehicle. The in-vehicle information is biological information including at least one of a passenger's facial expression, blood pressure, posture, pulse, or respiratory frequency.

The passenger information may be information related to the passenger, and is not limited to the above information. The information source of the passenger information is not limited to the information source described above.

The traveling state information acquisition unit 12 acquires traveling state information representing the traveling state of the host vehicle. The traveling state information acquisition unit 12 outputs the acquired traveling state information to the host vehicle information output unit 13 and the switching determination unit 14.

The traveling status information is, for example, network information outside the vehicle obtained via the Internet. The network information outside the vehicle is information related to the terrain around the host vehicle, the weather around the host vehicle, and the road on which the host vehicle is traveling, which is stored in the server device outside the host vehicle. The information regarding the road includes road type, road surface condition, number of lanes, lane width, and evaluation information indicating whether the vehicle is suitable for manual driving evaluated by a passenger of another vehicle.

In addition, the traveling state information is, for example, network information outside the vehicle obtained from other vehicles traveling around the host vehicle via inter-vehicle communication. The network information outside the vehicle includes information indicating whether the operation mode of the other vehicle is the manual operation mode or the automatic operation mode.

Further, the traveling state information is in-vehicle network information such as CAN (Controller Area Network), for example. The in-vehicle network information is information related to the state of the host vehicle such as control of the host vehicle and body vibration.

In addition, the traveling state information is, for example, own vehicle surrounding information detected by a camera or a sensor installed outside the vehicle. The own vehicle periphery information is at least one of the number of other vehicles traveling around the own vehicle, the topography around the own vehicle, the surrounding weather, or information on the road on which the own vehicle is traveling.

Further, the traveling state information is, for example, own vehicle position information detected by a GPS (Global Positioning System) receiver or the like.

Further, the traveling state information is, for example, map information around the host vehicle. The map information includes topography, height difference, type of road on which the vehicle is traveling, the number of lanes, the width of the lane, road branching, intersection position, junction position, and level crossing. Note that the map information may be stored in a storage device of the host vehicle, or may be stored in a server device outside the vehicle.

Note that the travel status information may be information related to the travel status of the host vehicle, and is not limited to the information described above. The information source of the traveling state information is not limited to the information source described above.

The own vehicle information output unit 13 receives the passenger information from the passenger information acquisition unit 11 and transmits it to the server device outside the vehicle. This passenger information is stored in the above-mentioned server device outside the vehicle, and is handled as vehicle network information by the passenger information acquisition unit 11 of the host vehicle.

The host vehicle information output unit 13 receives the driving state information from the driving state information acquisition unit 12 and receives information indicating whether the driving mode of the host vehicle is the manual driving mode or the automatic driving mode from the driving mode output unit 17. These pieces of information are transmitted to the other vehicle or the server device outside the vehicle as own vehicle information. This own vehicle information is handled as outside network information in other vehicles or outside server devices.

The switching determination unit 14 receives the passenger information from the passenger information acquisition unit 11 and also receives the driving state information from the driving state information acquisition unit 12. In addition, the switching determination unit 14 receives information indicating whether the operation mode of the host vehicle is the manual operation mode or the automatic operation mode from the operation mode output unit 17 described later. When the driving mode of the host vehicle is the automatic driving mode, the switching determination unit 14 calculates a level for each recommended factor using the traveling state information. Moreover, the switching determination part 14 determines the characteristic model showing the familiarity degree of the manual driving | operation for every passenger who has boarded the own vehicle using passenger information. The switching determination unit 14 determines whether to switch the driving mode of the host vehicle from the automatic driving mode to the manual driving mode for each passenger using the level for each recommended factor and the characteristic model for each passenger. The determination result is output to the switching proposal unit 15.

The switching determination unit 14 is preliminarily provided with four factors of comfort, ease, simplicity, and quietness as recommended factors. Note that the number and types of recommended factors are not limited to the above four. The switching determination unit 14 calculates the level for each recommended factor, for example, as a value in the range of 0 to 100. The higher the level of the recommended factor, the easier it is to drive manually, and the lower the level, the more difficult it is to manually drive.

Comfort level represents the degree to which a passenger can travel comfortably when driving manually. For example, when the road surface of the current vehicle is flat, there are few traffic lights, there are few intersections, the scenery is good, the view is good, the evaluation by other passengers is high, and the speed limit is large. The level of comfort is higher.

平 The degree of simplicity represents the degree to which the passenger can easily drive when manually driving. For example, the road on which the vehicle is currently traveling is a straight line, a single lane, a wide lane, a toll road, few on-street parking, few traffic, good visibility, and no difference in elevation If so, the level of ease increases.

¡Simpleness represents the degree to which passengers are less likely to get lost when driving manually. For example, the level of simplicity increases when there are few intersections, few branches, and wide lanes on the road on which the vehicle is currently traveling.

The degree of quietness represents the degree to which passengers are not affected by other vehicles when driving manually. For example, when there are few vehicles other than the road on which the vehicle is currently traveling, there are few bicycles, there are few pedestrians, and there are many lanes, the level of quietness is high.

The switching determination unit 14 is preliminarily provided with two characteristic models, a driving unfamiliar model with a relatively low degree of manual driving habituation and a driving habituation model with a relatively high degree of manual driving habituation. Note that there may be three or more characteristic models depending on the familiarity with manual driving.

The driving unfamiliar model is a characteristic model in which a passenger is not used to manual driving and is likely to request to get used to manual driving by actively performing manual driving on a plain road.
The driving habituation model is a characteristic model in which a passenger is accustomed to manual driving and is likely to require manual driving when he / she feels uncomfortable when driving comfortably on a road or in automatic driving.

Each characteristic model has a threshold for each recommended factor. The switching determination unit 14 compares the calculated recommended factor level with the recommended factor threshold of the characteristic model, using the threshold value of the characteristic model determined for a certain passenger. When the comparison result satisfies a predetermined condition, the switching determination unit 14 determines that the passenger switches from the automatic driving mode to the manual driving mode, and when the predetermined condition is not satisfied, It is determined that the automatic operation mode is continued.

The switching proposal unit 15 receives the determination result for each passenger from the switching determination unit 14. The switching proposal unit 15 generates proposal information for proposing switching to a passenger whose switching determination unit 14 has determined switching from the automatic driving mode to the manual driving mode. The switching proposal unit 15 outputs the generated proposal information to the output device 1.

The output device 1 is at least one of a display and a speaker. The output device 1 displays the proposal information received from the switching proposal unit 15 on the screen or outputs a voice, so that the switching determination unit 14 determines whether the automatic operation mode is switched to the manual operation mode. We propose switching from mode to manual operation mode. Further, the output device 1 indicates that the operation mode is switched from the automatic operation mode to the manual operation mode for the passenger by displaying the screen or voice output of the operation mode information received from the operation information acquisition unit 16 described later. Notice.

The input device 2 is at least one of a touch panel, a button, a remote controller, and a voice recognition device integrated with the display of the output device 1. The passenger who has been determined to switch from the automatic operation mode to the manual operation mode by the switching determination unit 14 performs an operation to approve the input device 2 when approving the screen display of the output device 1 or the switching suggestion by voice output. Do. The input device 2 accepts an operation for approving the switching proposal to the manual operation mode, and outputs the operation information to the operation information acquisition unit 16.

The operation information acquisition unit 16 receives, from the input device 2, operation information with a content that approves a switching proposal from the automatic operation mode to the manual operation mode. The operation information acquisition unit 16 outputs the received operation information to the operation mode output unit 17. In addition, the operation information acquisition unit 16 determines, based on the received operation information, at least the passenger who has approved the proposal to switch to the manual operation mode among the passengers who are on the vehicle. Operation mode information for notifying switching from the automatic operation mode to the manual operation mode is generated. The operation information acquisition unit 16 outputs the generated operation mode information to the output device 1.

The operation mode output unit 17 receives operation information from the operation information acquisition unit 16 to approve the proposal for switching from the automatic operation mode to the manual operation mode. The operation mode output unit 17 instructs the operation mode control device 3 to switch from the automatic operation mode to the manual operation mode. The operation mode output unit 17 outputs information indicating whether the operation mode of the host vehicle is the manual operation mode or the automatic operation mode to the host vehicle information output unit 13 and the switching determination unit 14.

The operation mode control device 3 receives from the operation mode output unit 17 an instruction to switch from the automatic operation mode to the manual operation mode. The driving mode control device 3 has switched from the automatic driving mode to the manual driving mode for various driving control devices that control the driving of the host vehicle such as an engine ECU (Electronic Control Unit) and a steering ECU (not shown). Is output as control instruction information. As a result, the control of the host vehicle is switched from automatic operation to manual operation.

Next, the operation of the driving support apparatus 10 according to Embodiment 1 will be described.
FIG. 2 is a flowchart illustrating an operation example of the driving support device 10 according to the first embodiment. The driving support apparatus 10 according to the first embodiment repeats the operation shown in the flowchart of FIG. 2 during startup. Below, the operation example of the driving assistance device 10 is demonstrated with reference to FIG.4 and FIG.5.

In step ST1, the occupant information acquisition unit 11 acquires occupant information for each occupant on the own vehicle and outputs the occupant information to the switching determination unit 14.

FIG. 4 is a diagram showing an example of passenger information of the passenger 20 and the passenger 21 who are boarding the host vehicle. For example, the occupant information acquisition unit 11 recognizes the

occupants

20 and 21 using an image captured by a camera installed in the vehicle, and the ID-20 and ID- corresponding to the recognized

occupants

20 and 21 are recognized. 21 passenger information is acquired from a server device outside the vehicle. In the example of FIG. 4, the passenger information includes ID, age, sex, mileage in the past three years, accident history, and violation history. This travel distance is a travel distance during manual operation, that is, a “manual operation distance”.

In step ST2, the traveling state information acquisition unit 12 acquires the traveling state information of the host vehicle and outputs it to the switching determination unit 14.

In step ST3, the switching determination unit 14 proceeds to step ST4 when the current operation mode of the host vehicle is the automatic operation mode (step ST3 “YES”), and when the current operation mode is the manual operation mode (step ST3 “NO”). Then, the operation shown in the flowchart of FIG.

In step ST4, the switching determination unit 14 determines whether to switch from the automatic operation mode to the manual operation mode for each passenger.

FIG. 3 is a flowchart illustrating an operation example of the switching determination unit 14 in the first embodiment, and corresponds to step ST4 in FIG.

In step ST11 of FIG. 3, the switching determination unit 14 calculates the levels of comfort level, simplicity level, simplicity level, and quietness level based on the traveling state information acquired in step ST2.
Here, the switching determination unit 14 uses the calculation methods exemplified in the following (1) to (4) to set the current comfort level to 75%, the ease level to 90%, and the simplicity level to 70. % And the level of quietness are calculated as 90%.

(1) Comfort level ・ Because the current time is between 10:00 and 15:00, 10% is added. ・ The weather is clear. 10% is added. ・ Because the lane up to 5km ahead is wide, 10%. Addition ・ Because there are multiple lanes up to 5km ahead of own vehicle, 10% addition ・ Evaluation by passengers of other vehicles on the road that is running is high, so 5% addition ・ Limited speed is 50 km / h or more Therefore, 10% addition ・ Because there are 5 or less intersections within 5km ahead of the own vehicle, 10% addition ・ 10% addition because there are 5 or less crossings within 5km ahead of the own vehicle The total comfort level is 75%.

(2) Easiness ・ Because it is a toll road up to 50km ahead of the vehicle, 50% is added ・ There is no junction within 50km in front of the vehicle, so 30% is added ・ Gradient is 3% within 50km ahead of the vehicle Since there is no more ups or downs, adding 10% gives a total level of simplicity of 90%.

(3) Simplicity ・ Because the number of road branches within 50km ahead of the vehicle is N% of the national average, add (100-N)% (here, assuming N = 30, add 70%)
Therefore, the level of simplicity is 70% in total.

(4) Since the number of other vehicles within 25 km before and after the own vehicle is 10 or less, the percentage of other vehicles in the automatic driving mode is 75 out of the other vehicles other than 25 km before and after the own vehicle. More than 20%, 20% is added and the road underway is an automobile-only road, so adding 30% adds up to 90% quietness.

In step ST12, the switching determination unit 14 determines a characteristic model for each passenger based on the passenger information acquired in step ST1. For example, the switching determination unit 14 may select one of “travel distance is 100 km or less”, “travel distance is 300 km or less and there is an accident history within the past year”, or “3 or more accidents within the past year”. If this is true, the driving unfamiliar model is determined, and in other cases, the driving unfamiliar model is determined. As described above, the travel distance is a “manual driving distance”. In the example of FIG. 4, the switching determination unit 14 determines a driving familiar model for the passenger 20 and determines a driving unfamiliar model for the passenger 21.

FIG. 5 shows that the driving familiarity model of the passenger 20 defines a comfort threshold of 80%, a simplicity threshold of 40%, a simplicity threshold of 40%, and a quietness threshold of 60%. In addition, the unfamiliar driving model of the passenger 21 defines a comfort threshold 60%, a plainness threshold 80%, a simplicity threshold 60%, and a quietness threshold 85%.

In step ST13, the switching determination unit 14 compares the level of the recommended factor with a threshold value for each passenger. In this example, the switching determination unit 14 proceeds to step ST14 when all the levels of comfort, ease, simplicity, and quietness are equal to or greater than the threshold (step ST13 “YES”), and otherwise (steps) ST13 “NO”), the process proceeds to step ST15.
In the example of FIG. 3, as a condition for switching to the manual operation mode, the case where the comfort level, the ease level, the simplicity level, and the quiet level are all equal to or higher than the threshold value is set, but the condition is limited to this. It is not something.

In step ST14, the switching determination unit 14 determines that the driving mode of the host vehicle is switched from the automatic driving mode to the manual driving mode for the passenger who satisfies the condition of step ST13.

In step ST15, the switching determination unit 14 determines that the passenger does not satisfy the condition of step ST13 and continues the automatic driving mode without switching the driving mode of the host vehicle from the automatic driving mode to the manual driving mode.

In step ST4 in FIG. 2, when the switching determination unit 14 determines switching to the manual operation mode for the passenger in step ST14 in FIG. 3 (step ST4 “YES”), the determination result is sent to the switching proposal unit 15. Output to step ST5. On the other hand, when the switching determination unit 14 determines the continuation of the automatic driving mode for the passenger at step ST15 in FIG. 3 (step ST4 “NO”), the operation illustrated in the flowchart in FIG.

In step ST5, the switching proposal unit 15 causes the output device 1 to output the switching proposal to the manual operation mode to the corresponding passenger. For example, the output device 1 performs a screen display or a voice output of a message “It is easy to drive.

In step ST6, the operation information acquisition part 16 acquires the operation information of the content which approves the switch proposal to the manual driving mode by the applicable passenger via the input device 2 (step ST6 "YES"), step. The process proceeds to ST7, and otherwise (step ST6 “NO”), the operation shown in the flowchart of FIG. 2 is terminated.

In step ST7, the operation mode output unit 17 instructs the operation mode control device 3 to switch from the automatic operation mode to the manual operation mode, and executes the switch to the manual operation mode. In addition, the operation information acquisition unit 16 outputs a notification that the operation mode is switched from the automatic operation mode to the manual operation mode from the output device 1 to the corresponding passenger.

In the example of FIG. 5, the switching determination unit 14 switches the manual operation mode to the passenger 21 who is not used to manual driving because the levels of comfort, ease, simplicity, and quietness are all equal to or higher than the threshold. The switching proposal unit 15 proposes switching to the manual operation mode. When the passenger 21 who is not used to manual driving approves the switching proposal to the manual driving mode, the driving mode output unit 17 instructs the driving mode control device 3 to switch to the manual driving mode. Accordingly, it is possible to propose switching to the manual operation mode for a passenger 21 who is not used to manual driving in a situation where it is estimated that manual driving is easy. In addition, it is possible to recommend manual driving practice to a passenger 21 who is not used to manual driving in a situation where it is estimated that manual driving is easy.

On the other hand, for the passenger 20 who is used to manual driving, the switching determination unit 14 determines that the automatic driving mode is continued without switching to the manual driving mode because the comfort level is less than the threshold. From this determination result, it is determined that the passenger 20 is used to manual driving and the necessity of recommending practice is low.

Note that the switching determination unit 14 may perform switching determination from the manual operation mode to the automatic operation mode in addition to the switching determination from the automatic operation mode to the manual operation mode. For example, the switching determination unit 14 determines to switch from the manual operation mode to the automatic operation mode when the level of at least one of the four recommended factors is less than the threshold value. The switching proposal unit 15 proposes switching from the manual operation mode to the automatic operation mode to the passenger.

Further, in the driving support device 10, the passenger information acquisition unit 11, the traveling state information acquisition unit 12, and the switching determination unit 14 are essential components, but the own vehicle information output unit 13, the switching proposal unit 15, the operation information acquisition unit. 16 and the operation mode output unit 17 are not essential components. That is, the driving support device 10 only needs to be able to determine switching from the automatic driving mode to the manual driving mode in consideration of at least the degree of familiarity with the manual driving of the passenger, and the determination result is transferred from the driving support device 10 to another in-vehicle device. May be made available to other in-vehicle devices.

As described above, the driving support device 10 according to the first embodiment includes the passenger information acquisition unit 11, the traveling state information acquisition unit 12, and the switching determination unit 14. The occupant information acquisition unit 11 acquires occupant information including at least information indicating the degree of habituation of manual driving of the occupant on the vehicle. The traveling state information acquisition unit 12 acquires traveling state information representing the traveling state of the vehicle. The switching determination unit 14 changes the driving mode of the vehicle from the automatic driving mode to the manual driving mode based on the passenger information acquired by the passenger information acquiring unit 11 and the driving status information acquired by the driving status information acquiring unit 12. It is determined whether or not to switch. Thereby, the driving assistance device 10 can determine the switching from the automatic driving to the manual driving in consideration of the passenger's familiarity with the manual driving.

Further, the driving support apparatus 10 according to the first embodiment includes a switching suggestion unit 15, an operation information acquisition unit 16, and an operation mode output unit 17. When the switching determination unit 14 determines that the automatic operation mode is switched to the manual operation mode, the switching proposal unit 15 proposes switching to the manual operation mode for the passenger. The operation information acquisition unit 16 acquires operation information with contents for approving the switching proposal to the manual operation mode by the switching proposal unit 15. When the operation information is acquired by the operation information acquisition unit 16, the operation mode output unit 17 instructs the operation mode control device 3 mounted on the vehicle to switch from the automatic operation mode to the manual operation mode. Thereby, the driving assistance device 10 can make the passenger himself / herself determine the switching from the automatic driving mode to the manual driving mode. In addition, the driving assistance device 10 can recommend manual driving practice by proposing switching to the manual driving mode for a passenger who is unfamiliar with manual driving in a driving situation where manual driving is easy.

Further, the information representing the degree of habituation of the passenger's manual driving in Embodiment 1 is at least one of the passenger's manual driving distance, manual driving time, or manual driving frequency in a predetermined period. Thereby, the driving assistance device 10 can accurately determine whether or not to switch from the automatic driving mode to the manual driving mode in consideration of the familiarity of manual driving based on the latest driving history such as the past three years. .

In addition, the traveling state information in the first embodiment is at least one of the number of other vehicles that are traveling around the vehicle or the operation mode in which the other vehicle is being executed. Further, the traveling status information is at least one of information on the terrain around the vehicle, the weather, or the road on which the vehicle is traveling. As a result, the driving support device 10 can accurately determine whether or not the driving situation is easy for manual driving.

Further, the passenger information in the first embodiment is at least one of the age, sex, accident history, or violation history of the passenger. Thereby, the driving assistance device 10 can accurately determine whether or not to switch from the automatic driving mode to the manual driving mode in consideration of the familiarity of manual driving based on the accident history or the violation history.

Embodiment 2. FIG.
Even when the driving support device 10 of the first embodiment determines that the automatic driving mode is to be continued without switching to the manual driving mode, the passenger feels dissatisfied or uncomfortable with the current automatic driving control and performs the manual driving. You may want to do it. Therefore, the driving assistance apparatus 10 according to the second embodiment considers the degree of dissatisfaction with the passenger's automatic driving when determining whether to switch from the automatic driving mode to the manual driving mode.

Since the configuration of the driving support system according to the second embodiment is the same as the configuration shown in FIG. 1 of the first embodiment in the drawing, FIG. 1 is used below.
The degree of dissatisfaction described above represents the degree of dissatisfaction with the passenger's automatic driving mode. For example, when the passenger's facial expression is negative, the posture is not changed, the stress is large, and the vibration of the vehicle body is large, the level of dissatisfaction is high.

The level of recommended factors such as comfort, simplicity, simplicity, and quietness was common to all passengers on the vehicle, but the level of dissatisfaction was different for each passenger. Calculated.
In the second embodiment, it is assumed that the degree of dissatisfaction is treated preferentially over the comfort level, the ease level, the simplicity level, and the quietness level. That is, in the characteristic model of a certain occupant, the switching determination unit 14 is manually operated from the automatic operation mode regardless of the level of comfort, ease, simplicity, and quietness when the level of dissatisfaction is equal to or greater than the threshold. Determine to switch to operation mode.

FIG. 6 is a flowchart illustrating an operation example of the switching determination unit 14 according to the second embodiment, and corresponds to step ST4 in the flowchart of FIG. Below, the operation example of the driving assistance device 10 is demonstrated with reference to FIG.2, FIG4 and FIG.7. Further, the operation shown in the flowchart of FIG. 6 will be described focusing on the operation different from the operation shown in the flowchart of FIG. 3 of the first embodiment.

In step ST11a, the switching determination unit 14 determines the level of comfort, ease, simplicity, quietness, and dissatisfaction level based on the passenger information acquired in step ST1 and the driving situation information acquired in step ST2. Is calculated.
Here, as in the first embodiment, the switching determination unit 14 sets the current comfort level to 75%, the ease level to 90%, the simplicity level to 70%, and the quietness level to 90%. % Calculated. In addition, it is assumed that the switching determination unit 14 calculates the dissatisfaction level of the current passenger 20 as 80% by the calculation method illustrated in (5) below. Although detailed explanation is omitted, it is assumed that the switching determination unit 14 calculates the current level of dissatisfaction of the passenger 21 as 50%. As shown in FIG. 4, the passenger 20 is a passenger who is used to manual driving, and the passenger 21 is a passenger who is not used to manual driving.

(5) Dissatisfaction • Passenger 20's facial expression is not positive but negative, so 30% addition • Passenger 20's posture has not changed for more than 1 hour, so 20% addition • Own vehicle receives from the road surface Since vibration is 20% or more larger than the past average vibration, 10% addition ・ Stress based on biological information such as heart rate, blood pressure, or respiratory frequency of passenger 20 is detected. The total dissatisfaction level is 80%.

FIG. 7 is a diagram showing an example of threshold values of levels of recommended factors possessed by the driving familiar model and the driving unfamiliar model. The driving familiarity model of the passenger 20 defines a comfort level threshold value of 80%, an easiness level threshold value of 40%, a simplicity level threshold value of 40%, a quietness level threshold value of 60%, and a dissatisfaction level threshold value of 40%. In addition, the unfamiliar driving model of the passenger 21 defines a comfort threshold 60%, a simplicity threshold 80%, a simplicity threshold 60%, a quietness threshold 85%, and a dissatisfaction threshold 60%. Yes.

In step ST21, the switching determination unit 14 compares the level of the degree of dissatisfaction of the passenger with a threshold value for each passenger. The switching determination unit 14 proceeds to step ST14 for passengers whose dissatisfaction level is greater than or equal to the threshold (step ST21 “YES”), and for passengers whose dissatisfaction level is less than the threshold (step ST21 “NO”). The process proceeds to step ST13a.

In step ST13a, the switching determination unit 14 compares the level of the recommended factor other than the degree of dissatisfaction with the threshold for each passenger. The switching determination unit 14 proceeds to step ST14 when the comfort level, the ease level, the simplicity level, and the quiet level are all equal to or higher than the threshold (step ST13a “YES”), and otherwise (step ST13a “NO”). ), Go to step ST15.

In the example of FIG. 5 of the first embodiment, the switching determination unit 14 determines that the passenger 20 who is used to manual driving will continue the automatic driving mode without switching to the manual driving mode. On the other hand, in the example of FIG. 7 of the second embodiment, since the level of dissatisfaction 80% of the passenger 20 who is used to manual driving exceeds the threshold 40%, the switching determination unit 14 continues the automatic driving mode. Without determining whether to switch to manual operation mode.

On the other hand, since the dissatisfaction level 50% of the passenger 21 who is not accustomed to manual driving does not exceed the threshold value 60%, the switching determination unit 14 sets the comfort level, the simplicity level, the simplicity level, and the quiet level as threshold values. Compare with The switching determination unit 14 determines that the passenger 21 who is not used to manual driving is switched to the manual driving mode because the comfort level, the ease level, the simplicity level, and the quiet level are all equal to or higher than the threshold value.

As described above, the switching determination unit 14 according to the second embodiment obtains the degree of dissatisfaction with respect to the automatic driving mode of the passenger based on the biological information during execution of the automatic driving mode, and performs automatic driving when the degree of dissatisfaction is equal to or greater than a threshold value. It is determined to switch from the mode to the manual operation mode. The biometric information is at least one of a passenger's facial expression, blood pressure, posture, pulse, or respiratory frequency. Thereby, the driving assistance device 10 can determine the switching from the automatic driving mode to the manual driving mode in consideration of the degree of dissatisfaction with the passenger's automatic driving. Therefore, when the passenger feels dissatisfied or uncomfortable with the current automatic driving control and wants to perform manual driving, it is possible to propose switching to the manual driving mode.

Finally, the hardware configuration of the driving support system according to each embodiment will be described.
8A and 8B are diagrams illustrating a hardware configuration example of the driving support system according to each embodiment. Functions of the passenger information acquisition unit 11, the traveling state information acquisition unit 12, the own vehicle information output unit 13, the switching determination unit 14, the switching proposal unit 15, the operation information acquisition unit 16, and the driving mode output unit 17 in the driving support device 10. Is realized by a processing circuit. That is, the driving support device 10 includes a processing circuit for realizing the above functions. The processing circuit may be the processing circuit 100 as dedicated hardware, or may be the processor 101 that executes a program stored in the memory 102.

As shown in FIG. 8A, when the processing circuit is dedicated hardware, the processing circuit 100 includes, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit). ), FPGA (Field Programmable Gate Array), or a combination thereof. The functions of the passenger information acquisition unit 11, the traveling state information acquisition unit 12, the own vehicle information output unit 13, the switching determination unit 14, the switching proposal unit 15, the operation information acquisition unit 16, and the driving mode output unit 17 are a plurality of processing circuits. 100 may be implemented, or the functions of the respective units may be implemented together by a single processing circuit 100.

As shown in FIG. 8B, when the processing circuit is the processor 101, the passenger information acquisition unit 11, the traveling state information acquisition unit 12, the own vehicle information output unit 13, the switching determination unit 14, the switching proposal unit 15, the operation information The functions of the acquisition unit 16 and the operation mode output 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 102. The processor 101 reads out and executes a program stored in the memory 102, thereby realizing the function of each unit. In other words, the driving support device 10 includes a memory 102 for storing a program that, when executed by the processor 101, results in the steps shown in the flowchart of FIG. In addition, this program includes a passenger information acquisition unit 11, a traveling state information acquisition unit 12, a host vehicle information output unit 13, a switching determination unit 14, a switching proposal unit 15, an operation information acquisition unit 16, and a driving mode output unit 17. It can also be said that the procedure or method is executed by a computer.

Here, the processor 101 is a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, or the like.
The memory 102 may be a RAM (Random Access Memory), a ROM (Read Only Memory), an EPROM (Erasable Programmable ROM), or a nonvolatile or volatile semiconductor memory such as a flash memory, a hard disk, a flexible disk, or the like. The magnetic disk may be a CD (Compact Disc) or a DVD (Digital Versatile Disc).

It should be noted that the functions of the passenger information acquisition unit 11, the traveling state information acquisition unit 12, the own vehicle information output unit 13, the switching determination unit 14, the switching proposal unit 15, the operation information acquisition unit 16, and the driving mode output unit 17 are as follows. The part may be realized by dedicated hardware, and a part may be realized by software or firmware. As described above, the processing circuit in the driving support device 10 can realize the above-described functions by hardware, software, firmware, or a combination thereof.

In the present invention, within the scope of the invention, free combinations of the respective embodiments, modification of arbitrary components of the respective embodiments, or omission of arbitrary components of the respective embodiments are possible.

In the driving support device according to the present invention, the switching from the automatic driving mode to the manual driving mode is determined in consideration of the degree of familiarity of the passenger with manual driving. Suitable for use in devices and the like.

DESCRIPTION OF SYMBOLS 1 Output device, 2 Input device, 3 Driving mode control device, 10 Driving support device, 11 Passenger information acquisition part, 12 Driving condition information acquisition part, 13 Own vehicle information output part, 14 Switching judgment part, 15 Switching proposal part, 16 Operation information acquisition unit, 17 operation mode output unit, 20, 21 passenger, 100 processing circuit, 101 processor, 102 memory.

Claims

A passenger information acquisition unit for acquiring passenger information including at least information indicating a degree of familiarity with manual driving of a passenger on the vehicle;
A driving situation information acquisition unit for acquiring driving situation information representing the driving situation of the vehicle;
Whether to switch the driving mode of the vehicle from the automatic driving mode to the manual driving mode based on the passenger information acquired by the passenger information acquiring unit and the driving status information acquired by the driving status information acquiring unit. A driving support device comprising a switching determination unit for determining.
When it is determined by the switching determination unit to switch from the automatic operation mode to the manual operation mode, a switching suggestion unit that proposes switching to the manual operation mode for the passenger;
An operation information acquisition unit for acquiring operation information of contents for approving the switching proposal to the manual operation mode by the switching proposal unit;
An operation mode output unit that instructs the operation mode control device mounted on the vehicle to switch from the automatic operation mode to the manual operation mode when the operation information is acquired by the operation information acquisition unit; The driving support apparatus according to claim 1.
The information representing the degree of habituation of the passenger's manual driving is at least one of the manual driving distance, manual driving time, or manual driving frequency of the passenger during a predetermined period. The driving support device according to Item 1.
2. The driving support apparatus according to claim 1, wherein the traveling state information is at least one of the number of other vehicles traveling around the vehicle or an operation mode being executed by the other vehicle.
The driving support device according to claim 1, wherein the traveling state information is at least one of information on a terrain around the vehicle, weather, or a road on which the vehicle is traveling.
The driving support apparatus according to claim 1, wherein the passenger information is at least one of the age, sex, accident history, or violation history of the passenger.
The driving support device according to claim 1, wherein the passenger information is biological information including at least one of the facial expression, blood pressure, posture, pulse, or respiratory frequency of the passenger.
The switching determination unit obtains a degree of dissatisfaction with respect to the automatic driving mode of the occupant based on the biological information during execution of the automatic driving mode, and when the degree of dissatisfaction is equal to or greater than a threshold value, The driving support apparatus according to claim 7, wherein switching to the driving mode is determined.
The driving support device according to claim 2;
An output device for outputting to the passenger the switching proposal to the manual operation mode by the switching proposal unit;
A driving support system comprising: an input device that accepts an operation for approving the switching proposal to the manual operation mode by the passenger and outputs the operation information to the operation information acquisition unit.
A passenger information acquisition unit acquiring passenger information including at least information indicating a degree of habituation of manual driving of a passenger boarding the vehicle;
A step of acquiring a driving situation information representing a driving situation of the vehicle, a driving situation information acquisition unit;
The switching determination unit changes the driving mode of the vehicle from the automatic driving mode to the manual driving mode based on the passenger information acquired by the passenger information acquiring unit and the driving status information acquired by the driving status information acquiring unit. And a step of determining whether or not to switch.