WO2020202431A1 - Operation control device and operation control method - Google Patents

Operation control device and operation control method Download PDF

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Publication number
WO2020202431A1
WO2020202431A1 PCT/JP2019/014450 JP2019014450W WO2020202431A1 WO 2020202431 A1 WO2020202431 A1 WO 2020202431A1 JP 2019014450 W JP2019014450 W JP 2019014450W WO 2020202431 A1 WO2020202431 A1 WO 2020202431A1
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WO
WIPO (PCT)
Prior art keywords
occupant
route
determination unit
vehicle
time
Prior art date
Application number
PCT/JP2019/014450
Other languages
French (fr)
Japanese (ja)
Inventor
太之 江浦
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.)
Filing date
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 JP2021511800A priority Critical patent/JP7138778B2/en
Priority to PCT/JP2019/014450 priority patent/WO2020202431A1/en
Publication of WO2020202431A1 publication Critical patent/WO2020202431A1/en

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • 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 vehicle driving control device and a driving control method.
  • the route search device described in Patent Document 1 searches for a route in which road links that can be automatically driven are continuous, and creates a plurality of candidate routes. Subsequently, the route search device calculates the number of automatically driveable road links branching from each node included in the candidate route for each of the plurality of candidate routes, and presents the candidate route having a large number of road links as a recommended route. To do. As a result, if a sudden situation such as an accident occurs while automatically traveling on the recommended route, there is a high possibility that there is an alternative route that can continue automatic driving.
  • autonomous driving technologies that drive the vehicle autonomously
  • fully autonomous driving technologies that do not require any driving operation by the occupants under any environment, and autonomous driving is possible under specific environments, but depending on the situation.
  • an automatic driving technology that requires manual driving by the occupants. If the vehicle is not a vehicle to which the technology of fully autonomous driving is applied (hereinafter referred to as "fully autonomous driving vehicle"), for example, autonomous driving is performed only on an autonomous driving road in which an environment suitable for autonomous driving is prepared. , Manual driving is performed on other roads.
  • a route in which autonomously driving roads and other roads coexist may be set as a route from the departure point to the destination.
  • a switch from autonomous driving to manual driving must be performed before the vehicle enters any other road from an autonomous driving road.
  • the possibility that the occupant in the vehicle cannot operate due to poor physical condition or the like is not considered at the time of this switching. In this state, it is not possible to switch to manual driving, so for example, it is necessary to stop the vehicle until the occupant can manually drive.
  • the vehicle is stopped, there is a problem that the arrival time at the destination is delayed by the time when the vehicle is stopped.
  • the present invention has been made to solve the above problems, and an object of the present invention is to suppress a delay in arrival time at a destination in consideration of the condition of the occupants.
  • the driving control device allows the occupant to manually drive by using the occupant information acquisition unit that acquires the occupant information indicating the state of the occupant on the vehicle and the occupant information acquired by the occupant information acquisition unit.
  • the occupant status judgment unit that determines whether or not the vehicle can be manually driven and estimates the estimated recovery time until the occupant can be manually driven when the occupant cannot be manually driven, and the occupant status judgment unit that is not capable of manual driving and the estimated recovery time It is provided with a switching determination unit for extending the manual driving start time for starting the manual driving of the vehicle when the time is less than a predetermined time.
  • the time for starting the manual operation is extended, so that the occupant can be manually operated. Compared to the case where the vehicle is stopped until the vehicle is stopped, the delay in the arrival time at the destination can be suppressed.
  • FIG. 1 It is a block diagram which shows the structural example of the operation control apparatus which concerns on Embodiment 1.
  • FIG. It is a flowchart which shows the operation example of the operation control apparatus which concerns on Embodiment 1.
  • FIG. 2 is a flowchart which shows the operation example in the manual operation start time extension of the operation control apparatus which concerns on Embodiment 2. It is a figure explaining the initial route in Embodiment 2.
  • FIG. It is a figure explaining the route change at the time of the first extension of the manual operation start time in Embodiment 2.
  • FIG. It is a block diagram which shows an example of the hardware composition of the operation control device which concerns on each embodiment. It is a block diagram which shows another example of the hardware composition of the operation control device which concerns on each embodiment.
  • FIG. 1 is a block diagram showing a configuration example of the operation control device 10 according to the first embodiment.
  • the vehicle 1 is provided with an occupant monitoring unit 2, a position information acquisition unit 3, a map storage unit 4, a vehicle control unit 5, a display unit 6, a voice output unit 7, an input unit 8, and a driving control device 10.
  • the driving control device 10 controls switching between manual driving and automatic driving of the vehicle 1.
  • the operation control device 10 is connected to an occupant monitoring unit 2, a position information acquisition unit 3, a map storage unit 4, a vehicle control unit 5, a display unit 6, a voice output unit 7, and an input unit 8.
  • the occupant monitoring unit 2 monitors at least one of facial expressions, eye conditions such as the degree of hyperemia or eye opening, pulse, exhalation, or blood alcohol concentration of each occupant in the vehicle 1, and the monitoring result. Is output to the occupant information acquisition unit 11 as occupant information.
  • the occupant monitoring unit 2 includes, for example, a DMS (Driver Monitoring System) that monitors the driver's condition using a camera and various sensors, or an OMS (Occupant Monitoring System) that monitors the occupant's condition using a camera and various sensors. It is composed of.
  • the occupants include not only the driver seated in the driver's seat but also the passengers.
  • the occupant shall refer to a person who has a driver's license.
  • the driving control device 10 may determine whether or not the occupant has a driver's license by any method.
  • the position information acquisition unit 3 receives radio waves from a GPS (Global Positioning System) satellite and positions the vehicle 1 using the received radio waves.
  • the position information acquisition unit 3 outputs the position information indicating the position of the vehicle 1 to the switching determination unit 13 and the route setting unit 14.
  • the map storage unit 4 stores map information.
  • the map information is used for route search by the route setting unit 14.
  • each road in the map information is composed of a node such as an intersection and a link which is a section connecting the nodes.
  • each road in the map information is divided into a road that can be driven automatically and a road that requires manual driving.
  • Roads that can be driven automatically include, for example, automatic driving level 4 (advanced driving automation) and automatic driving level 5 (complete driving automation) among the automatic driving levels 0 to 5 defined by SAE (SAE (SAE International) Engines). It shall be a road classified as.
  • Roads that require manual driving are, for example, roads classified as automatic driving level 3 (conditional driving automation) or lower among automatic driving levels 0 to 5 defined by SAE.
  • the map storage unit 4 may be provided in the vehicle 1, or may be provided in an external server or the like.
  • the route setting unit 14 may acquire map information from the map storage unit 4 such as the external server via a communication device (not shown).
  • the vehicle control unit 5 controls the vehicle 1 so that the vehicle 1 autonomously travels along the route set by the route setting unit 14.
  • the vehicle control unit 5 starts or ends automatic driving according to an instruction from the switching determination unit 13.
  • the automatic driving performed by the vehicle control unit 5 is an automatic driving that does not require a driving operation by an occupant.
  • the display unit 6 is a display that displays information from the switching determination unit 13 and the route setting unit 14.
  • the audio output unit 7 is a speaker that outputs information from the switching determination unit 13 as audio.
  • the input unit 8 receives the operation of the occupant and outputs the received operation content as operation information to the route setting unit 14.
  • the input unit 8 is composed of a touch panel, a controller, or the like.
  • the touch panel may be integrally configured with the display which is the display unit 6.
  • the operation control device 10 includes an occupant information acquisition unit 11, an occupant state determination unit 12, a switching determination unit 13, and a route setting unit 14.
  • the driving control device 10 may use a car navigation device or the like having a route setting function, which is separately provided in the vehicle 1, instead of providing the route setting unit 14.
  • the occupant information acquisition unit 11 acquires occupant information indicating the status of each occupant on the vehicle 1 from the occupant monitoring unit 2 and outputs it to the occupant status determination unit 12. Further, each time the occupant information acquisition unit 11 receives the notification of the extension of the manual operation start time from the switching determination unit 13, the occupant information acquisition unit 11 acquires the occupant information from the occupant monitoring unit 2 and outputs the notification to the occupant state determination unit 12.
  • the occupant status determination unit 12 determines whether or not each occupant can manually drive using the occupant information from the occupant information acquisition unit 11.
  • the occupant status determination unit 12 estimates the time until manual driving becomes possible for each of the occupants who cannot be manually operated (hereinafter referred to as "estimated recovery time"), and determines whether or not manual driving is possible and the expected recovery.
  • the time is output to the switching determination unit 13.
  • the occupant condition determination unit 12 shall determine the health condition of the occupant by using the facial expression, eye condition, pulse, exhalation, and blood alcohol concentration included in the occupant information.
  • Health status shall include both physical and mental health, such as poor physical condition, drowsiness, fatigue, and drunkenness.
  • the occupant condition determination unit 12 scores the health condition based on the facial expression, the health condition based on the degree of congestion or the degree of eye opening, the health condition based on the pulse, and the exhaled breath for each occupant. Score health status and score health status based on blood alcohol concentration.
  • the scoring method shall be preset for the occupant condition determination unit 12, and the better the health condition, the higher the score.
  • the occupant state determination unit 12 adds the facial expression score, the eye condition score, the pulse score, the exhalation score, and the blood alcohol concentration score for each occupant to obtain the total score, and obtains the total score.
  • the occupant condition determination unit 12 estimates the estimated recovery time until manual operation becomes possible for each occupant whose health condition level is 2 or less, using the occupant information. It is assumed that the method of estimating the estimated recovery time is preset for the occupant state determination unit 12. For example, the occupant state determination unit 12 estimates the estimated recovery time for an occupant who is determined to be drunk from the blood alcohol concentration by using a calculation formula for predicting a temporal change in the blood alcohol concentration. At that time, the occupant state determination unit 12 may correct the above calculation formula by using occupant information such as facial expressions other than the blood alcohol concentration.
  • the occupant state determination unit 12 recovers the occupant who is determined to be tired or drowsy from the degree of redness or eye opening by using a calculation formula for predicting a temporal change in fatigue or drowsiness. Estimate the estimated time.
  • the method for estimating the estimated recovery time is not limited to the above example.
  • the occupant condition determination unit 12 determines that manual operation is not possible when the occupant's health condition level is 2 or less. In addition, the occupant status determination unit 12 determines the estimated recovery time until the manual operation becomes possible, that is, the time until the health status level reaches 3 or higher, that is, the time until the vehicle recovers to a state where there is no legal or health problem. To estimate.
  • the switching determination unit 13 determines to switch between the automatic driving and the manual driving of the vehicle 1 based on the automatic driving section and the manual driving section of the route set by the route setting unit 14, and the vehicle control unit 5 determines to switch between the automatic driving and the manual driving according to the determination result. Is instructed to start or end automatic operation.
  • the switching determination unit 13 determines switching between automatic operation and manual operation in consideration of the state of each occupant determined by the occupant state determination unit 12. For example, the switching determination unit 13 determines that all the occupants on the vehicle 1 cannot be manually driven by the occupant state determination unit 12, and the estimated recovery time of all the occupants estimated by the occupant state determination unit 12 If it is less than a predetermined time, the time for starting the manual driving of the vehicle 1 (hereinafter, referred to as "manual driving start time") is extended.
  • the predetermined time is, for example, the time until the estimated time of arrival at the start point of the manual driving section on the premise that the vehicle travels on the currently scheduled route at the scheduled speed.
  • the estimated time of arrival at the start point of the manual operation section is estimated by the route setting unit 14.
  • the switching determination unit 13 notifies the occupant information acquisition unit 11 to that effect.
  • the switching determination unit 13 may generate notification information for notifying the occupant of switching between automatic operation and manual operation.
  • the switching determination unit 13 displays the generated notification information on the display unit 6 or outputs the voice from the voice output unit 7.
  • the route setting unit 14 receives the operation information indicating the departure point and the destination set by the occupant from the input unit 8.
  • the departure place may be the current position acquired by the position information acquisition unit 3.
  • the route setting unit 14 searches for a candidate route from the departure point to the destination by using the map information of the map storage unit 4.
  • the route setting unit 14 searches for a candidate route from the departure place to the destination through the waypoint.
  • the route setting unit 14 searches for any candidate route, such as a candidate route having a short traveling time, a candidate route having a short traveling distance, or a candidate route traveling preferentially on a toll road, according to the setting of an occupant. Good.
  • the route setting unit 14 causes the display unit 6 to display one or more searched route candidates.
  • the occupant performs an operation on the input unit 8 to select one candidate route from one or more candidate routes displayed on the display unit 6.
  • the route setting unit 14 receives the operation information indicating the candidate route selected by the occupant from the input unit 8, and sets the candidate route as the route from the departure point to the destination of the vehicle 1. Further, the route setting unit 14 uses the map information of the map storage unit 4 to discriminate between the automatic driving section and the manual driving section in the set route, and also considers the current traffic condition and the vehicle speed of the vehicle 1. While estimating the estimated time of arrival for each section.
  • the automatic driving section is a road having an automatic driving level of 4 or higher
  • the manual driving section is a road having an automatic driving level of 3 or lower. Since a well-known technique may be used for estimating the estimated time of arrival, the description thereof will be omitted.
  • the route setting unit 14 outputs the set route, the discrimination result between the automatic operation section and the manual operation section, the estimated time of arrival, and the like to the switching determination unit 13 as route information.
  • FIG. 2 is a flowchart showing an operation example of the operation control device 10 according to the first embodiment.
  • the operation control device 10 starts the operation shown in the flowchart of FIG. 2 after the occupant gets on the vehicle 1 and before the vehicle 1 travels.
  • step ST1 the occupant information acquisition unit 11 acquires the occupant information of each occupant from the occupant monitoring unit 2.
  • the occupant state determination unit 12 determines whether or not each occupant can manually drive at the present time by using the occupant information acquired by the occupant information acquisition unit 11 in step ST1.
  • the occupant state determination unit 12 estimates the estimated recovery time until the occupant who is determined to be unable to manually drive, and sets the estimated recovery time based on the current time.
  • the route setting unit 14 searches for a candidate route based on the destination or the like set by the occupant, and sets the candidate route selected by the occupant among the searched candidate routes as the route. Further, the route setting unit 14 uses the map information to discriminate between the automatic operation section and the manual operation section in the set route.
  • the route setting unit 14 estimates the estimated time of arrival at the end point of the automatic driving section, that is, the start point of the manual driving section. The route setting unit 14 outputs the route information including these information to the switching determination unit 13.
  • step ST4 the switching determination unit 13 instructs the vehicle control unit 5 to start automatic driving when the departure place is an automatic driving section (step ST4 “YES”) based on the route information from the route setting unit 14. ST5).
  • the vehicle control unit 5 starts automatic driving, and the vehicle 1 autonomously travels in the automatic driving section from the starting point to the starting point of the manual driving section.
  • step ST6 the occupant information acquisition unit 11 acquires the latest occupant information of each occupant.
  • step ST7 the occupant state determination unit 12 determines whether or not each occupant can manually drive at the present time by using the occupant information acquired by the occupant information acquisition unit 11 in step ST6.
  • the occupant state determination unit 12 estimates the estimated recovery time until the occupant who is determined to be unable to manually drive, and resets the estimated recovery time based on the current time.
  • step ST8 the switching determination unit 13 determines whether or not there is an occupant capable of manual driving at the estimated time of arrival at the manual operation section start point estimated by the route setting unit 14 in step ST3. Specifically, when there is an occupant whose health condition level is determined to be 3 or higher in step ST7, the switching determination unit 13 determines that there is an occupant who can manually drive at the estimated time of arrival at the start point of the manual driving section. (Step ST8 “YES”). Further, even if there is no occupant whose health condition level is determined to be 3 or higher in step ST7, the switching determination unit 13 compares the estimated time of arrival in the manual driving section with the estimated time of recovery, and plans to arrive in the manual driving section.
  • step ST8 “NO” it is determined that there is no occupant capable of manual driving at the scheduled arrival time in the manual driving section.
  • step ST9 the switching determination unit 13 acquires the current position information from the position information acquisition unit 3, and determines whether or not the vehicle 1 has arrived at the start point of the manual driving section based on the acquired position information.
  • the switching determination unit 13 may notify the occupant of the switch from the automatic operation to the manual operation by using at least one of the display unit 6 and the voice output unit 7 before arriving at the start point of the manual operation section. ..
  • the switching determination unit 13 instructs the vehicle control unit 5 to stop the vehicle 1 when a manually driving occupant is seated in a seat other than the driver's seat, and also instructs the vehicle control unit 5 to stop the vehicle 1 and displays the display unit 6 or the voice output unit 7. At least one of the above may be used to notify the driver to seat a manually driven occupant in the driver's seat.
  • step ST10 the switching determination unit 13 sets the manual operation start time because all the occupants of the vehicle 1 cannot be manually driven and the estimated recovery time of all the occupants is less than the estimated arrival time of the manual operation section start point. Extend. For example, the switching determination unit 13 instructs the vehicle control unit 5 to decelerate the vehicle speed, and extends the manual driving start time by delaying the arrival time at the manual driving section start point.
  • the switching determination unit 13 When the manual operation start time is extended in step ST10, the switching determination unit 13 notifies the occupant information acquisition unit 11 of the extension of the manual operation start time and causes the occupant monitoring unit 2 to acquire the latest occupant information ( Step ST6). The occupant state determination unit 12 redetermines whether or not each occupant can manually drive using the latest occupant information, and re-estimates the estimated recovery time (step ST7). Further, the switching determination unit 13 instructs the route setting unit 14 to re-estimate the estimated time of arrival in the manual operation section.
  • step ST4 the switching determination unit 13 determines that the health condition level is 3 or higher in step ST2 when the departure point is the manual operation section (step ST4 “NO”) based on the route information from the route setting unit 14. It is determined whether or not there is an occupant, that is, whether or not there is an occupant who can manually drive (step ST11). When there is an occupant whose health condition level is determined to be 3 or higher (step ST11 “YES”), the switching determination unit 13 determines that the occupant whose health condition level is determined to be 3 or higher is manually operated to start the vehicle (step ST12). ). In step ST12, the switching determination unit 13 uses, for example, at least one of the display unit 6 and the voice output unit 7 to notify the vehicle to start by manual operation by an occupant having a health condition level of 3 or higher.
  • step ST11 “NO”) the switching determination unit 13 enables manual operation until the health status level of at least one occupant recovers to 3 or higher. Until then, it is determined that the vehicle 1 stands by without starting (step ST13).
  • step ST13 the switching determination unit 13 recovers the health status level of at least one of the occupants in the vehicle 1 to 3 or more by using, for example, at least one of the display unit 6 and the audio output unit 7. Notifies you to wait until the expected recovery time.
  • the switching determination unit 13 changes the route to a candidate route whose departure place is an automatic driving section in step ST13. You may instruct the route setting unit 14.
  • the driving control device 10 shows the time when the vehicle 1 enters the automatic driving section from the manual driving section.
  • the operation after step ST5 may be performed by regarding it as the "automatic operation start" time point in step ST5 of 2.
  • the operation control device 10 includes an occupant information acquisition unit 11, an occupant state determination unit 12, and a switching determination unit 13.
  • the occupant information acquisition unit 11 acquires occupant information indicating the state of the occupants on the vehicle 1.
  • the occupant state determination unit 12 determines whether or not the occupant can be manually driven by using the occupant information acquired by the occupant information acquisition unit 11, and if the occupant is not capable of manual driving, the occupant becomes capable of manual driving. Estimate the estimated recovery time.
  • the switching determination unit 13 extends the manual driving start time for starting the manual driving of the vehicle 1 when the occupant is not able to drive manually and the estimated recovery time is less than a predetermined time.
  • the operation control device 10 monitors and grasps the state of the occupant in advance, so that the manual operation start time can be extended in a situation where switching from automatic operation to manual operation is required, and the vehicle 1 travels. Can be continued. As a result, the operation control device 10 can suppress a delay in the arrival time at the destination as compared with the case where the vehicle 1 is stopped until the occupant can manually drive the vehicle.
  • the occupant state determination unit 12 determines whether or not the occupant can manually drive and estimates the estimated recovery time each time the switching determination unit 13 extends the manual operation start time. Do.
  • the operation control device 10 can constantly monitor and grasp the state of the occupant.
  • Embodiment 2 The operation control device 10 of the first embodiment has a configuration in which the vehicle speed is reduced in order to extend the manual operation start time.
  • the operation control device 10 of the second embodiment has a configuration of searching for a route capable of continuing the automatic operation in order to extend the manual operation start time.
  • FIG. 1 shows an operation example of the operation control device 10 according to the second embodiment during the extension of the manual operation start time.
  • the route setting unit 14 indicates to that effect. Notify 14.
  • the route setting unit 14 that has received this notification performs the operations of steps ST21 to ST24 shown in the flowchart of FIG.
  • the route setting unit 14 searches for a route that can continue the automatic operation until the estimated recovery time using the map information. For example, the route setting unit 14 searches for a route that can continue automatic driving until the shortest estimated recovery time of each occupant on the vehicle 1. Further, when searching for a route capable of continuing automatic driving, the route setting unit 14 may preferentially search for a route with less vibration or a route with less meandering in consideration of occupants with a low health condition level. Good.
  • the route setting unit 14 When there is a route that can continue the automatic operation (step ST22 “YES”), the route setting unit 14 outputs the route information related to the route that can continue the automatic operation to the switching determination unit 13 (step ST23).
  • the switching determination unit 13 that has received this route information instructs the vehicle control unit 5 to change the route.
  • the switching determination unit 13 changes the route in step ST23 in order to extend the manual operation start time, the health status of each occupant is monitored and grasped in steps ST6 and ST7 of FIG. In the following step ST8, the switching determination unit 13 determines whether or not there is an occupant whose health condition level is expected to recover to 3 or more at the estimated time of arrival of the new manual operation section on the changed route.
  • the route setting unit 14 can continue automatic operation to extend the manual operation start time.
  • the route search will be repeated (step ST21).
  • FIG. 4 is a diagram for explaining the initial route in the second embodiment.
  • the route setting unit 14 has searched for the route 40 from the departure point 41 to the destination 42 shown in FIG.
  • This route 40 is composed of an automatic operation section 44 and a manual operation section 45. It is assumed that the health condition level of all occupants cannot be expected to recover at the estimated time of arrival when the vehicle 1 arrives at the start point 43 of the manual driving section.
  • FIG. 5 is a diagram illustrating a route change at the time of extending the first manual operation start time in the second embodiment.
  • the route setting unit 14 searches for a route 40a capable of continuing automatic operation. This route 40a branches to the automatic driving section 54 at a branch point 51 in the middle of the automatic driving section 44, and is connected to the destination 42 from the automatic driving section 54 via the manual driving section 55.
  • the route setting unit 14 estimates the estimated time of arrival of the manual operation section start point 53, includes it in the route information of the route 40a, and outputs it to the switching determination unit 13.
  • the switching determination unit 13 When the latest estimated recovery time estimated by the occupant state determination unit 12 is less than the estimated time of arrival of the manual operation section start point 53 estimated by the route setting unit 14, the switching determination unit 13 again performs the manual operation start time. Is extended, and the route setting unit 14 is notified to that effect.
  • FIG. 6 is a diagram illustrating a route change at the time of extending the second manual operation start time in the second embodiment.
  • the route setting unit 14 again searches for a route 40b capable of continuing automatic operation in step ST21 of FIG.
  • This route 40b branches to the automatic driving section 63 at a branch point 61 in the middle of the automatic driving section 54, and connects to the destination 42 from the automatic driving section 63 via the manual driving section 64.
  • the route setting unit 14 estimates the estimated time of arrival of the manual operation section start point 62, includes it in the route information of the route 40b, and outputs it to the switching determination unit 13.
  • the switching determination unit 13 When the latest estimated recovery time estimated by the occupant state determination unit 12 is less than the estimated time of arrival of the manual operation section start point 62 estimated by the route setting unit 14, the switching determination unit 13 again performs the manual operation start time. Is extended, and the route setting unit 14 is notified to that effect.
  • step ST22 “NO”) the route setting unit 14 notifies the switching determination unit 13 that there is no route that can continue the automatic operation.
  • the switching determination unit 13 uses at least one of the display unit 6 and the voice output unit 7 to select the options (a) and (b). Notify the occupants.
  • Option (a) is to recover the health condition of the occupants by parking the vehicle 1 in a nearby stoptable place and then taking a break.
  • Option (b) is to park the vehicle 1 in a nearby stopable place and then encourage the use of nearby public transportation such as railroads, buses, or taxis, so that the arrival time at the destination can be set as much as possible. It is to speed up.
  • An example of the display screens of the options (a) and (b) is shown in FIG.
  • FIG. 7 is a diagram showing a display example in the second embodiment when the manual operation start time cannot be extended and the occupant cannot perform manual operation.
  • the switching determination unit 13 generates an image as shown in FIG. 7 and displays it on the display unit 6.
  • the switching determination unit 13 refers to the route setting unit 14 to a stopable place near the current position. , And instruct them to search for a route to the stop.
  • the route setting unit 14 searches for a route from the current position to the stoptable location using the map information, and outputs this route as route information to the switching determination unit 13.
  • the switching determination unit 13 causes the display unit 6 to display the route to the stoptable place based on the route information from the route setting unit 14. Alternatively, the switching determination unit 13 may instruct the vehicle control unit 5 to go to the stoptable place based on the route information from the route setting unit 14.
  • the switching determination unit 13 tells the route setting unit 14 where the vehicle can stop near the current position. And instruct them to explore public transport (eg, railway stations).
  • the route setting unit 14 searches for a route from the current position to the stoptable place using map information, searches for a route from the stopable place to the nearest station, and uses these routes as route information.
  • the switching determination unit 13 causes the display unit 6 to display the route to the stoptable place and the route from the stoptable place to the nearest station based on the route information from the route setting unit 14.
  • the switching determination unit 13 displays the time when the passenger can board at the nearest station and the arrival time at the station near the destination, in consideration of the travel time of the occupant from the stoptable place to the nearest station. It may be displayed in.
  • the switching determination unit 13 may acquire the time related to public transportation such as a railroad by communicating with a server or the like outside the vehicle via, for example, a communication device (not shown).
  • the switching determination unit 13 may instruct the vehicle control unit 5 to go to a stoptable place based on the route information from the route setting unit 14.
  • the route setting unit 14 of the second embodiment is the vehicle 1 until the estimated recovery time elapses when the occupant is not able to drive manually and the estimated recovery time is less than a predetermined time. Search for a route that can continue automatic driving.
  • the switching determination unit 13 changes the route in which the vehicle 1 is traveling to the route searched by the route setting unit 14.
  • the switching determination unit 13 extends the manual operation start time by extending the automatic operation section.
  • the route setting unit 14 searches for a route through which the vehicle 1 can continue the automatic driving each time the manual operation start time is extended by the switching determination unit 13.
  • the operation control device 10 can shorten the arrival time at the destination as much as possible even when the recovery of the occupant's health condition is delayed from the initial expected recovery time.
  • the route setting unit 14 is a route in which the occupant cannot manually drive, the estimated recovery time is less than a predetermined time, and the vehicle 1 can continue the automatic driving. If there is no, search for a route to guide the occupants to public transportation. As a result, the operation control device 10 can shorten the arrival time at the destination as compared with the case where the vehicle 1 is stopped until the occupant can manually drive the vehicle.
  • the route setting unit 14 goes to public transportation when the estimated recovery time of all occupants is less than a predetermined time and there is no route on which the vehicle 1 can continue automatic driving.
  • the configuration was to search for a route to guide the occupants, but if there is no route that allows vehicle 1 to continue automatic driving regardless of whether the estimated recovery time of all occupants is less than or greater than a predetermined time, public transportation You may want to search for a route that guides the occupants to the engine.
  • the occupant condition determination unit 12 determines whether or not manual operation is possible based on the occupant's health condition. However, it may be difficult to switch to manual driving due to sudden secondary activity of the occupants. Secondary activities are activities other than driving, such as operating a mobile terminal or eating. Therefore, the occupant state determination unit 12 uses occupant information such as an image of the occupant captured by the occupant monitoring unit 2 to determine whether or not the occupant (particularly the occupant seated in the driver's seat) is performing a secondary activity. to decide. When the vehicle 1 approaches the start point of the manual driving section, the switching determination unit 13 causes the occupant to select whether or not to extend the manual driving start time when the occupant is performing the secondary activity.
  • the switching determination unit 13 uses at least one of the display unit 6 and the voice output unit 7 to notify the occupants of the options (c) and (d).
  • the option (c) is to extend the manual operation start time, that is, to extend the automatic operation.
  • Option (d) is to switch from automatic operation to manual operation as originally planned without extending the manual operation start time.
  • An example of the display screens of options (c) and (d) is shown in FIG.
  • FIG. 8 is a diagram showing a display example in which the occupant is in the secondary activity in the second embodiment.
  • the switching determination unit 13 When the vehicle 1 approaches the start point of the manual driving section, the switching determination unit 13 generates an image as shown in FIG. 8 and displays it on the display unit 6.
  • the switching determination unit 13 extends the manual operation start time. In this case, the switching determination unit 13 instructs the route setting unit 14 to perform the operations shown in steps ST21 to ST24 of FIG. 3, for example.
  • the switching determination unit 13 determines to switch from automatic operation to manual operation, and at the start point of the manual operation section. Instructs the vehicle control unit 5 to end the automatic driving.
  • FIGS. 9 and 10 are diagrams showing a hardware configuration example of the operation control device 10 according to each embodiment.
  • the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 in the operation control device 10 are realized by the processing circuit. That is, the operation control device 10 includes a processing circuit for realizing the above functions.
  • the processing circuit may be a processing circuit 100 as dedicated hardware, or a processor 101 that executes a program stored in the memory 102.
  • the processing circuit 100 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, or an ASIC (Application Special Integrated Circuit). ), FPGA (Field Processor Gate Array), or a combination thereof.
  • the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 may be realized by a plurality of processing circuits 100, or the functions of each unit may be combined into one processing circuit 100. It may be realized.
  • the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 are software, firmware, or software. It is realized by combining with firmware.
  • the software or firmware is described as a program and stored in the memory 102.
  • the processor 101 realizes the functions of each part by reading and executing the program stored in the memory 102. That is, the operation control device 10 includes a memory 102 for storing a program in which the steps shown in the flowcharts of FIGS. 2 and 3 are eventually executed when executed by the processor 101. Further, it can be said that this program causes the computer to execute the procedures or methods of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14.
  • the processor 101 is a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, or the like.
  • the memory 102 may be a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), an EPROM (Erasable Programmable ROM), or a flash memory, or may be a non-volatile or volatile semiconductor memory such as a hard disk or a flexible disk. It may be a magnetic disk of the above, or an optical disk such as a CD (Compact Disc) or a DVD (Digital Versaille Disc).
  • the functions of the occupant information acquisition unit 11, the occupant status determination unit 12, the switching determination unit 13, and the route setting unit 14 are partially realized by dedicated hardware and partly realized by software or firmware. You may.
  • the processing circuit in the operation control device 10 can realize the above-mentioned functions by hardware, software, firmware, or a combination thereof.
  • the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 are mounted on the vehicle 1 or are mounted on the vehicle 1.
  • the configuration was integrated into the information devices brought in, it may be distributed to server devices on the network, mobile terminals such as smartphones, and in-vehicle devices.
  • the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 may be integrated in the server device on the network.
  • the driving control device is suitable for use as a driving control device for an autonomous driving vehicle that requires switching between automatic driving and manual driving.

Abstract

A rider information acquisition unit (11) acquires rider information that indicates the state of a rider that is riding in a vehicle (1). A rider state determination unit (12) uses the rider information acquired by the rider information acquisition unit (11) to determine whether the rider is able to perform manual operation and, when the rider is not able to perform manual operation, estimates the expected recovery time until the rider will be able to perform manual operation. When the rider is not able to perform manual operation and the expected recovery time is shorter than a preset time, a switching determination unit (13) extends a manual operation starting time that is for starting manual operation of the vehicle (1).

Description

運転制御装置及び運転制御方法Operation control device and operation control method
　この発明は、車両の運転制御装置及び運転制御方法に関するものである。 The present invention relates to a vehicle driving control device and a driving control method.
　従来、自動運転が可能な経路を探索して提示する経路探索装置が提案されている。例えば、特許文献１に記載された経路探索装置は、自動運転可能な道路リンクが連続している経路を探索して複数の候補経路を作成する。続いて、上記経路探索装置は、複数の候補経路のそれぞれについて、候補経路に含まれる各ノードから分岐する自動運転可能な道路リンク数を算出し、道路リンク数が多い候補経路を推奨経路として提示する。これにより、推奨経路を自動走行中に事故等の突発的な事態が生じた場合に、自動走行を継続可能な代替経路が存在する可能性が高まる。 Conventionally, a route search device that searches for and presents a route capable of automatic driving has been proposed. For example, the route search device described in Patent Document 1 searches for a route in which road links that can be automatically driven are continuous, and creates a plurality of candidate routes. Subsequently, the route search device calculates the number of automatically driveable road links branching from each node included in the candidate route for each of the plurality of candidate routes, and presents the candidate route having a large number of road links as a recommended route. To do. As a result, if a sudden situation such as an accident occurs while automatically traveling on the recommended route, there is a high possibility that there is an alternative route that can continue automatic driving.
特開２０１８－１７６４１号公報Japanese Unexamined Patent Publication No. 2018-17641
　車両を自律的に走行させる自動運転技術の中には、どのような環境下でも乗員による運転操作を全く必要としない完全自動運転の技術と、特定の環境下では自動運転が可能だが状況に応じて乗員による手動運転を必要とする自動運転の技術とがある。車両が完全自動運転の技術が適用された車両（以下、「完全自動運転車両」と称する）でない場合、例えば、自動運転に適した環境が整った自動運転可能な道路でのみ自動運転が行われ、それ以外の道路では手動運転が行われる。 Among the autonomous driving technologies that drive the vehicle autonomously, there are fully autonomous driving technologies that do not require any driving operation by the occupants under any environment, and autonomous driving is possible under specific environments, but depending on the situation. There is an automatic driving technology that requires manual driving by the occupants. If the vehicle is not a vehicle to which the technology of fully autonomous driving is applied (hereinafter referred to as "fully autonomous driving vehicle"), for example, autonomous driving is performed only on an autonomous driving road in which an environment suitable for autonomous driving is prepared. , Manual driving is performed on other roads.
　車両が完全自動運転車両でない場合、出発地から目的地までの経路として、自動運転可能な道路とそれ以外の道路とが混在する経路が設定されることがある。このような経路を車両が走行する場合、車両が自動運転可能な道路からそれ以外の道路に進入する前には、自動運転から手動運転への切り替えが行われなければならない。しかし、例えば特許文献１に記載された装置のような従来の技術においては、この切り替えのときに、車内にいる乗員が体調不良等で運転操作できない状態にある可能性が考慮されていない。この状態では、手動運転への切り替えができないため、例えば、乗員が手動運転可能になるまで車両を停車させる必要があった。車両を停車させると、停車している時間だけ、目的地への到着時間が遅れてしまうという問題がある。 If the vehicle is not a fully autonomous vehicle, a route in which autonomously driving roads and other roads coexist may be set as a route from the departure point to the destination. When a vehicle travels on such a route, a switch from autonomous driving to manual driving must be performed before the vehicle enters any other road from an autonomous driving road. However, in the conventional technology such as the device described in Patent Document 1, the possibility that the occupant in the vehicle cannot operate due to poor physical condition or the like is not considered at the time of this switching. In this state, it is not possible to switch to manual driving, so for example, it is necessary to stop the vehicle until the occupant can manually drive. When the vehicle is stopped, there is a problem that the arrival time at the destination is delayed by the time when the vehicle is stopped.
　この発明は、上記のような課題を解決するためになされたもので、乗員の状態を考慮した上で目的地への到着時間の遅れを抑制することを目的とする。 The present invention has been made to solve the above problems, and an object of the present invention is to suppress a delay in arrival time at a destination in consideration of the condition of the occupants.
　この発明に係る運転制御装置は、車両に搭乗している乗員の状態を示す乗員情報を取得する乗員情報取得部と、乗員情報取得部により取得された乗員情報を用いて、乗員が手動運転可能か否かを判断し、乗員が手動運転可能でない場合に乗員が手動運転可能になるまでの回復見込み時間を推定する乗員状態判断部と、乗員が手動運転可能でなく、かつ、回復見込み時間が予め定められた時間未満である場合に、車両の手動運転を開始する手動運転開始時間を延長する切替判断部とを備えるものである。 The driving control device according to the present invention allows the occupant to manually drive by using the occupant information acquisition unit that acquires the occupant information indicating the state of the occupant on the vehicle and the occupant information acquired by the occupant information acquisition unit. The occupant status judgment unit that determines whether or not the vehicle can be manually driven and estimates the estimated recovery time until the occupant can be manually driven when the occupant cannot be manually driven, and the occupant status judgment unit that is not capable of manual driving and the estimated recovery time It is provided with a switching determination unit for extending the manual driving start time for starting the manual driving of the vehicle when the time is less than a predetermined time.
　この発明によれば、乗員が手動運転可能でなく、かつ、回復見込み時間が予め定められた時間未満である場合に手動運転を開始する時間を延長するようにしたので、乗員が手動運転可能になるまで車両を停止させる場合に比べて、目的地への到着時間の遅れを抑制することができる。 According to the present invention, when the occupant is not capable of manual driving and the estimated recovery time is less than a predetermined time, the time for starting the manual operation is extended, so that the occupant can be manually operated. Compared to the case where the vehicle is stopped until the vehicle is stopped, the delay in the arrival time at the destination can be suppressed.
実施の形態１に係る運転制御装置の構成例を示すブロック図である。It is a block diagram which shows the structural example of the operation control apparatus which concerns on Embodiment 1. FIG. 実施の形態１に係る運転制御装置の動作例を示すフローチャートである。It is a flowchart which shows the operation example of the operation control apparatus which concerns on Embodiment 1. FIG. 実施の形態２に係る運転制御装置の、手動運転開始時間延長中の動作例を示すフローチャートである。It is a flowchart which shows the operation example in the manual operation start time extension of the operation control apparatus which concerns on Embodiment 2. 実施の形態２における、当初の経路を説明する図である。It is a figure explaining the initial route in Embodiment 2. FIG. 実施の形態２における、１回目の手動運転開始時間延長時の経路変更を説明する図である。It is a figure explaining the route change at the time of the first extension of the manual operation start time in Embodiment 2. 実施の形態２における、２回目の手動運転開始時間延長時の経路変更を説明する図である。It is a figure explaining the route change at the time of the extension of the 2nd manual operation start time in Embodiment 2. FIG. 実施の形態２における、手動運転開始時間延長不可、かつ、乗員が手動運転可能でない場合の表示例を示す図である。It is a figure which shows the display example when the manual operation start time cannot be extended and the occupant is not able to perform a manual operation in Embodiment 2. 実施の形態２における、乗員がセカンダリーアクティビティ中の表示例を示す図である。It is a figure which shows the display example in which the occupant is in the secondary activity in Embodiment 2. FIG. 各実施の形態に係る運転制御装置のハードウェア構成の一例を示すブロック図である。It is a block diagram which shows an example of the hardware composition of the operation control device which concerns on each embodiment. 各実施の形態に係る運転制御装置のハードウェア構成の別の例を示すブロック図である。It is a block diagram which shows another example of the hardware composition of the operation control device which concerns on each embodiment.
　以下、この発明をより詳細に説明するために、この発明を実施するための形態について、添付の図面に従って説明する。
実施の形態１．
　図１は、実施の形態１に係る運転制御装置１０の構成例を示すブロック図である。車両１には、乗員監視部２、位置情報取得部３、地図記憶部４、車両制御部５、表示部６、音声出力部７、入力部８、及び運転制御装置１０が設けられている。運転制御装置１０は、車両１の手動運転と自動運転との切り替えを制御するものである。この運転制御装置１０は、乗員監視部２、位置情報取得部３、地図記憶部４、車両制御部５、表示部６、音声出力部７、及び入力部８と接続されている。 Hereinafter, in order to explain the present invention in more detail, a mode for carrying out the present invention will be described with reference to the accompanying drawings.
Embodiment 1.
FIG. 1 is a block diagram showing a configuration example of the operation control device 10 according to the first embodiment. The vehicle 1 is provided with an occupant monitoring unit 2, a position information acquisition unit 3, a map storage unit 4, a vehicle control unit 5, a display unit 6, a voice output unit 7, an input unit 8, and a driving control device 10. The driving control device 10 controls switching between manual driving and automatic driving of the vehicle 1. The operation control device 10 is connected to an occupant monitoring unit 2, a position information acquisition unit 3, a map storage unit 4, a vehicle control unit 5, a display unit 6, a voice output unit 7, and an input unit 8.
　乗員監視部２は、車両１に搭乗している各乗員の表情、充血度合い若しくは開眼度等の目の状態、脈拍、呼気、又は血中アルコール濃度のうちの少なくとも１つを監視し、監視結果を乗員情報として乗員情報取得部１１へ出力する。乗員監視部２は、例えば、カメラ及び各種センサを用いて運転者の状態を監視するＤＭＳ（Ｄｒｉｖｅｒ　Ｍｏｎｉｔｏｒｉｎｇ　Ｓｙｓｔｅｍ）、又はカメラ及び各種センサを用いて乗員の状態を監視するＯＭＳ（Ｏｃｃｕｐａｎｔ　Ｍｏｎｉｔｏｒｉｎｇ　Ｓｙｓｔｅｍ）等により構成されている。 The occupant monitoring unit 2 monitors at least one of facial expressions, eye conditions such as the degree of hyperemia or eye opening, pulse, exhalation, or blood alcohol concentration of each occupant in the vehicle 1, and the monitoring result. Is output to the occupant information acquisition unit 11 as occupant information. The occupant monitoring unit 2 includes, for example, a DMS (Driver Monitoring System) that monitors the driver's condition using a camera and various sensors, or an OMS (Occupant Monitoring System) that monitors the occupant's condition using a camera and various sensors. It is composed of.
　なお、乗員は、運転席に着座している運転者だけでなく、同乗者を含む。また、乗員は、運転免許証を所持している者を指すこととする。運転制御装置１０は、乗員が運転免許証を所持しているか否かを、どのような手法で判断してもよい。 The occupants include not only the driver seated in the driver's seat but also the passengers. In addition, the occupant shall refer to a person who has a driver's license. The driving control device 10 may determine whether or not the occupant has a driver's license by any method.
　位置情報取得部３は、ＧＰＳ（Ｇｌｏｂａｌ　Ｐｏｓｉｔｉｏｎｉｎｇ　Ｓｙｓｔｅｍ）衛星からの電波を受信し、受信した電波を用いて車両１の位置を測位する。位置情報取得部３は、車両１の位置を示す位置情報を、切替判断部１３及び経路設定部１４へ出力する。 The position information acquisition unit 3 receives radio waves from a GPS (Global Positioning System) satellite and positions the vehicle 1 using the received radio waves. The position information acquisition unit 3 outputs the position information indicating the position of the vehicle 1 to the switching determination unit 13 and the route setting unit 14.
　地図記憶部４は、地図情報を記憶している。地図情報は、経路設定部１４による経路探索に使用される。例えば、地図情報の各道路は、交差点等のノードと、ノード間を接続する区間であるリンクとで構成されている。また、地図情報の各道路は、自動運転可能な道路と、手動運転が必要な道路とに区別されている。自動運転可能な道路は、例えば、ＳＡＥ（Ｓｏｃｉｅｔｙ　ｏｆ　Ａｕｔｏｍｏｔｉｖｅ　Ｅｎｇｉｎｅｅｒｓ）により定義されている自動運転レベル０～５のうち、自動運転レベル４（高度運転自動化）、及び自動運転レベル５（完全運転自動化）に分類された道路であるものとする。手動運転が必要な道路は、例えば、ＳＡＥにより定義されている自動運転レベル０～５のうち、自動運転レベル３（条件付き運転自動化）以下に分類された道路であるものとする。
　なお、地図記憶部４は、車両１に設けられていてもよいし、車外サーバ等に設けられていてもよい。地図記憶部４が車外サーバ等に設けられている場合、経路設定部１４は、図示しない通信装置を介して車外サーバ等の地図記憶部４から地図情報を取得すればよい。 The map storage unit 4 stores map information. The map information is used for route search by the route setting unit 14. For example, each road in the map information is composed of a node such as an intersection and a link which is a section connecting the nodes. In addition, each road in the map information is divided into a road that can be driven automatically and a road that requires manual driving. Roads that can be driven automatically include, for example, automatic driving level 4 (advanced driving automation) and automatic driving level 5 (complete driving automation) among the automatic driving levels 0 to 5 defined by SAE (SAE (SAE International) Engines). It shall be a road classified as. Roads that require manual driving are, for example, roads classified as automatic driving level 3 (conditional driving automation) or lower among automatic driving levels 0 to 5 defined by SAE.
The map storage unit 4 may be provided in the vehicle 1, or may be provided in an external server or the like. When the map storage unit 4 is provided on an external server or the like, the route setting unit 14 may acquire map information from the map storage unit 4 such as the external server via a communication device (not shown).
　車両制御部５は、経路設定部１４により設定された経路に沿って車両１が自律的に走行するよう、車両１を制御する。この車両制御部５は、切替判断部１３からの指示に従い、自動運転を開始又は終了する。車両制御部５が行う自動運転は、乗員による運転操作を必要としない自動運転である。 The vehicle control unit 5 controls the vehicle 1 so that the vehicle 1 autonomously travels along the route set by the route setting unit 14. The vehicle control unit 5 starts or ends automatic driving according to an instruction from the switching determination unit 13. The automatic driving performed by the vehicle control unit 5 is an automatic driving that does not require a driving operation by an occupant.
　表示部６は、切替判断部１３、及び経路設定部１４からの情報を表示するディスプレイである。 The display unit 6 is a display that displays information from the switching determination unit 13 and the route setting unit 14.
　音声出力部７は、切替判断部１３からの情報を音声出力するスピーカである。 The audio output unit 7 is a speaker that outputs information from the switching determination unit 13 as audio.
　入力部８は、乗員の操作を受け付け、受け付けた操作内容を操作情報として経路設定部１４へ出力する。入力部８は、タッチパネル又はコントローラ等により構成される。なお、入力部８がタッチパネルである場合、このタッチパネルは、表示部６であるディスプレイと一体に構成されていてもよい。 The input unit 8 receives the operation of the occupant and outputs the received operation content as operation information to the route setting unit 14. The input unit 8 is composed of a touch panel, a controller, or the like. When the input unit 8 is a touch panel, the touch panel may be integrally configured with the display which is the display unit 6.
　運転制御装置１０は、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４を備える。なお、実施の形態１では、運転制御装置１０は、経路設定部１４を備えることに代えて、車両１に別途設けられた、経路設定機能を有するカーナビゲーション装置等を利用してもよい。 The operation control device 10 includes an occupant information acquisition unit 11, an occupant state determination unit 12, a switching determination unit 13, and a route setting unit 14. In the first embodiment, the driving control device 10 may use a car navigation device or the like having a route setting function, which is separately provided in the vehicle 1, instead of providing the route setting unit 14.
　乗員情報取得部１１は、車両１に搭乗している各乗員の状態を示す乗員情報を、乗員監視部２から取得して乗員状態判断部１２へ出力する。また、乗員情報取得部１１は、手動運転開始時間延長の通知を切替判断部１３から受け付ける都度、乗員情報を乗員監視部２から取得して乗員状態判断部１２へ出力する。 The occupant information acquisition unit 11 acquires occupant information indicating the status of each occupant on the vehicle 1 from the occupant monitoring unit 2 and outputs it to the occupant status determination unit 12. Further, each time the occupant information acquisition unit 11 receives the notification of the extension of the manual operation start time from the switching determination unit 13, the occupant information acquisition unit 11 acquires the occupant information from the occupant monitoring unit 2 and outputs the notification to the occupant state determination unit 12.
　乗員状態判断部１２は、乗員情報取得部１１からの乗員情報を用いて、各乗員が手動運転可能か否かを判断する。乗員状態判断部１２は、手動運転可能でない乗員のそれぞれについて手動運転可能になるまでの時間（以下、「回復見込み時間」と称する）を推定し、手動運転可能か否かの判断結果と回復見込み時間とを、切替判断部１３へ出力する。 The occupant status determination unit 12 determines whether or not each occupant can manually drive using the occupant information from the occupant information acquisition unit 11. The occupant status determination unit 12 estimates the time until manual driving becomes possible for each of the occupants who cannot be manually operated (hereinafter referred to as "estimated recovery time"), and determines whether or not manual driving is possible and the expected recovery. The time is output to the switching determination unit 13.
　ここでは、乗員状態判断部１２は、乗員情報に含まれる表情、目の状態、脈拍、呼気、及び血中アルコール濃度を用いて、乗員の健康状態を判断するものとする。健康状態は、体調不良、眠気、疲労、及び酒酔い等の、身体面と精神面の両方を含むものとする。乗員状態判断部１２は、乗員ごとに、表情に基づく健康状態の点数付け、充血度合い又は開眼度等の目の状態に基づく健康状態の点数付け、脈拍に基づく健康状態の点数付け、呼気に基づく健康状態の点数付け、及び血中アルコール濃度に基づく健康状態の点数付けを行う。点数付けの方法は、乗員状態判断部１２に対して予め設定されているものとし、健康状態が良好であるほど高い点数になるものとする。続いて、乗員状態判断部１２は、乗員ごとに、表情の点数、目の状態の点数、脈拍の点数、呼気の点数、および血中アルコール濃度の点数を加算して総合点数を求め、総合点数に基づいて各乗員の健康状態レベルを評価する。例えば、健康状態レベルは５段階であり、レベル１は泥酔等の理由で法的に手動運転不可能なレベルである。レベル２は、法的に手動運転可能であるが体調不良等ゆえに休憩を推奨するレベルである。レベル３以上は、法律上も健康上も問題がなく手動運転可能なレベルである。 Here, the occupant condition determination unit 12 shall determine the health condition of the occupant by using the facial expression, eye condition, pulse, exhalation, and blood alcohol concentration included in the occupant information. Health status shall include both physical and mental health, such as poor physical condition, drowsiness, fatigue, and drunkenness. The occupant condition determination unit 12 scores the health condition based on the facial expression, the health condition based on the degree of congestion or the degree of eye opening, the health condition based on the pulse, and the exhaled breath for each occupant. Score health status and score health status based on blood alcohol concentration. The scoring method shall be preset for the occupant condition determination unit 12, and the better the health condition, the higher the score. Subsequently, the occupant state determination unit 12 adds the facial expression score, the eye condition score, the pulse score, the exhalation score, and the blood alcohol concentration score for each occupant to obtain the total score, and obtains the total score. Evaluate the health level of each occupant based on. For example, there are five health status levels, and level 1 is a level at which manual driving is legally impossible due to reasons such as drunkenness. Level 2 is a level at which manual driving is legally possible, but a break is recommended due to poor physical condition or the like. Level 3 and above are levels that can be operated manually without any legal or health problems.
　乗員状態判断部１２は、健康状態レベルが２以下の各乗員について、乗員情報を用いて、手動運転可能になるまでの回復見込み時間を推定する。回復見込み時間の推定方法は、乗員状態判断部１２に対して予め設定されているものとする。例えば、乗員状態判断部１２は、血中アルコール濃度から泥酔していると判断した乗員に対し、血中アルコール濃度の時間的な変化を予測する計算式を用いて回復見込み時間を推定する。その際、乗員状態判断部１２は、血中アルコール濃度以外の、表情等の乗員情報を用いて上記計算式を補正してもよい。また、例えば、乗員状態判断部１２は、目の充血度合い又は開眼度から疲労又は眠気を感じていると判断した乗員に対し、疲労又は眠気の時間的な変化を予測する計算式を用いて回復見込み時間を推定する。回復見込み時間の推定方法は、上記例に限定されない。 The occupant condition determination unit 12 estimates the estimated recovery time until manual operation becomes possible for each occupant whose health condition level is 2 or less, using the occupant information. It is assumed that the method of estimating the estimated recovery time is preset for the occupant state determination unit 12. For example, the occupant state determination unit 12 estimates the estimated recovery time for an occupant who is determined to be drunk from the blood alcohol concentration by using a calculation formula for predicting a temporal change in the blood alcohol concentration. At that time, the occupant state determination unit 12 may correct the above calculation formula by using occupant information such as facial expressions other than the blood alcohol concentration. Further, for example, the occupant state determination unit 12 recovers the occupant who is determined to be tired or drowsy from the degree of redness or eye opening by using a calculation formula for predicting a temporal change in fatigue or drowsiness. Estimate the estimated time. The method for estimating the estimated recovery time is not limited to the above example.
　実施の形態１では、乗員状態判断部１２は、乗員の健康状態レベルが２以下の場合に手動運転可能でないと判断する。また、乗員状態判断部１２は、手動運転可能になるまでの回復見込み時間として、健康状態レベルが３以上になるまでの時間、つまり法律上も健康上も問題がない状態に回復するまでの時間を推定する。 In the first embodiment, the occupant condition determination unit 12 determines that manual operation is not possible when the occupant's health condition level is 2 or less. In addition, the occupant status determination unit 12 determines the estimated recovery time until the manual operation becomes possible, that is, the time until the health status level reaches 3 or higher, that is, the time until the vehicle recovers to a state where there is no legal or health problem. To estimate.
　切替判断部１３は、経路設定部１４により設定された経路の自動運転区間と手動運転区間とに基づいて、車両１の自動運転と手動運転とを切り替える判断を行い、判断結果に従って車両制御部５に自動運転の開始又は終了を指示する。 The switching determination unit 13 determines to switch between the automatic driving and the manual driving of the vehicle 1 based on the automatic driving section and the manual driving section of the route set by the route setting unit 14, and the vehicle control unit 5 determines to switch between the automatic driving and the manual driving according to the determination result. Is instructed to start or end automatic operation.
　実施の形態１では、切替判断部１３は、乗員状態判断部１２により判断された各乗員の状態を考慮して、自動運転と手動運転との切り替えを判断する。例えば、切替判断部１３は、乗員状態判断部１２により車両１に搭乗している全乗員が手動運転可能でないと判断され、かつ、乗員状態判断部１２により推定された全乗員の回復見込み時間が予め定められた時間未満である場合、車両１の手動運転を開始する時間（以下、「手動運転開始時間」と称する）を延長する。予め定められた時間とは、例えば、今現在予定されている経路を予定通りの速度で走行することを前提とした、手動運転区間開始地点への到着予定時刻までの時間である。手動運転区間開始地点への到着予定時刻は、経路設定部１４により推定される。切替判断部１３は、手動運転開始時間を延長した場合、その旨を乗員情報取得部１１に通知する。 In the first embodiment, the switching determination unit 13 determines switching between automatic operation and manual operation in consideration of the state of each occupant determined by the occupant state determination unit 12. For example, the switching determination unit 13 determines that all the occupants on the vehicle 1 cannot be manually driven by the occupant state determination unit 12, and the estimated recovery time of all the occupants estimated by the occupant state determination unit 12 If it is less than a predetermined time, the time for starting the manual driving of the vehicle 1 (hereinafter, referred to as "manual driving start time") is extended. The predetermined time is, for example, the time until the estimated time of arrival at the start point of the manual driving section on the premise that the vehicle travels on the currently scheduled route at the scheduled speed. The estimated time of arrival at the start point of the manual operation section is estimated by the route setting unit 14. When the manual operation start time is extended, the switching determination unit 13 notifies the occupant information acquisition unit 11 to that effect.
　切替判断部１３は、自動運転と手動運転との切り替え等を乗員に報知するための報知情報を生成してもよい。切替判断部１３は、生成した報知情報を表示部６に表示させるか、音声出力部７から音声出力させる。 The switching determination unit 13 may generate notification information for notifying the occupant of switching between automatic operation and manual operation. The switching determination unit 13 displays the generated notification information on the display unit 6 or outputs the voice from the voice output unit 7.
　経路設定部１４は、乗員が設定した出発地と目的地とを示す操作情報を、入力部８から受け付ける。なお、出発地は、位置情報取得部３により取得される現在位置であってもよい。経路設定部１４は、地図記憶部４の地図情報を用いて、出発地から目的地までの候補経路を探索する。なお、経路設定部１４は、乗員が経由地を設定した場合、出発地から経由地を通って目的地へ向かう候補経路を探索する。また、経路設定部１４は、乗員の設定に従い、走行時間が短い候補経路、走行距離が短い候補経路、又は有料道路を優先して走行する候補経路等、どのような候補経路を探索してもよい。 The route setting unit 14 receives the operation information indicating the departure point and the destination set by the occupant from the input unit 8. The departure place may be the current position acquired by the position information acquisition unit 3. The route setting unit 14 searches for a candidate route from the departure point to the destination by using the map information of the map storage unit 4. When the occupant sets a waypoint, the route setting unit 14 searches for a candidate route from the departure place to the destination through the waypoint. Further, the route setting unit 14 searches for any candidate route, such as a candidate route having a short traveling time, a candidate route having a short traveling distance, or a candidate route traveling preferentially on a toll road, according to the setting of an occupant. Good.
　経路設定部１４は、探索した１つ以上の経路候補を、表示部６に表示させる。乗員は、入力部８に対し、表示部６に表示された１つ以上の候補経路の中から１つの候補経路を選択する操作を行う。経路設定部１４は、乗員が選択した候補経路を示す操作情報を入力部８から受け付け、この候補経路を、車両１の出発地から目的地までの経路として設定する。また、経路設定部１４は、地図記憶部４の地図情報を用いて、設定した経路中の自動運転区間と手動運転区間とを判別すると共に、現在の交通状況及び車両１の車速等を考慮しつつ各区間の到着予定時刻を推定する。上述のように、例えば、自動運転区間は自動運転レベル４以上の道路であり、手動運転区間は自動運転レベル３以下の道路である。到着予定時刻の推定方法は、周知の技術を用いればよいため、説明を省略する。経路設定部１４は、設定した経路、自動運転区間と手動運転区間との判別結果、及び到着予定時刻等を、経路情報として切替判断部１３へ出力する。 The route setting unit 14 causes the display unit 6 to display one or more searched route candidates. The occupant performs an operation on the input unit 8 to select one candidate route from one or more candidate routes displayed on the display unit 6. The route setting unit 14 receives the operation information indicating the candidate route selected by the occupant from the input unit 8, and sets the candidate route as the route from the departure point to the destination of the vehicle 1. Further, the route setting unit 14 uses the map information of the map storage unit 4 to discriminate between the automatic driving section and the manual driving section in the set route, and also considers the current traffic condition and the vehicle speed of the vehicle 1. While estimating the estimated time of arrival for each section. As described above, for example, the automatic driving section is a road having an automatic driving level of 4 or higher, and the manual driving section is a road having an automatic driving level of 3 or lower. Since a well-known technique may be used for estimating the estimated time of arrival, the description thereof will be omitted. The route setting unit 14 outputs the set route, the discrimination result between the automatic operation section and the manual operation section, the estimated time of arrival, and the like to the switching determination unit 13 as route information.
　次に、運転制御装置１０の動作を説明する。
　図２は、実施の形態１に係る運転制御装置１０の動作例を示すフローチャートである。運転制御装置１０は、乗員が車両１に乗車後、車両１が走行する前に図２のフローチャートに示される動作を開始する。 Next, the operation of the operation control device 10 will be described.
FIG. 2 is a flowchart showing an operation example of the operation control device 10 according to the first embodiment. The operation control device 10 starts the operation shown in the flowchart of FIG. 2 after the occupant gets on the vehicle 1 and before the vehicle 1 travels.
　ステップＳＴ１において、乗員情報取得部１１は、乗員監視部２から各乗員の乗員情報を取得する。ステップＳＴ２において、乗員状態判断部１２は、ステップＳＴ１で乗員情報取得部１１により取得された乗員情報を用いて、現時点で各乗員が手動運転可能か否かを判断する。また、乗員状態判断部１２は、手動運転可能でない乗員と判断した乗員について、手動運転可能になるまでの回復見込み時間を推定し、現時刻を基準とした回復見込み時刻を設定する。 In step ST1, the occupant information acquisition unit 11 acquires the occupant information of each occupant from the occupant monitoring unit 2. In step ST2, the occupant state determination unit 12 determines whether or not each occupant can manually drive at the present time by using the occupant information acquired by the occupant information acquisition unit 11 in step ST1. In addition, the occupant state determination unit 12 estimates the estimated recovery time until the occupant who is determined to be unable to manually drive, and sets the estimated recovery time based on the current time.
　ステップＳＴ３において、経路設定部１４は、乗員が設定した目的地等に基づいて候補経路を探索し、探索した候補経路のうちの乗員が選択した候補経路を経路として設定する。また、経路設定部１４は、地図情報を用いて、設定した経路中の自動運転区間と手動運転区間とを判別する。経路設定部１４は、出発地が自動運転区間である場合、この自動運転区間の終了地点、つまり手動運転区間の開始地点への到着予定時刻を推定する。経路設定部１４は、これらの情報を含めた経路情報を、切替判断部１３へ出力する。 In step ST3, the route setting unit 14 searches for a candidate route based on the destination or the like set by the occupant, and sets the candidate route selected by the occupant among the searched candidate routes as the route. Further, the route setting unit 14 uses the map information to discriminate between the automatic operation section and the manual operation section in the set route. When the departure point is an automatic driving section, the route setting unit 14 estimates the estimated time of arrival at the end point of the automatic driving section, that is, the start point of the manual driving section. The route setting unit 14 outputs the route information including these information to the switching determination unit 13.
　ステップＳＴ４において、切替判断部１３は、経路設定部１４からの経路情報に基づき出発地が自動運転区間である場合（ステップＳＴ４“ＹＥＳ”）、自動運転開始を車両制御部５に指示する（ステップＳＴ５）。車両制御部５は、自動運転を開始し、車両１は、出発地から手動運転区間開始地点までの自動運転区間を、自律的に走行する。 In step ST4, the switching determination unit 13 instructs the vehicle control unit 5 to start automatic driving when the departure place is an automatic driving section (step ST4 “YES”) based on the route information from the route setting unit 14. ST5). The vehicle control unit 5 starts automatic driving, and the vehicle 1 autonomously travels in the automatic driving section from the starting point to the starting point of the manual driving section.
　ステップＳＴ６において、乗員情報取得部１１は、最新の各乗員の乗員情報を取得する。ステップＳＴ７において、乗員状態判断部１２は、ステップＳＴ６で乗員情報取得部１１により取得された乗員情報を用いて、現時点で各乗員が手動運転可能か否かを判断する。また、乗員状態判断部１２は、手動運転可能でない乗員と判断した乗員について、手動運転可能になるまでの回復見込み時間を推定し、現時刻を基準とした回復見込み時刻を再設定する。 In step ST6, the occupant information acquisition unit 11 acquires the latest occupant information of each occupant. In step ST7, the occupant state determination unit 12 determines whether or not each occupant can manually drive at the present time by using the occupant information acquired by the occupant information acquisition unit 11 in step ST6. In addition, the occupant state determination unit 12 estimates the estimated recovery time until the occupant who is determined to be unable to manually drive, and resets the estimated recovery time based on the current time.
　ステップＳＴ８において、切替判断部１３は、ステップＳＴ３で経路設定部１４が推定した手動運転区間開始地点への到着予定時刻に、手動運転可能な乗員がいるか否かを判断する。具体的には、切替判断部１３は、ステップＳＴ７で健康状態レベルが３以上と判断された乗員がいる場合、手動運転区間開始地点への到着予定時刻に手動運転可能な乗員がいると判断する（ステップＳＴ８“ＹＥＳ”）。また、切替判断部１３は、ステップＳＴ７で健康状態レベルが３以上と判断された乗員がいない場合であっても、手動運転区間到着予定時刻と回復見込み時刻とを比較し、手動運転区間到着予定時刻に健康状態レベルが３以上に回復する見込みの乗員がいると判断した場合、手動運転区間開始地点への到着予定時刻に手動運転可能な乗員がいると判断する（ステップＳＴ８“ＹＥＳ”）。一方、切替判断部１３は、健康状態レベルが３以上と判断された乗員がいない場合、かつ、手動運転区間開始地点への到着予定時刻に健康レベルが３以上に回復する見込みの乗員もいない場合、手動運転区間到着予定時刻に手動運転可能な乗員がいないと判断する（ステップＳＴ８“ＮＯ”）。 In step ST8, the switching determination unit 13 determines whether or not there is an occupant capable of manual driving at the estimated time of arrival at the manual operation section start point estimated by the route setting unit 14 in step ST3. Specifically, when there is an occupant whose health condition level is determined to be 3 or higher in step ST7, the switching determination unit 13 determines that there is an occupant who can manually drive at the estimated time of arrival at the start point of the manual driving section. (Step ST8 “YES”). Further, even if there is no occupant whose health condition level is determined to be 3 or higher in step ST7, the switching determination unit 13 compares the estimated time of arrival in the manual driving section with the estimated time of recovery, and plans to arrive in the manual driving section. When it is determined that there is an occupant whose health condition level is expected to recover to 3 or more at that time, it is determined that there is an occupant who can manually drive at the estimated time of arrival at the start point of the manual driving section (step ST8 “YES”). On the other hand, when there is no occupant whose health condition level is judged to be 3 or higher, and there is no occupant whose health level is expected to recover to 3 or higher at the estimated time of arrival at the start point of the manual driving section. , It is determined that there is no occupant capable of manual driving at the scheduled arrival time in the manual driving section (step ST8 “NO”).
　ステップＳＴ９において、切替判断部１３は、位置情報取得部３から現在の位置情報を取得し、取得した位置情報に基づいて車両１が手動運転区間開始地点に到着したか否かを判断する。車両１が手動運転区間開始地点に到着した場合、自動運転から手動運転へ切り替えると判断し、自動運転終了を車両制御部５に指示する。また、切替判断部１３は、手動運転区間開始地点に到着する前に、表示部６又は音声出力部７の少なくとも一方を用いて、自動運転から手動運転への切り替えを乗員に報知してもよい。さらに、切替判断部１３は、手動運転可能な乗員が運転席以外に着座している場合、車両制御部５に対して車両１を停止させるように指示すると共に、表示部６又は音声出力部７の少なくとも一方を用いて手動運転可能な乗員を運転席に着座させるよう報知してもよい。 In step ST9, the switching determination unit 13 acquires the current position information from the position information acquisition unit 3, and determines whether or not the vehicle 1 has arrived at the start point of the manual driving section based on the acquired position information. When the vehicle 1 arrives at the start point of the manual driving section, it is determined that the automatic driving is switched to the manual driving, and the vehicle control unit 5 is instructed to end the automatic driving. Further, the switching determination unit 13 may notify the occupant of the switch from the automatic operation to the manual operation by using at least one of the display unit 6 and the voice output unit 7 before arriving at the start point of the manual operation section. .. Further, the switching determination unit 13 instructs the vehicle control unit 5 to stop the vehicle 1 when a manually driving occupant is seated in a seat other than the driver's seat, and also instructs the vehicle control unit 5 to stop the vehicle 1 and displays the display unit 6 or the voice output unit 7. At least one of the above may be used to notify the driver to seat a manually driven occupant in the driver's seat.
　ステップＳＴ１０において、切替判断部１３は、車両１の全乗員が手動運転可能でなく、かつ、全乗員の回復見込み時刻が手動運転区間開始地点の到着予定時刻未満であるため、手動運転開始時間を延長する。例えば、切替判断部１３は、車両制御部５に対して車速を減速するように指示し、手動運転区間開始地点への到着時刻を遅らせることによって手動運転開始時間を延長する。 In step ST10, the switching determination unit 13 sets the manual operation start time because all the occupants of the vehicle 1 cannot be manually driven and the estimated recovery time of all the occupants is less than the estimated arrival time of the manual operation section start point. Extend. For example, the switching determination unit 13 instructs the vehicle control unit 5 to decelerate the vehicle speed, and extends the manual driving start time by delaying the arrival time at the manual driving section start point.
　なお、切替判断部１３は、ステップＳＴ１０において手動運転開始時間を延長した場合、乗員情報取得部１１に対して手動運転開始時間延長を通知し、最新の乗員情報を乗員監視部２から取得させる（ステップＳＴ６）。乗員状態判断部１２は、最新の乗員情報を用いて、各乗員が手動運転可能か否かを判断し直すと共に、回復見込み時間を推定し直す（ステップＳＴ７）。また、切替判断部１３は、手動運転区間到着予定時刻の推定し直しを、経路設定部１４へ指示する。 When the manual operation start time is extended in step ST10, the switching determination unit 13 notifies the occupant information acquisition unit 11 of the extension of the manual operation start time and causes the occupant monitoring unit 2 to acquire the latest occupant information ( Step ST6). The occupant state determination unit 12 redetermines whether or not each occupant can manually drive using the latest occupant information, and re-estimates the estimated recovery time (step ST7). Further, the switching determination unit 13 instructs the route setting unit 14 to re-estimate the estimated time of arrival in the manual operation section.
　ステップＳＴ４において、切替判断部１３は、経路設定部１４からの経路情報に基づき出発地が手動運転区間である場合（ステップＳＴ４“ＮＯ”）、ステップＳＴ２で健康状態レベルが３以上と判断された乗員がいるか否か、つまり手動運転可能な乗員がいるか否かを判断する（ステップＳＴ１１）。切替判断部１３は、健康状態レベルが３以上と判断された乗員がいる場合（ステップＳＴ１１“ＹＥＳ”）、健康状態レベルが３以上と判断された乗員の手動運転で発進すると判断する（ステップＳＴ１２）。ステップＳＴ１２において、切替判断部１３は、例えば、表示部６又は音声出力部７の少なくとも一方を用いて、健康状態レベルが３以上の乗員による手動運転で発進するように報知する。 In step ST4, the switching determination unit 13 determines that the health condition level is 3 or higher in step ST2 when the departure point is the manual operation section (step ST4 “NO”) based on the route information from the route setting unit 14. It is determined whether or not there is an occupant, that is, whether or not there is an occupant who can manually drive (step ST11). When there is an occupant whose health condition level is determined to be 3 or higher (step ST11 “YES”), the switching determination unit 13 determines that the occupant whose health condition level is determined to be 3 or higher is manually operated to start the vehicle (step ST12). ). In step ST12, the switching determination unit 13 uses, for example, at least one of the display unit 6 and the voice output unit 7 to notify the vehicle to start by manual operation by an occupant having a health condition level of 3 or higher.
　健康状態レベルが３以上と判断された乗員がいない場合（ステップＳＴ１１“ＮＯ”）、切替判断部１３は、少なくとも１人の乗員の健康状態レベルが３以上に回復するまで、つまり手動運転可能になるまで、車両１を発進させずに待機すると判断する（ステップＳＴ１３）。ステップＳＴ１３において、切替判断部１３は、例えば、表示部６又は音声出力部７の少なくとも一方を用いて、車両１に搭乗している乗員のうちの少なくとも１人の健康状態レベルが３以上に回復する回復見込み時刻まで待機することを報知する。
　ただし、ステップＳＴ３において探索された候補経路の中に出発地が自動運転区間であるものが存在する場合、ステップＳＴ１３において切替判断部１３は、出発地が自動運転区間である候補経路に経路変更するよう経路設定部１４に指示してもよい。 When there is no occupant whose health condition level is determined to be 3 or higher (step ST11 “NO”), the switching determination unit 13 enables manual operation until the health status level of at least one occupant recovers to 3 or higher. Until then, it is determined that the vehicle 1 stands by without starting (step ST13). In step ST13, the switching determination unit 13 recovers the health status level of at least one of the occupants in the vehicle 1 to 3 or more by using, for example, at least one of the display unit 6 and the audio output unit 7. Notifies you to wait until the expected recovery time.
However, if some of the candidate routes searched in step ST3 have a departure point of an automatic driving section, the switching determination unit 13 changes the route to a candidate route whose departure place is an automatic driving section in step ST13. You may instruct the route setting unit 14.
　なお、経路設定部１４により設定された経路中に自動運転区間と手動運転区間とが交互に存在する場合、運転制御装置１０は、車両１が手動運転区間から自動運転区間に入った時点を図２のステップＳＴ５における「自動運転開始」時点とみなしてステップＳＴ５以降の動作を行えばよい。 When the automatic driving section and the manual driving section alternately exist in the route set by the route setting unit 14, the driving control device 10 shows the time when the vehicle 1 enters the automatic driving section from the manual driving section. The operation after step ST5 may be performed by regarding it as the "automatic operation start" time point in step ST5 of 2.
　以上のように、実施の形態１に係る運転制御装置１０は、乗員情報取得部１１、乗員状態判断部１２、及び切替判断部１３を備える。乗員情報取得部１１は、車両１に搭乗している乗員の状態を示す乗員情報を取得する。乗員状態判断部１２は、乗員情報取得部１１により取得された乗員情報を用いて、乗員が手動運転可能か否かを判断し、乗員が手動運転可能でない場合にこの乗員が手動運転可能になるまでの回復見込み時間を推定する。切替判断部１３は、乗員が手動運転可能でなく、かつ、回復見込み時間が予め定められた時間未満である場合に、車両１の手動運転を開始する手動運転開始時間を延長する。このように、運転制御装置１０は、予め乗員の状態を監視して把握しておくことで、自動運転から手動運転への切り替えが必要な場面において手動運転開始時間を延長し、車両１の走行を継続させることができる。これにより、運転制御装置１０は、乗員が手動運転可能になるまで車両１を停止させる場合に比べて、目的地への到着時間の遅れを抑制することができる。 As described above, the operation control device 10 according to the first embodiment includes an occupant information acquisition unit 11, an occupant state determination unit 12, and a switching determination unit 13. The occupant information acquisition unit 11 acquires occupant information indicating the state of the occupants on the vehicle 1. The occupant state determination unit 12 determines whether or not the occupant can be manually driven by using the occupant information acquired by the occupant information acquisition unit 11, and if the occupant is not capable of manual driving, the occupant becomes capable of manual driving. Estimate the estimated recovery time. The switching determination unit 13 extends the manual driving start time for starting the manual driving of the vehicle 1 when the occupant is not able to drive manually and the estimated recovery time is less than a predetermined time. In this way, the operation control device 10 monitors and grasps the state of the occupant in advance, so that the manual operation start time can be extended in a situation where switching from automatic operation to manual operation is required, and the vehicle 1 travels. Can be continued. As a result, the operation control device 10 can suppress a delay in the arrival time at the destination as compared with the case where the vehicle 1 is stopped until the occupant can manually drive the vehicle.
　また、実施の形態１によれば、乗員状態判断部１２は、切替判断部１３により手動運転開始時間が延長される都度、乗員が手動運転可能か否かの判断と回復見込み時間の推定とを行う。これにより、運転制御装置１０は、乗員の状態を常に監視して把握しておくことができる。 Further, according to the first embodiment, the occupant state determination unit 12 determines whether or not the occupant can manually drive and estimates the estimated recovery time each time the switching determination unit 13 extends the manual operation start time. Do. As a result, the operation control device 10 can constantly monitor and grasp the state of the occupant.
実施の形態２．
　実施の形態１の運転制御装置１０は、手動運転開始時間を延長するために車速を減速させる構成であった。これに対し、実施の形態２の運転制御装置１０は、手動運転開始時間を延長するために自動運転を継続できる経路を探索する構成である。 Embodiment 2.
The operation control device 10 of the first embodiment has a configuration in which the vehicle speed is reduced in order to extend the manual operation start time. On the other hand, the operation control device 10 of the second embodiment has a configuration of searching for a route capable of continuing the automatic operation in order to extend the manual operation start time.
　実施の形態２に係る運転制御装置１０の構成は、実施の形態１の図１に示された構成と図面上は同一であるため、以下では図１を援用する。実施の形態２に係る運転制御装置１０は、図２のフローチャートに示される動作のうち、ステップＳＴ１０における動作が実施の形態１と異なる。ここで、図３に、実施の形態２に係る運転制御装置１０の、手動運転開始時間延長中の動作例を示す。実施の形態２の切替判断部１３は、図２のステップＳＴ１０において手動運転区間到着予定時刻に全乗員の健康状態レベルの回復が見込めず手動運転開始時間を延長した場合、その旨を経路設定部１４に通知する。この通知を受け付けた経路設定部１４は、図３のフローチャートに示されるステップＳＴ２１～ＳＴ２４の動作を行う。 Since the configuration of the operation control device 10 according to the second embodiment is the same as the configuration shown in FIG. 1 of the first embodiment on the drawing, FIG. 1 will be referred to below. The operation control device 10 according to the second embodiment is different from the first embodiment in the operation in step ST10 among the operations shown in the flowchart of FIG. Here, FIG. 3 shows an operation example of the operation control device 10 according to the second embodiment during the extension of the manual operation start time. In step ST10 of FIG. 2, when the switching determination unit 13 of the second embodiment is expected to recover the health condition level of all occupants at the estimated time of arrival in the manual operation section and extends the manual operation start time, the route setting unit indicates to that effect. Notify 14. The route setting unit 14 that has received this notification performs the operations of steps ST21 to ST24 shown in the flowchart of FIG.
　ステップＳＴ２１において、経路設定部１４は、地図情報を用いて、回復見込み時刻まで自動運転を継続できる経路を探索する。例えば、経路設定部１４は、車両１に搭乗している各乗員の回復見込み時刻のうちの最短の回復見込み時刻まで自動運転を継続できる経路を探索する。また、経路設定部１４は、自動運転を継続できる経路を探索する際、健康状態レベルの低い乗員に配慮して、振動の少ない経路又は蛇行の少ない経路等を優先的に探索する等してもよい。 In step ST21, the route setting unit 14 searches for a route that can continue the automatic operation until the estimated recovery time using the map information. For example, the route setting unit 14 searches for a route that can continue automatic driving until the shortest estimated recovery time of each occupant on the vehicle 1. Further, when searching for a route capable of continuing automatic driving, the route setting unit 14 may preferentially search for a route with less vibration or a route with less meandering in consideration of occupants with a low health condition level. Good.
　自動運転を継続できる経路があった場合（ステップＳＴ２２“ＹＥＳ”）、経路設定部１４は、この自動運転を継続できる経路に関する経路情報を切替判断部１３へ出力する（ステップＳＴ２３）。この経路情報を受け付けた切替判断部１３は、経路の変更を車両制御部５に指示する。ステップＳＴ２３において切替判断部１３が手動運転開始時間を延長するために経路を変更した後、図２のステップＳＴ６及びステップＳＴ７において各乗員の健康状態の監視及び把握が行われる。続くステップＳＴ８において、切替判断部１３は、変更後の経路における新たな手動運転区間到着予定時刻に健康状態レベルが３以上に回復する見込みの乗員がいるか否かを判断する。変更後の経路における新たな手動運転区間到着予定時刻に健康状態レベルが３以上に回復する見込みの乗員がいない場合、経路設定部１４は、手動運転開始時間延長のために、自動運転を継続できる経路の探索を繰り返すことになる（ステップＳＴ２１）。 When there is a route that can continue the automatic operation (step ST22 “YES”), the route setting unit 14 outputs the route information related to the route that can continue the automatic operation to the switching determination unit 13 (step ST23). The switching determination unit 13 that has received this route information instructs the vehicle control unit 5 to change the route. After the switching determination unit 13 changes the route in step ST23 in order to extend the manual operation start time, the health status of each occupant is monitored and grasped in steps ST6 and ST7 of FIG. In the following step ST8, the switching determination unit 13 determines whether or not there is an occupant whose health condition level is expected to recover to 3 or more at the estimated time of arrival of the new manual operation section on the changed route. If there are no occupants who are expected to recover their health level to 3 or higher at the estimated time of arrival in the new manual operation section on the changed route, the route setting unit 14 can continue automatic operation to extend the manual operation start time. The route search will be repeated (step ST21).
　図４は、実施の形態２における、当初の経路を説明する図である。図２のステップＳＴ３において、経路設定部１４は、図４に示される出発地４１から目的地４２までの経路４０を探索したものとする。この経路４０は、自動運転区間４４と手動運転区間４５とで構成されている。車両１が手動運転区間開始地点４３に到着する到着予定時刻に、全乗員の健康状態レベルの回復が見込めない状況であるものとする。 FIG. 4 is a diagram for explaining the initial route in the second embodiment. In step ST3 of FIG. 2, it is assumed that the route setting unit 14 has searched for the route 40 from the departure point 41 to the destination 42 shown in FIG. This route 40 is composed of an automatic operation section 44 and a manual operation section 45. It is assumed that the health condition level of all occupants cannot be expected to recover at the estimated time of arrival when the vehicle 1 arrives at the start point 43 of the manual driving section.
　図５は、実施の形態２における、１回目の手動運転開始時間延長時の経路変更を説明する図である。経路設定部１４は、図３のステップＳＴ２１において、自動運転を継続できる経路４０ａを探索する。この経路４０ａは、自動運転区間４４の途中の分岐点５１で自動運転区間５４へ分岐し、自動運転区間５４から手動運転区間５５を経由して目的地４２につながる。経路設定部１４は、手動運転区間開始地点５３の到着予定時刻を推定し、経路４０ａの経路情報に含めて切替判断部１３へ出力する。切替判断部１３は、乗員状態判断部１２により推定された最新の回復見込み時刻が、経路設定部１４により推定された手動運転区間開始地点５３の到着予定時刻未満である場合、再び手動運転開始時間を延長し、その旨を経路設定部１４に通知する。 FIG. 5 is a diagram illustrating a route change at the time of extending the first manual operation start time in the second embodiment. In step ST21 of FIG. 3, the route setting unit 14 searches for a route 40a capable of continuing automatic operation. This route 40a branches to the automatic driving section 54 at a branch point 51 in the middle of the automatic driving section 44, and is connected to the destination 42 from the automatic driving section 54 via the manual driving section 55. The route setting unit 14 estimates the estimated time of arrival of the manual operation section start point 53, includes it in the route information of the route 40a, and outputs it to the switching determination unit 13. When the latest estimated recovery time estimated by the occupant state determination unit 12 is less than the estimated time of arrival of the manual operation section start point 53 estimated by the route setting unit 14, the switching determination unit 13 again performs the manual operation start time. Is extended, and the route setting unit 14 is notified to that effect.
　図６は、実施の形態２における、２回目の手動運転開始時間延長時の経路変更を説明する図である。経路設定部１４は、再び、図３のステップＳＴ２１において、自動運転を継続できる経路４０ｂを探索する。この経路４０ｂは、自動運転区間５４の途中の分岐点６１で自動運転区間６３へ分岐し、自動運転区間６３から手動運転区間６４を経由して目的地４２へつながる。経路設定部１４は、手動運転区間開始地点６２の到着予定時刻を推定し、経路４０ｂの経路情報に含めて切替判断部１３へ出力する。切替判断部１３は、乗員状態判断部１２により推定された最新の回復見込み時刻が、経路設定部１４により推定された手動運転区間開始地点６２の到着予定時刻未満である場合、再び手動運転開始時間を延長し、その旨を経路設定部１４に通知する。 FIG. 6 is a diagram illustrating a route change at the time of extending the second manual operation start time in the second embodiment. The route setting unit 14 again searches for a route 40b capable of continuing automatic operation in step ST21 of FIG. This route 40b branches to the automatic driving section 63 at a branch point 61 in the middle of the automatic driving section 54, and connects to the destination 42 from the automatic driving section 63 via the manual driving section 64. The route setting unit 14 estimates the estimated time of arrival of the manual operation section start point 62, includes it in the route information of the route 40b, and outputs it to the switching determination unit 13. When the latest estimated recovery time estimated by the occupant state determination unit 12 is less than the estimated time of arrival of the manual operation section start point 62 estimated by the route setting unit 14, the switching determination unit 13 again performs the manual operation start time. Is extended, and the route setting unit 14 is notified to that effect.
　図２のステップＳＴ２２において自動運転を継続できる経路がなかった場合（ステップＳＴ２２“ＮＯ”）、経路設定部１４は、自動運転を継続できる経路がなかった旨を、切替判断部１３へ通知する。この場合、車両１はこれ以上自動運転を継続することが困難となるため、切替判断部１３は、表示部６又は音声出力部７の少なくとも一方を用いて、選択肢（ａ）及び（ｂ）を乗員に報知する。選択肢（ａ）は、近辺の停車可能場所に車両１を駐車した上で、休憩することで、乗員の健康状態回復を図るというものである。選択肢（ｂ）は、近辺の停車可能場所に車両１を駐車した上で、鉄道、バス、又はタクシー等の、付近の公共交通機関の利用を促すことで、少しでも目的地への到着時刻を早めるというものである。選択肢（ａ）及び（ｂ）の表示画面の一例を、図７に示す。 If there is no route that can continue the automatic operation in step ST22 of FIG. 2 (step ST22 “NO”), the route setting unit 14 notifies the switching determination unit 13 that there is no route that can continue the automatic operation. In this case, since it becomes difficult for the vehicle 1 to continue the automatic driving any more, the switching determination unit 13 uses at least one of the display unit 6 and the voice output unit 7 to select the options (a) and (b). Notify the occupants. Option (a) is to recover the health condition of the occupants by parking the vehicle 1 in a nearby stoptable place and then taking a break. Option (b) is to park the vehicle 1 in a nearby stopable place and then encourage the use of nearby public transportation such as railroads, buses, or taxis, so that the arrival time at the destination can be set as much as possible. It is to speed up. An example of the display screens of the options (a) and (b) is shown in FIG.
　図７は、実施の形態２における、手動運転開始時間延長不可、かつ、乗員が手動運転可能でない場合の表示例を示す図である。図３のステップＳＴ２４において、切替判断部１３は、図７に示されるような画像を生成し、表示部６に表示させる。乗員が入力部８に対して「近辺での休憩」（つまり選択肢（ａ））を選択する操作を行った場合、切替判断部１３は、経路設定部１４に対し、現在位置近辺の停車可能場所、及びその停車可能場所への経路を探索するように指示する。この指示を受け付けた経路設定部１４は、地図情報を用いて現在位置から停車可能場所までの経路を探索し、この経路を経路情報として切替判断部１３へ出力する。切替判断部１３は、経路設定部１４からの経路情報に基づき、停車可能場所までの経路を表示部６に表示させる。または、切替判断部１３は、経路設定部１４からの経路情報に基づき、停車可能場所へ向かうように車両制御部５に指示してもよい。 FIG. 7 is a diagram showing a display example in the second embodiment when the manual operation start time cannot be extended and the occupant cannot perform manual operation. In step ST24 of FIG. 3, the switching determination unit 13 generates an image as shown in FIG. 7 and displays it on the display unit 6. When the occupant performs an operation of selecting "rest in the vicinity" (that is, option (a)) for the input unit 8, the switching determination unit 13 refers to the route setting unit 14 to a stopable place near the current position. , And instruct them to search for a route to the stop. Upon receiving this instruction, the route setting unit 14 searches for a route from the current position to the stoptable location using the map information, and outputs this route as route information to the switching determination unit 13. The switching determination unit 13 causes the display unit 6 to display the route to the stoptable place based on the route information from the route setting unit 14. Alternatively, the switching determination unit 13 may instruct the vehicle control unit 5 to go to the stoptable place based on the route information from the route setting unit 14.
　乗員が入力部８に対して「公共交通機関」（つまり選択肢（ｂ））を選択する操作を行った場合、切替判断部１３は、経路設定部１４に対し、現在位置近辺の停車可能場所を及び公共交通機関（例えば、鉄道の駅）を探索するように指示する。この指示を受け付けた経路設定部１４は、地図情報を用いて現在位置から停車可能場所までの経路を探索すると共に、停車可能場所から最寄り駅までの経路を探索し、これらの経路を経路情報として切替判断部１３へ出力する。切替判断部１３は、経路設定部１４からの経路情報に基づき、停車可能場所までの経路、及び停車可能場所から最寄り駅までの経路を表示部６に表示させる。また、切替判断部１３は、停車可能場所から最寄り駅への乗員の移動時間を考慮した上で、その最寄り駅で乗車可能な時刻、及び目的地付近の駅への到着時刻を、表示部６に表示させてもよい。なお、切替判断部１３は、例えば図示しない通信装置を介して車外サーバ等と通信することによって、鉄道等の公共交通機関に関する時刻を取得すればよい。なお、切替判断部１３は、経路設定部１４からの経路情報に基づき、停車可能場所へ向かうように車両制御部５に指示してもよい。 When the occupant performs an operation of selecting "public transportation" (that is, option (b)) for the input unit 8, the switching determination unit 13 tells the route setting unit 14 where the vehicle can stop near the current position. And instruct them to explore public transport (eg, railway stations). Upon receiving this instruction, the route setting unit 14 searches for a route from the current position to the stoptable place using map information, searches for a route from the stopable place to the nearest station, and uses these routes as route information. Output to the switching determination unit 13. The switching determination unit 13 causes the display unit 6 to display the route to the stoptable place and the route from the stoptable place to the nearest station based on the route information from the route setting unit 14. In addition, the switching determination unit 13 displays the time when the passenger can board at the nearest station and the arrival time at the station near the destination, in consideration of the travel time of the occupant from the stoptable place to the nearest station. It may be displayed in. The switching determination unit 13 may acquire the time related to public transportation such as a railroad by communicating with a server or the like outside the vehicle via, for example, a communication device (not shown). The switching determination unit 13 may instruct the vehicle control unit 5 to go to a stoptable place based on the route information from the route setting unit 14.
　以上のように、実施の形態２の経路設定部１４は、乗員が手動運転可能でなく、かつ、回復見込み時間が予め定められた時間未満である場合に、回復見込み時間が経過するまで車両１が自動運転を継続できる経路を探索する。切替判断部１３は、車両１が走行中の経路から経路設定部１４により探索された経路に変更する。このように、実施の形態２では、切替判断部１３は、自動運転区間を延長することによって手動運転開始時間を延長する。この構成により、運転制御装置１０は、自動運転から手動運転への切り替えが困難な場合に、自動運転区間を延長しながら目的地へ接近することで、乗員が手動運転可能になるまで車両１を停止させる場合に比べて、目的地への到着時間の遅れを抑制することができる。 As described above, the route setting unit 14 of the second embodiment is the vehicle 1 until the estimated recovery time elapses when the occupant is not able to drive manually and the estimated recovery time is less than a predetermined time. Search for a route that can continue automatic driving. The switching determination unit 13 changes the route in which the vehicle 1 is traveling to the route searched by the route setting unit 14. As described above, in the second embodiment, the switching determination unit 13 extends the manual operation start time by extending the automatic operation section. With this configuration, when it is difficult to switch from automatic driving to manual driving, the driving control device 10 approaches the destination while extending the automatic driving section, so that the vehicle 1 can be driven manually by the occupants. Compared to the case of stopping, the delay in arrival time at the destination can be suppressed.
　また、実施の形態２によれば、経路設定部１４は、切替判断部１３により手動運転開始時間が延長される都度、車両１が自動運転を継続できる経路の探索を行う。これにより、運転制御装置１０は、乗員の健康状態の回復が当初の回復見込み時間よりも遅れた場合でも、可能な限り目的地への到着時間の短縮を図ることができる。 Further, according to the second embodiment, the route setting unit 14 searches for a route through which the vehicle 1 can continue the automatic driving each time the manual operation start time is extended by the switching determination unit 13. As a result, the operation control device 10 can shorten the arrival time at the destination as much as possible even when the recovery of the occupant's health condition is delayed from the initial expected recovery time.
　また、実施の形態２によれば、経路設定部１４は、乗員が手動運転可能でなく、かつ、回復見込み時間が予め定められた時間未満であり、かつ、車両１が自動運転を継続できる経路がない場合に、公共交通機関へ乗員を誘導する経路を探索する。これにより、運転制御装置１０は、乗員が手動運転可能になるまで車両１を停止させる場合に比べて、目的地への到着時間を短縮することができる。 Further, according to the second embodiment, the route setting unit 14 is a route in which the occupant cannot manually drive, the estimated recovery time is less than a predetermined time, and the vehicle 1 can continue the automatic driving. If there is no, search for a route to guide the occupants to public transportation. As a result, the operation control device 10 can shorten the arrival time at the destination as compared with the case where the vehicle 1 is stopped until the occupant can manually drive the vehicle.
　なお、実施の形態２では、経路設定部１４は、全乗員の回復見込み時間が予め定められた時間未満であり、かつ、車両１が自動運転を継続できる経路がない場合に、公共交通機関へ乗員を誘導する経路を探索する構成であったが、全乗員の回復見込み時間が予め定められた時間未満か以上かにかかわらず、車両１が自動運転を継続できる経路がない場合に、公共交通機関へ乗員を誘導する経路を探索するようにしてもよい。 In the second embodiment, the route setting unit 14 goes to public transportation when the estimated recovery time of all occupants is less than a predetermined time and there is no route on which the vehicle 1 can continue automatic driving. The configuration was to search for a route to guide the occupants, but if there is no route that allows vehicle 1 to continue automatic driving regardless of whether the estimated recovery time of all occupants is less than or greater than a predetermined time, public transportation You may want to search for a route that guides the occupants to the engine.
　実施の形態１及び実施の形態２では、乗員状態判断部１２が乗員の健康状態に基づいて手動運転可能か否かを判断した。しかしながら、乗員の突発的なセカンダリーアクティビティが原因で手動運転への切り替えが困難な場合も考えられる。セカンダリーアクティビティとは、携帯端末操作又は食事といった、運転以外の行為である。そこで、乗員状態判断部１２は、乗員監視部２により撮像された乗員の画像等の乗員情報を用いて、乗員（特に運転席に着座している乗員）がセカンダリーアクティビティを行っているか否かを判断する。切替判断部１３は、車両１が手動運転区間開始地点に近づいた際、乗員がセカンダリーアクティビティを行っている場合に、手動運転開始時間を延長するか否かを乗員に選択させる。例えば、切替判断部１３は、表示部６又は音声出力部７の少なくとも一方を用いて、選択肢（ｃ）及び（ｄ）を乗員に報知する。選択肢（ｃ）は、手動運転開始時間を延長する、つまり自動運転を延長するというものである。選択肢（ｄ）は、手動運転開始時間を延長せず、当初の予定通りに自動運転から手動運転に切り替えるというものである。選択肢（ｃ）及び（ｄ）の表示画面の一例を、図８に示す。 In the first and second embodiments, the occupant condition determination unit 12 determines whether or not manual operation is possible based on the occupant's health condition. However, it may be difficult to switch to manual driving due to sudden secondary activity of the occupants. Secondary activities are activities other than driving, such as operating a mobile terminal or eating. Therefore, the occupant state determination unit 12 uses occupant information such as an image of the occupant captured by the occupant monitoring unit 2 to determine whether or not the occupant (particularly the occupant seated in the driver's seat) is performing a secondary activity. to decide. When the vehicle 1 approaches the start point of the manual driving section, the switching determination unit 13 causes the occupant to select whether or not to extend the manual driving start time when the occupant is performing the secondary activity. For example, the switching determination unit 13 uses at least one of the display unit 6 and the voice output unit 7 to notify the occupants of the options (c) and (d). The option (c) is to extend the manual operation start time, that is, to extend the automatic operation. Option (d) is to switch from automatic operation to manual operation as originally planned without extending the manual operation start time. An example of the display screens of options (c) and (d) is shown in FIG.
　図８は、実施の形態２における、乗員がセカンダリーアクティビティ中の表示例を示す図である。車両１が手動運転区間開始地点に近づいた際、切替判断部１３は、図８に示されるような画像を生成し、表示部６に表示させる。乗員が入力部８に対して「Ｙｅｓ」（つまり選択肢（ｃ））を選択する操作を行った場合、切替判断部１３は、手動運転開始時間を延長する。この場合、切替判断部１３は、例えば図３のステップＳＴ２１～ＳＴ２４に示される動作を行うように経路設定部１４に指示する。 FIG. 8 is a diagram showing a display example in which the occupant is in the secondary activity in the second embodiment. When the vehicle 1 approaches the start point of the manual driving section, the switching determination unit 13 generates an image as shown in FIG. 8 and displays it on the display unit 6. When the occupant performs an operation of selecting "Yes" (that is, option (c)) for the input unit 8, the switching determination unit 13 extends the manual operation start time. In this case, the switching determination unit 13 instructs the route setting unit 14 to perform the operations shown in steps ST21 to ST24 of FIG. 3, for example.
　乗員が入力部８に対して「Ｎｏ」（つまり選択肢（ｄ））を選択する操作を行った場合、切替判断部１３は、自動運転から手動運転へ切り替える判断を行い、手動運転区間開始地点で車両制御部５に対して自動運転の終了を指示する。 When the occupant performs an operation of selecting "No" (that is, option (d)) for the input unit 8, the switching determination unit 13 determines to switch from automatic operation to manual operation, and at the start point of the manual operation section. Instructs the vehicle control unit 5 to end the automatic driving.
　最後に、各実施の形態に係る運転制御装置１０のハードウェア構成を説明する。
　図９及び図１０は、各実施の形態に係る運転制御装置１０のハードウェア構成例を示す図である。運転制御装置１０における乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能は、処理回路により実現される。即ち、運転制御装置１０は、上記機能を実現するための処理回路を備える。処理回路は、専用のハードウェアとしての処理回路１００であってもよいし、メモリ１０２に格納されるプログラムを実行するプロセッサ１０１であってもよい。 Finally, the hardware configuration of the operation control device 10 according to each embodiment will be described.
9 and 10 are diagrams showing a hardware configuration example of the operation control device 10 according to each embodiment. The functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 in the operation control device 10 are realized by the processing circuit. That is, the operation control device 10 includes a processing circuit for realizing the above functions. The processing circuit may be a processing circuit 100 as dedicated hardware, or a processor 101 that executes a program stored in the memory 102.
　図９に示されるように、処理回路が専用のハードウェアである場合、処理回路１００は、例えば、単一回路、複合回路、プログラム化したプロセッサ、並列プログラム化したプロセッサ、ＡＳＩＣ（Ａｐｐｌｉｃａｔｉｏｎ　Ｓｐｅｃｉｆｉｃ　Ｉｎｔｅｇｒａｔｅｄ　Ｃｉｒｃｕｉｔ）、ＦＰＧＡ（Ｆｉｅｌｄ　Ｐｒｏｇｒａｍｍａｂｌｅ　Ｇａｔｅ　Ａｒｒａｙ）、又はこれらを組み合わせたものが該当する。乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能を複数の処理回路１００で実現してもよいし、各部の機能をまとめて１つの処理回路１００で実現してもよい。 As shown in FIG. 9, when the processing circuit is dedicated hardware, the processing circuit 100 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, or an ASIC (Application Special Integrated Circuit). ), FPGA (Field Processor Gate Array), or a combination thereof. The functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 may be realized by a plurality of processing circuits 100, or the functions of each unit may be combined into one processing circuit 100. It may be realized.
　図１０に示されるように、処理回路がプロセッサ１０１である場合、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能は、ソフトウェア、ファームウェア、又はソフトウェアとファームウェアとの組み合わせにより実現される。ソフトウェア又はファームウェアはプログラムとして記述され、メモリ１０２に格納される。プロセッサ１０１は、メモリ１０２に格納されたプログラムを読みだして実行することにより、各部の機能を実現する。即ち、運転制御装置１０は、プロセッサ１０１により実行されるときに、図２及び図３のフローチャートで示されるステップが結果的に実行されることになるプログラムを格納するためのメモリ１０２を備える。また、このプログラムは、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の手順又は方法をコンピュータに実行させるものであるとも言える。 As shown in FIG. 10, when the processing circuit is the processor 101, the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 are software, firmware, or software. It is realized by combining with firmware. The software or firmware is described as a program and stored in the memory 102. The processor 101 realizes the functions of each part by reading and executing the program stored in the memory 102. That is, the operation control device 10 includes a memory 102 for storing a program in which the steps shown in the flowcharts of FIGS. 2 and 3 are eventually executed when executed by the processor 101. Further, it can be said that this program causes the computer to execute the procedures or methods of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14.
　ここで、プロセッサ１０１とは、ＣＰＵ（Ｃｅｎｔｒａｌ　Ｐｒｏｃｅｓｓｉｎｇ　Ｕｎｉｔ）、処理装置、演算装置、又はマイクロプロセッサ等のことである。
　メモリ１０２は、ＲＡＭ（Ｒａｎｄｏｍ　Ａｃｃｅｓｓ　Ｍｅｍｏｒｙ）、ＲＯＭ（Ｒｅａｄ　Ｏｎｌｙ　Ｍｅｍｏｒｙ）、ＥＰＲＯＭ（Ｅｒａｓａｂｌｅ　Ｐｒｏｇｒａｍｍａｂｌｅ　ＲＯＭ）、又はフラッシュメモリ等の不揮発性もしくは揮発性の半導体メモリであってもよいし、ハードディスク又はフレキシブルディスク等の磁気ディスクであってもよいし、ＣＤ（Ｃｏｍｐａｃｔ　Ｄｉｓｃ）又はＤＶＤ（Ｄｉｇｉｔａｌ　Ｖｅｒｓａｔｉｌｅ　Ｄｉｓｃ）等の光ディスクであってもよい。 Here, the processor 101 is a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, or the like.
The memory 102 may be a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), an EPROM (Erasable Programmable ROM), or a flash memory, or may be a non-volatile or volatile semiconductor memory such as a hard disk or a flexible disk. It may be a magnetic disk of the above, or an optical disk such as a CD (Compact Disc) or a DVD (Digital Versaille Disc).
　なお、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能について、一部を専用のハードウェアで実現し、一部をソフトウェア又はファームウェアで実現するようにしてもよい。このように、運転制御装置１０における処理回路は、ハードウェア、ソフトウェア、ファームウェア、又はこれらの組み合わせによって、上述の機能を実現することができる。 The functions of the occupant information acquisition unit 11, the occupant status determination unit 12, the switching determination unit 13, and the route setting unit 14 are partially realized by dedicated hardware and partly realized by software or firmware. You may. As described above, the processing circuit in the operation control device 10 can realize the above-mentioned functions by hardware, software, firmware, or a combination thereof.
　また、実施の形態１及び実施の形態２では、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能が、車両１に搭載される、又は車両１に持ち込まれる情報機器に集約された構成であったが、ネットワーク上のサーバ装置、スマートフォン等の携帯端末、及び車載器等に分散されていてもよい。また、乗員情報取得部１１、乗員状態判断部１２、切替判断部１３、及び経路設定部１４の機能が、ネットワーク上のサーバ装置に集約されていてもよい。 Further, in the first embodiment and the second embodiment, the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 are mounted on the vehicle 1 or are mounted on the vehicle 1. Although the configuration was integrated into the information devices brought in, it may be distributed to server devices on the network, mobile terminals such as smartphones, and in-vehicle devices. Further, the functions of the occupant information acquisition unit 11, the occupant state determination unit 12, the switching determination unit 13, and the route setting unit 14 may be integrated in the server device on the network.
　なお、本発明はその発明の範囲内において、各実施の形態の自由な組み合わせ、各実施の形態の任意の構成要素の変形、又は各実施の形態の任意の構成要素の省略が可能である。 It should be noted that, within the scope of the present invention, it is possible to freely combine each embodiment, modify any component of each embodiment, or omit any component of each embodiment.
　この発明に係る運転制御装置は、自動運転と手動運転との切り替えが必要となる自動運転車両の運転制御装置等に用いるのに適している。 The driving control device according to the present invention is suitable for use as a driving control device for an autonomous driving vehicle that requires switching between automatic driving and manual driving.
　１　車両、２　乗員監視部、３　位置情報取得部、４　地図記憶部、５　車両制御部、６　表示部、７　音声出力部、８　入力部、１０　運転制御装置、１１　乗員情報取得部、１２　乗員状態判断部、１３　切替判断部、１４　経路設定部、４０，４０ａ，４０ｂ　経路、４１　出発地、４２　目的地、４３，５３，６２　手動運転区間開始地点、４４，５４，６３　自動運転区間、４５，５５，６４　手動運転区間、５１，６１　分岐点、１００　処理回路、１０１　プロセッサ、１０２　メモリ。 1 vehicle, 2 occupant monitoring unit, 3 position information acquisition unit, 4 map storage unit, 5 vehicle control unit, 6 display unit, 7 voice output unit, 8 input unit, 10 driving control device, 11 occupant information acquisition unit, 12 occupants Status judgment unit, 13 switching judgment unit, 14 route setting unit, 40, 40a, 40b route, 41 departure point, 42 destination, 43, 53, 62 manual operation section start point, 44, 54, 63 automatic operation section, 45 , 55, 64 manual operation section, 51, 61 branch point, 100 processing circuit, 101 processor, 102 memory.

Claims (8)

  1. 　車両に搭乗している乗員の状態を示す乗員情報を取得する乗員情報取得部と、
    　前記乗員情報取得部により取得された前記乗員情報を用いて、前記乗員が手動運転可能か否かを判断し、前記乗員が手動運転可能でない場合に前記乗員が手動運転可能になるまでの回復見込み時間を推定する乗員状態判断部と、
    　前記乗員が手動運転可能でなく、かつ、前記回復見込み時間が予め定められた時間未満である場合に、前記車両の手動運転を開始する手動運転開始時間を延長する切替判断部とを備える運転制御装置。     The occupant information acquisition unit that acquires occupant information indicating the status of the occupants on the vehicle,
    Using the occupant information acquired by the occupant information acquisition unit, it is determined whether or not the occupant can be manually driven, and if the occupant is not capable of manual driving, recovery is expected until the occupant can be manually driven. The occupant status judgment unit that estimates the time and
    Operation control including a switching determination unit for extending the manual operation start time for starting the manual operation of the vehicle when the occupant is not capable of manual operation and the expected recovery time is less than a predetermined time. apparatus.
  2. 　前記乗員情報は、前記乗員の表情、目の状態、脈拍、呼気、又は血中アルコール濃度のうちの少なくとも１つを含むことを特徴とする請求項１記載の運転制御装置。 The driving control device according to claim 1, wherein the occupant information includes at least one of the occupant's facial expression, eye condition, pulse, exhalation, or blood alcohol concentration.
  3. 　前記乗員が手動運転可能でなく、かつ、前記回復見込み時間が前記予め定められた時間未満である場合に、前記回復見込み時間が経過するまで前記車両が自動運転を継続できる経路を探索する経路設定部を備え、
    　前記切替判断部は、前記車両が走行中の経路から前記経路設定部により探索された前記経路に変更することを特徴とする請求項１記載の運転制御装置。     When the occupant is not able to drive manually and the estimated recovery time is less than the predetermined time, a route setting for searching a route through which the vehicle can continue automatic driving until the estimated recovery time elapses. With a part
    The driving control device according to claim 1, wherein the switching determination unit changes from a route in which the vehicle is traveling to the route searched by the route setting unit.
  4. 　前記乗員状態判断部は、前記切替判断部により前記手動運転開始時間が延長される都度、前記乗員が手動運転可能か否かの判断と前記回復見込み時間の推定とを行うことを特徴とする請求項１記載の運転制御装置。 Each time the switching determination unit extends the manual operation start time, the occupant state determination unit determines whether or not the occupant can perform manual operation and estimates the estimated recovery time. Item 1. The operation control device according to item 1.
  5. 　前記経路設定部は、前記切替判断部により前記手動運転開始時間が延長される都度、前記車両が自動運転を継続できる経路の探索を行うことを特徴とする請求項３記載の運転制御装置。 The operation control device according to claim 3, wherein the route setting unit searches for a route on which the vehicle can continue automatic driving each time the manual operation start time is extended by the switching determination unit.
  6. 　前記経路設定部は、前記乗員が手動運転可能でなく、かつ、前記回復見込み時間が前記予め定められた時間未満であり、かつ、前記車両が自動運転を継続できる経路がない場合に、公共交通機関へ前記乗員を誘導する経路を探索することを特徴とする請求項３記載の運転制御装置。 The route setting unit is used for public transportation when the occupant is not able to drive manually, the estimated recovery time is less than the predetermined time, and there is no route on which the vehicle can continue automatic driving. The operation control device according to claim 3, further comprising searching for a route for guiding the occupant to the engine.
  7. 　前記乗員状態判断部は、前記乗員情報を用いて、前記乗員がセカンダリーアクティビティを行っているか否かを判断し、
    　前記切替判断部は、前記乗員がセカンダリーアクティビティを行っている場合に、前記手動運転開始時間を延長するか否かを前記乗員に選択させることを特徴とする請求項１記載の運転制御装置。     The occupant status determination unit uses the occupant information to determine whether or not the occupant is performing a secondary activity.
    The operation control device according to claim 1, wherein the switching determination unit causes the occupant to select whether or not to extend the manual operation start time when the occupant is performing a secondary activity.
  8. 　乗員情報取得部が、車両に搭乗している乗員の状態を示す乗員情報を取得し、
    　乗員状態判断部が、前記乗員情報取得部により取得された前記乗員情報を用いて、前記乗員が手動運転可能か否かを判断し、前記乗員が手動運転可能でない場合に前記乗員が手動運転可能になるまでの回復見込み時間を推定し、
    　切替判断部が、前記乗員が手動運転可能でなく、かつ、前記回復見込み時間が予め定められた時間未満である場合に、前記車両の手動運転を開始する手動運転開始時間を延長する運転制御方法。     The occupant information acquisition department acquires occupant information indicating the status of the occupants on board the vehicle.
    The occupant state determination unit uses the occupant information acquired by the occupant information acquisition unit to determine whether or not the occupant can be manually driven, and if the occupant is not capable of manual driving, the occupant can be manually operated. Estimate the estimated recovery time until
    A driving control method in which the switching determination unit extends the manual driving start time for starting the manual driving of the vehicle when the occupant is not capable of manual driving and the expected recovery time is less than a predetermined time. ..
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