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WO2018193765A1 - Dispositif de commande de présentation, dispositif de commande de conduite automatisée, procédé de commande de présentation et procédé de commande de conduite automatisée - Google Patents

Dispositif de commande de présentation, dispositif de commande de conduite automatisée, procédé de commande de présentation et procédé de commande de conduite automatisée Download PDF

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Publication number
WO2018193765A1
WO2018193765A1 PCT/JP2018/010144 JP2018010144W WO2018193765A1 WO 2018193765 A1 WO2018193765 A1 WO 2018193765A1 JP 2018010144 W JP2018010144 W JP 2018010144W WO 2018193765 A1 WO2018193765 A1 WO 2018193765A1
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WO
WIPO (PCT)
Prior art keywords
driver
curve
driving
vehicle
information
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PCT/JP2018/010144
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English (en)
Japanese (ja)
Inventor
雄大 松本
田口　清貴
三摩　紀雄
Original Assignee
株式会社デンソー
株式会社Ｓｏｋｅｎ
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Application filed by 株式会社デンソー, 株式会社Ｓｏｋｅｎ filed Critical 株式会社デンソー
Publication of WO2018193765A1 publication Critical patent/WO2018193765A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • This disclosure relates to automatic driving technology.
  • Patent Literature 1 discloses a driving support control device that notifies a driver of the presence of a curve in a traveling direction in a manual driving state in which a driver performs a driving operation.
  • the driving support control device adjusts the notification timing in a scene where the first curve and the second curve are continuous in the traveling direction, for example, according to the shape of the first curve.
  • the driver tends to feel insensitive as to whether or not the automatic driving function really recognizes the curve in the traveling direction.
  • Such anxiety is considered to be caused by a difference in characteristics between the normal driving operation of the driver and the driving operation of the automatic driving function. Therefore, even if the technical idea of the driving support device of Patent Document 1 is applied to automatic driving as it is, the notification timing can be constant regardless of the driving operation characteristics of the driver. Therefore, even if it is configured to notify the curve in the traveling direction in the state of automatic driving, since the characteristic of the driving operation of the driver is not reflected in the notification timing, the driver's anxiety about the automatic driving function is There was a risk that it would not be alleviated.
  • This disclosure is intended to provide a presentation control device, an automatic driving control device, a presentation control method, and an automatic driving control method that can reduce the driver's anxiety about the automatic driving function.
  • a presentation control device that controls presentation of information to the driver by a presentation device includes: A speed information acquisition unit for acquiring information, a curve information acquisition unit for acquiring curve information indicating a shape of a curve in the traveling direction of the vehicle, and a driver identification unit for identifying the driver on board the vehicle; In the state of manual driving in which the driver performs the driving operation, the characteristics of the driving operation performed by each of the drivers as the vehicle travels as the driving characteristic information associated with the curve information and the vehicle speed information.
  • Curve notification using the presenting device that the learning unit that learns and the automatic driving function recognizes the curve in the traveling direction in the automatic driving state where the automatic driving function performs driving operation Therefore, in the state of the automatic driving state, the presentation control unit to be presented to the driver, the characteristic selecting unit that selects the driving characteristic information corresponding to the driver on board identified by the driver identifying unit, And a timing determination unit that determines the timing of the curve notification using the driving characteristic information selected by the characteristic selection unit based on the curve information and the vehicle speed information.
  • the recognition of the curve in the traveling direction by the automatic driving function is presented to the driver as a curve notification.
  • the timing of the curve notification is determined from the curve information and the vehicle speed information using the driving characteristic information selected to correspond to each driver.
  • the driving characteristic information is information learned for each driver in the state of manual driving. Therefore, the timing of the curve notification can be a timing that reflects the characteristics of the driving operation of the driver on the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • the presentation control method for controlling the presentation of information to the driver by the presentation device in a vehicle equipped with an automatic driving function for performing a driving operation on behalf of the driver is at least one process.
  • the driver identifies the driver who is boarding the vehicle, acquires curve information indicating the shape of the curve in the traveling direction of the vehicle, The driver learns the characteristics of the driving operation performed by the driver as the vehicle runs on the curve as the driving characteristic information associated with the curve information and the vehicle speed information of the vehicle, and the driving operation is performed by the automatic driving function.
  • the driver who is on the vehicle is identified, the curve information of the curve in the traveling direction of the vehicle is obtained, the vehicle speed information is obtained, and the vehicle is identified.
  • the recognition of the curve in the traveling direction by the automatic driving function is presented to the driver as a curve notification.
  • the timing of the curve notification is determined from the curve information and the vehicle speed information using the driving characteristic information selected to correspond to each driver.
  • the driving characteristic information is information learned for each driver in the state of manual driving. Therefore, the timing of the curve notification can be a timing that reflects the characteristics of the driving operation of the driver on the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • a curve information acquisition unit that acquires curve information indicating the shape of a curve in a direction
  • a driver identification unit that identifies the driver on board the vehicle
  • a manual driving state in which the driver performs a driving operation.
  • a learning unit that learns characteristics of driving operation performed by each individual driver as the vehicle travels as a curve as driving characteristic information associated with the curve information and the vehicle speed information, and the automatic driving function performs driving operation.
  • a deceleration control unit that controls deceleration of the vehicle according to a curve in a traveling direction, and the driving characteristic information corresponding to the driver identified by the driver identifying unit And a deceleration start timing by the deceleration control unit using the driving characteristic information selected by the characteristic selection unit based on the curve information and the vehicle speed information in the state of the automatic driving.
  • the deceleration start timing can be a timing reflecting the characteristics of the driving operation of the driver who is on the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • an automatic driving control method for realizing an automatic driving function for performing driving operation of a vehicle on behalf of a driver is a manual driving in which at least one processing unit is operated by the driver.
  • the driver who is boarding the vehicle is identified, curve information indicating the shape of the curve in the traveling direction of the vehicle is obtained, and the individual driver performs driving along the curve
  • the operation characteristic is learned as the driving characteristic information associated with the curve information and the vehicle speed information of the vehicle, and the driving while riding in the vehicle in the state of the automatic driving where the driving operation is performed by the automatic driving function.
  • Identifying the driver obtaining the curve information of the curve in the traveling direction of the vehicle, obtaining the vehicle speed information, and selecting the driving characteristic information corresponding to the identified driver on boarding , On the basis of the curve information and the vehicle speed information, using the driving characteristic information selected, comprising determining the timing of the deceleration start of the vehicle in front of the curve.
  • the deceleration start timing can be a timing reflecting the characteristics of the driving operation of the driver who is on the vehicle. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • the drawing It is a block diagram which shows the whole image of the vehicle-mounted system containing an HMI control apparatus, It is a time chart showing an example of a difference in driving operation characteristics for each driver, It is a diagram showing the relationship between vehicle speed and radius of curvature and anxiety timing for accelerator-driven drivers, It is a diagram showing the relationship between vehicle speed and radius of curvature and anxiety timing for brake-driven drivers, In the control section before the curve, it is a diagram schematically showing the positional relationship between the entrance of the curve and the information presentation distance, information presentation time, etc.
  • a specific characteristic model it is a diagram showing the relationship between the vehicle speed and the radius of curvature and the information presentation distance, It is a flowchart showing details of the learning process of driving characteristics, It is a flowchart showing the details of the learning process of getting used to automatic driving, It is a flowchart showing details of information presentation processing at the time of entering the curve, It is a block diagram which shows the whole image of the vehicle-mounted system of 2nd embodiment, It is a flowchart showing details of the braking control process at the time of entering the curve, It is a flowchart which shows the detail of the learning process of 3rd embodiment.
  • the function of the presentation control apparatus according to the first embodiment of the present disclosure is realized by an HMI (Human Machine Interface) control apparatus 40 illustrated in FIG.
  • the HMI control device 40 is mounted on the vehicle A together with an electronic control unit such as the vehicle control device 60.
  • the HMI control device 40 and the vehicle control device 60 are directly or indirectly electrically connected to each other and can communicate with each other.
  • the HMI control device 40 and the vehicle control device 60 are processing devices that realize an automatic driving function for performing a driving operation on behalf of the driver, and can make the vehicle A autonomously travel in cooperation.
  • the HMI control device 40 is connected to the presentation device 10, the in-vehicle sensor group 20, the autonomous traveling unit group 30, the DSM (Driver Status Monitor) 37, etc., in addition to the vehicle control device 60. With these configurations, an in-vehicle system of the vehicle A is constructed.
  • the vehicle control device 60 is an electronic control unit that controls the behavior of the vehicle A.
  • the vehicle control device 60 enables the vehicle A to travel autonomously in cooperation with the HMI control device 40.
  • the vehicle control device 60 is mainly configured by a computer having a processing unit 61, a RAM 62, a memory device 63, an input / output interface, and the like.
  • the processing unit 61 includes at least one processor such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit).
  • the memory device 63 has a nonvolatile storage medium such as a flash memory and a hard disk.
  • the vehicle control device 60 performs acceleration / deceleration control and operation control of the vehicle A by causing the processing unit 61 to execute a vehicle control program stored in the memory device 63.
  • the vehicle control device 60 is electrically connected to the in-vehicle actuator group 80.
  • the in-vehicle actuator group 80 is a drive device group that executes acceleration, deceleration, and steering of the vehicle A.
  • the on-vehicle actuator group 80 includes, for example, a throttle actuator, an injector, a brake actuator, a motor generator for driving and regeneration, a steering actuator, and the like.
  • the presentation device 10 is a device that presents information to the driver on board the vehicle A by visual stimulation, auditory stimulation, tactile stimulation, or the like.
  • the presentation device 10 includes a CID (Center Information Display) 11, a meter 12, a HUD (Head-Up Display) 13, a speaker 14, a tactile stimulation device 15, and the like.
  • the CID 11 is a display device arranged above the center cluster.
  • the meter 12 is a display device arranged in front of the driver's seat, and the HUD 13 is a display device that displays a virtual image superimposed on the foreground of the driver's seat.
  • the speaker 14 presents information to the driver by reproducing voice messages, notification sounds, and the like.
  • the tactile stimulation device 15 is provided, for example, on the rim portion of the steering wheel and the seat surface of the driver's seat. The tactile stimulation device 15 presents information to the driver through tactile sensation when vibration is generated.
  • the in-vehicle sensor group 20 includes an accelerator pedal sensor 21, a brake pedal sensor 22, a vehicle speed sensor 23, a rudder angle sensor 24, and a gradient sensor 25.
  • the accelerator pedal sensor 21 is provided in the accelerator pedal 20a and detects a driving operation (pedal operation) input to the accelerator pedal 20a.
  • the brake pedal sensor 22 is provided on the brake pedal 20b and detects a driving operation (pedal operation) input to the brake pedal 20b.
  • the vehicle speed sensor 23 measures the traveling speed of the vehicle A.
  • the steering angle sensor 24 detects the steering angle (steering angle) of the steering wheel.
  • the gradient sensor 25 measures the gradient of the road on which the vehicle A is traveling by detecting the posture of the vehicle A.
  • Each sensor 21-25 sequentially outputs the detected vehicle information to the HMI control device 40 and the vehicle control device 60.
  • the unit group 30 for autonomous traveling acquires information outside the vehicle necessary for autonomous traveling. At least one of the HMI control device 40 and the vehicle control device 60 recognizes the traveling environment around the vehicle A based on the information outside the vehicle provided from the unit group 30 for autonomous traveling, and identifies the vehicle position and the travel plan. Processing such as generation is executed.
  • the unit group 30 for autonomous running includes a millimeter wave radar 31, a camera 32, a V2X communication device 33, a locator 34, and the like.
  • the millimeter wave radar 31 is an external sensor that radiates millimeter waves toward the traveling direction of the vehicle A and receives millimeter waves reflected by a moving object and a stationary object that exist in the traveling direction.
  • the camera 32 is an external sensor that captures a moving direction of the vehicle A and extracts a moving object, a stationary object, and the like existing in the moving direction from the front image.
  • the millimeter wave radar 31 and the camera 32 detect moving objects such as other vehicles and pedestrians and stationary objects such as lane markings and road signs, and recognition information for recognizing the traveling environment in the traveling direction, and HMI control device as information outside the vehicle. 40 and the vehicle control device 60 are sequentially output.
  • the V2X communication device 33 receives traffic information and other vehicle information transmitted from other vehicles by road-to-vehicle communication and vehicle-to-vehicle communication.
  • Locator 34 measures the current position of vehicle A.
  • the locator 34 acquires a road map indicating the road shape around the vehicle A and in the traveling direction.
  • the V2X communication device 33 and the locator 34 sequentially output the acquired outside vehicle information to the HMI control device 40 and the vehicle control device 60.
  • the DSM 37 is a state monitoring device that monitors the state of the driver.
  • the DSM 37 includes a facial camera that captures the driver's face, a light source that emits near-infrared light for imaging, and a controller that controls the facial camera and the light source.
  • the DSM 37 sequentially outputs the face image of the boarding driver sitting in the driver's seat to the HMI control device 40 as recognition information.
  • the HMI control device 40 is an electronic control unit that controls information presentation to the driver using the presentation device 10.
  • the HMI control device 40 is mainly configured by a computer having a processing unit 41, a RAM 42, a memory device 43, an input / output interface, and the like.
  • the processing unit 41 includes at least one processor such as a CPU and a GPU.
  • the memory device 43 has a nonvolatile storage medium such as a flash memory and a hard disk. When the processing unit 41 executes the presentation control program stored in the memory device 43, a plurality of functional blocks for controlling information presentation is constructed in the HMI control device 40.
  • the HMI control device 40 includes a vehicle information acquisition unit 51, an environment determination unit 52a, a curve recognition unit 52, a driver identification unit 53, a timing learning unit 54, a timing database 59, a model selection unit 55, a timing determination unit 56, and presentation control.
  • a unit 57, a cumulative recording unit 58, and the like are constructed.
  • the vehicle information acquisition unit 51 acquires vehicle information output from the in-vehicle sensor group 20, out-of-vehicle information output from the autonomous driving unit group 30, and recognition information output from the DSM 37.
  • the vehicle information acquisition unit 51 provides the acquired information to other functional blocks.
  • the environment determination unit 52a acquires the recognition information of the traveling environment in the traveling direction.
  • the environment determination unit 52a determines whether or not the acquired recognition information includes recognition information indicating a specific traveling environment set in advance as a factor that increases the driver's anxiety.
  • the specific driving environment includes an environment where the road surface is wet due to rain, an environment with walls beside the road, an environment where the road area is narrow and the prospect is not visible, an environment where there is a preceding vehicle that obstructs the driver's view, An environment with faintness is included.
  • the curve recognizing unit 52 integrates the recognition information of the traveling environment in the traveling direction, the road map of the traveling direction, the gradient information of the traveling road, and the like, and recognizes the shape of the curve in the traveling direction of the vehicle A. Specifically, the curve recognition unit 52 acquires, as curve information, the curvature radius of the curve, the length of the curve section, the road gradient, and the like.
  • the driver identification unit 53 identifies a driver sitting in the driver's seat of the vehicle.
  • the driver identification unit 53 performs personal authentication of the driver on board based on the face image output as recognition information from the DSM 37.
  • the driver identification unit 53 selects the boarding driver from the past history information.
  • the driver identification unit 53 gives a new identification number to the driver on board and registers as a new individual.
  • the timing learning unit 54 learns, as driving characteristic information, the characteristics of the driving operation of the boarding driver in the manual driving state in which the automatic driving function is stopped and the driver performs the driving operation.
  • the driving characteristic information includes a measurement result obtained by measuring the driving operation of the driver and a specific model generated or selected based on the measurement result.
  • the timing learning unit 54 learns the measurement result of the changeover time Tc for switching from the accelerator pedal 20a to the brake pedal 20b among driving operations performed by individual drivers in the control section before the curve (see FIG. 2). .
  • the changeover time Tc is the time from when the driver turns off the accelerator pedal 20a to when the brake pedal 20b is turned on.
  • the driver can be classified into a driver Da that performs deceleration mainly by the accelerator and a driver Db that performs deceleration by the brake main body.
  • the accelerator-driven driver Da releases the accelerator pedal 20a at a position away from the curve entrance Xs (see FIG. 5), maintains the state where the vehicle A is decelerated by running resistance, and then steps on the brake pedal 20b.
  • the accelerator-dominated driver Da performs speed adjustment before the curve slowly over time by engine braking by accelerator-off.
  • the brake-driven driver Db stops stepping on the accelerator pedal 20a at a position closer to the entrance Xs of the curve than the accelerator-driven driver Da and switches to the brake pedal 20b as it is. In this way, the brake-driven driver Db performs speed adjustment in front of the curve in a short time by operating the brake pedal 20b.
  • the change time Tc of the accelerator-driven driver Da is longer than the change time Tc of the brake-driven driver Db (see FIG. 2).
  • the accelerator-driven driver Da starts to decelerate the vehicle A at a position farther from the curve entrance Xs than the brake-driven driver Db. Therefore, even when entering the curve with the same curvature radius at the same traveling speed by automatic driving, the anxiety timing at which the accelerator-driven driver Da starts to feel insensitive is greater than the anxiety timing of the brake-driven driver Db.
  • the position is far from the entrance Xs. Such a tendency is shown in FIGS.
  • shaft of FIG.3 and FIG.4 is the same.
  • the speed of entering the curve is the same for both the accelerator-driven driver Da and the brake-driven driver Db, the smaller the curvature radius of the curve, the more distant the driver is from the curve entrance Xs. Start feeling anxious. Furthermore, if the curvature radii of the curve are the same, the driver starts to feel uneasy at a position farther from the entrance Xs of the curve as the traveling speed of entering the curve increases.
  • the timing learning unit 54 in FIG. 1 generates a characteristic model that can calculate the anxiety timing from the curve information and the vehicle speed information with reference to the changeover time Tc for each driver.
  • the characteristic model is a function into which vehicle speed information and curve information are substituted, and outputs the distance Xi to the curve entrance Xs or the time Ti to the curve entrance Xs as anxiety timing (see FIG. 5).
  • the characteristic model is a model formula associated with the vehicle speed information and the curve information, and specifically, is the following formula 1 or formula 2. Regardless of which of Equation 1 and Equation 2, the anxiety timing is the same position.
  • Timing DB stores a plurality of characteristic models shown in the above-described Expression 1 or Expression 2.
  • a characteristic model for each driver see SubA and SubB learned by the timing learning unit 54 and a preset standard characteristic model are stored. An identification number assigned to each driver is linked to the characteristic model learned for each driver.
  • the model selection unit 55 selects a characteristic model corresponding to the on-board driver identified by the driver identification unit 53 from the characteristic models for each driver stored in the timing DB 59. When there is no characteristic model corresponding to the driver on board in the timing DB 59 or when the driver identification unit 53 cannot identify the driver on board, the model selection unit 55 selects a standard characteristic model.
  • the timing determination unit 56 determines the timing of presenting the curve notification to the driver in the automatic driving state.
  • the timing determination unit 56 sets the curve notification timing using the characteristic model based on the curve information and the vehicle speed information.
  • the curve notification is a notification of contents that informs the driver of the existence of a curve in the traveling direction scheduled to travel in automatic driving.
  • the curve notification is performed at least once in the control section of the curve labor.
  • the timing determination unit 56 sets the curve notification timing based on the timing at which the driver starts deceleration in the manual driving state. Specifically, the timing determination unit 56 substitutes the curvature radius R and the vehicle speed v of the curve into the characteristic model selected by the model selection unit 55, and the timing of curve notification based on the calculated distance Xi or time Ti. Set. The timing of the curve notification is set at the same time as the driver's anxiety timing during boarding or slightly earlier than the anxiety timing.
  • the timing determination unit 56 When the recognition information indicating the specific driving environment is acquired by the environment determination unit 52a, the timing determination unit 56 indicates the timing of the curve notification by adjusting the value of the adjustment term ⁇ of the characteristic model. Compared to the case where the recognition information is not acquired, it is expedited. As an example, based on the road surface condition observed by image recognition of the camera 32, the timing determination unit 56 advances the curve notification timing when the road surface friction coefficient is low due to the influence of rain or the like. When a wall is recognized on the side of the road that gives the driver a feeling of pressure, the timing determination unit 56 advances the timing of curve notification.
  • the timing determination unit 56 advances the timing of the curve notification as the road area becomes narrower, that is, as the line of sight becomes worse, based on the road area in the traveling direction as seen from the driver.
  • the timing determination unit 56 advances the timing of curve notification when there is a preceding vehicle that obstructs the driver's field of view.
  • the timing determination unit 56 advances the timing of the curve notification when there is a blur on the lane marking that divides the lane in which the vehicle is traveling, and the lane marking is not clear.
  • the timing determination unit 56 determines whether or not a preset stop condition is satisfied for the curve notification. When the cancellation condition is satisfied, the presentation control unit 57 does not set the curve notification timing and determines to cancel the curve notification. The timing determination unit 56 determines that the stop condition is satisfied when the curvature of the curve in the traveling direction is lower than a predetermined curvature threshold. The timing determination unit 56 determines that the stop condition is satisfied when the traveling speed of the vehicle A is slower than a predetermined speed threshold.
  • the presentation control unit 57 is a functional unit that controls the presentation of information to the driver by the presentation device 10. When information presentation to the driver is necessary, the presentation control unit 57 selects a device used for information presentation and controls the selected device to notify the driver of information at an appropriate timing. The presentation control unit 57 performs the above-described curve notification as one of information presentations when the vehicle A is in an automatic driving state. As shown in FIG. 5, the presentation control unit 57 starts the curve notification with the timing set by the timing determination unit 56, that is, the point where the distance Xi or the time Ti reaches the entrance Xs of the curve as the information presentation position. .
  • the distance from the entrance Xs of the curve to the information presentation position (hereinafter, “information presentation distance”) Xi is as shown in FIG.
  • the curve becomes longer as the radius of curvature of the planned curve decreases.
  • the information presentation distance Xi increases as the approach speed to the curve increases.
  • the entrance Xs of the curve is set at a point where steering for the curve driving by the automatic driving function is started.
  • the point Xc is a point where the vehicle A deviates from the lane when the steering operation is not started.
  • the shape of the curve in FIG. 5 is shown with a simplified constant curvature, but a clothoid section having a shape following a clothoid curve may be provided between the arc section and the straight section. In the case of such a curve, the connection point between the clothoid section and the straight section is the entrance Xs of the curve.
  • the cumulative recording unit 58 shown in FIG. 1 is an accumulated boarding time (hereinafter referred to as “cumulative automatic driving time”) on the vehicle A in an automatic driving state as an index for estimating the degree of familiarity with the driver's automatic driving. ) For each driver.
  • the cumulative recording unit 58 measures the cumulative automatic driving time associated with the driver identified by the driver identifying unit 53, associates the cumulative automatic driving time with the characteristic model corresponding to the driver, and determines the timing. Save to DB59.
  • the cumulative recording unit 58 sets the value of the adjustment term ⁇ in the above formulas 1 and 2 in cooperation with the timing learning unit 54.
  • the cumulative recording unit 58 sets the value of the adjustment term ⁇ of the characteristic model to be smaller as the driver gets used to automatic driving in consideration of the cumulative automatic driving time.
  • the difference in the driver's anxiety level due to the familiarity with automatic driving is adjusted.
  • the curve notification is presented at an early stage to a driver with a short cumulative automatic driving time, and is presented at a late timing to a driver with a short cumulative automatic driving time.
  • the cumulative recording unit 58 discriminates a driver who is unaccustomed to automatic driving with little cumulative automatic driving time, for example, based on a threshold value.
  • the curve notification timing to the driver when the cumulative automatic driving time is less than the threshold is set to the earliest timing within a settable range.
  • the cumulative automatic driving time is equal to or greater than the threshold, and the curve notification timing for drivers accustomed to automatic driving is slower than the timing for notification to drivers unfamiliar with automatic driving, regardless of the driving characteristics. Set by.
  • the driving characteristic learning process is repeatedly performed during a period in which the vehicle A is in a manual driving state.
  • S101 personal authentication based on the recognition information of DSM 37 is performed, and the process proceeds to S102.
  • S101 a boarding driver sitting in the driver's seat is identified.
  • S102 the curve information of the curve in the traveling direction of the vehicle A is acquired, and the process proceeds to S103.
  • the timing DB 59 is updated based on the changeover time Tc measured in S103. Specifically, in S104, the characteristic model f (R, v) and the adjustment term ⁇ associated with the driver identified in S101 are updated based on the curve information and the turnover time Tc. Such an update of the characteristic model is reflected in the timing of the curve notification as an adjustment due to the driving characteristics of the driver.
  • the accumulating recording unit 58 is mainly started by the accumulating recording unit 58 when, for example, the ignition of the vehicle A is switched to the on state.
  • S111 as in S101 (see FIG. 7), personal authentication based on the recognition information of the DSM 37 is performed, the driver on board sitting in the driver's seat is identified, and the process proceeds to S112.
  • S112 it is determined whether or not the automatic driving function is operating. If the vehicle A is in the manual operation state, the determination in S112 is repeated. On the other hand, if the vehicle A is in an automatic driving state, the process proceeds from S112 to S113.
  • S113 the measurement of the accumulated automatic driving time is started for the driver on board, and the process proceeds to S114.
  • S114 it is determined whether or not the automatic driving function is stopped. If the vehicle A is in an automatic driving state, the determination in S114 is repeated. On the other hand, if the vehicle A has been switched to the manual operation state, the process proceeds from S114 to S115.
  • the cumulative automatic operation time that started the measurement in S114 is recorded, and the timing DB 59 is updated. Specifically, in S115, the value of the adjustment term ⁇ of the characteristic model is updated based on the accumulated automatic operation time. Such an update of the characteristic model is reflected in the timing of the curve notification as a variation due to the driver's familiarity with automatic driving.
  • the information presentation process is repeatedly performed until the ignition of the vehicle A is switched to the off state.
  • S121 as in S101 (see FIG. 7) and S111 (see FIG. 8), personal authentication based on the recognition information of the DSM 37 is performed, the driver on board sitting in the driver's seat is identified, and the process proceeds to S122.
  • S122 similarly to S112 (see FIG. 8), it is determined whether or not the automatic driving function is operating. If the vehicle A is in the manual operation state, the determination in S122 is repeated. On the other hand, if the vehicle A is in an automatic driving state, the process proceeds from S122 to S123a.
  • recognition information on the traveling direction of the vehicle A is acquired from an external sensor such as the camera 32, the presence / absence of the recognition information indicating the specific traveling environment is determined, and the process proceeds to S123.
  • the curve information of the curve in the traveling direction of the vehicle A is acquired, and the process proceeds to S124.
  • vehicle speed information and own vehicle position information are acquired, and the process proceeds to S124a.
  • S124a it is determined based on the information acquired in S123 to S124 whether or not a condition for canceling the curve notification is satisfied. If it is determined in S124a that the cancellation condition is satisfied, S125 to S130 are skipped, and the information presentation process is temporarily ended. On the other hand, if it is determined in S124a that the cancellation condition is not satisfied, the process proceeds to S125.
  • the characteristic model corresponding to the driver identified in S121 is selected.
  • the selected characteristic model is read from the timing DB 59, and the process proceeds to S126.
  • the curve notification timing is determined, and the process proceeds to S127.
  • the information presentation distance Xi or the information presentation time Ti is calculated using the characteristic model read out in S125.
  • S127 the position information of the own vehicle is acquired again, and the process proceeds to S128.
  • S128 based on the position information acquired in S127, it is determined whether or not the vehicle A has reached the information presentation position where the curve notification is performed.
  • the remaining distance from the entrance Xs of the curve to the current position is compared with the information presentation distance Xi calculated in S127. If the remaining distance is longer than the information presentation distance Xi, the determination in S128 is repeated assuming that the information presentation position has not been reached. On the other hand, if the remaining distance is shorter than the information presentation distance Xi, the process proceeds from S128 to S129, assuming that the information presentation position has been reached. Note that the determination in S128 may be performed based on the remaining time until the entrance Xs of the curve using the information presentation time Ti.
  • a device used for information presentation is selected from the devices included in the presentation apparatus 10, and the process proceeds to S130.
  • curve notification is performed using the device selected in S129, and the information presentation process is temporarily terminated.
  • the presentation device 10 presents the driver with the recognition of the curve in the traveling direction by the automatic driving function. As an example, a curved arrow-shaped image indicating the turning direction is displayed as a virtual image by the HUD 13, and a voice message “running the right curve” is reproduced by the speaker 14.
  • the timing of the curve notification by the presentation device 10 is determined from the curve information and the vehicle speed information using the driving characteristic information (characteristic model) selected to correspond to each driver.
  • the This driving characteristic information is information learned about each driver in the state of manual driving. Therefore, the timing of the curve notification can be a timing reflecting the characteristics of the driving operation of the driver on board the vehicle A. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • the accelerator notification driver Da whose transition time Tc becomes longer the curve notification timing is adjusted earlier with respect to the entrance Xs of the curve.
  • the driver Da with the longer turn-over time Tc has earlier timing for starting deceleration and thus anxiety timing. Therefore, according to the adjustment in which the information presentation distance Xi is increased as the changeover time Tc is longer, the driving characteristics of the driver can be accurately reflected in the timing of the curve notification. As a result, there are fewer scenes in which the driver feels uneasy about the automatic driving function.
  • the timing learning unit 54 of the first embodiment generates a characteristic model for each driver and records it in the timing DB 59. As described above, if the characteristic model for each driver is generated individually, the timing of the curve notification set using the characteristic model can be accurately adjusted immediately before each driver feels uneasy.
  • the cumulative automatic driving time for each driver is measured, and the driver who has a shorter cumulative automatic driving time has earlier curve notification timing. According to such adjustment, a curve notification can be performed at an appropriate timing immediately before the driver feels anxiety even for a driver who is easily anxious about the automatic driving. Moreover, the situation where the curve notification to the driver accustomed to the automatic driving is performed at an unnecessarily early timing can be avoided.
  • the timing of the curve notification to the driver unfamiliar with automatic driving is set earlier than the timing range that can be set for the driver accustomed to automatic driving. According to such a timing setting, the curve notification can be performed at an optimal time without feeling uneasy in consideration of the driver's familiarity with automatic driving.
  • the timing determination unit 56 advances the timing of the curve notification. As described above, if the curve notification timing is appropriately adjusted according to the road condition of the curve, the driver's anxiety about the automatic driving function can be further reduced.
  • the HMI control device 40 corresponds to a “presentation control device”
  • the accelerator pedal 20a corresponds to an “accelerator operation unit”
  • the brake pedal 20b corresponds to a “brake operation unit”
  • vehicle information
  • the acquisition unit 51 corresponds to a “speed information acquisition unit”.
  • the curve recognition unit 52 corresponds to a “curve information acquisition unit”
  • the environment determination unit 52a corresponds to a “recognition information acquisition unit”
  • the timing learning unit 54 corresponds to a “learning unit”
  • the timing DB 59 corresponds to the “characteristic selection unit” and the “storage unit”.
  • the second embodiment of the present disclosure shown in FIGS. 10 and 11 is a modification of the first embodiment.
  • the driving characteristics of the driver are reflected in the timing at which deceleration is started before the curve.
  • the vehicle control device 60 includes a deceleration control unit 271 by executing a vehicle control program by the processing unit 61.
  • the deceleration control unit 271 controls the deceleration of the vehicle A so that the vehicle A can travel along the curve stably in accordance with the shape of the curve in the traveling direction in the automatic driving state where the automatic driving function performs the driving operation. To do.
  • the deceleration control unit 271 generates a negative acceleration (deceleration) in the vehicle A under the control of the in-vehicle actuator group 80 to reduce the traveling speed.
  • the HMI control device 40 By executing the presentation control program by the processing unit 41, the HMI control device 40 has a vehicle information acquisition unit 51, a curve recognition unit 52, a driver identification unit 53, a timing learning unit 54, a timing DB 59, a model selection unit 55, a presentation control unit. 57 and a cumulative recording unit 58.
  • a timing determination unit 256 is constructed in the HMI control device 40.
  • the timing determination unit 256 determines the timing of the deceleration start by the deceleration control unit 271 using the characteristic model based on the curve information and the vehicle speed information in the state of automatic driving.
  • the starting position of deceleration by the deceleration control unit 271 is set based on the anxiety timing calculated by the above formula 1 or formula 2.
  • the timing determination unit 256 sets the deceleration start timing by substituting the curvature radius R of the curve and the vehicle speed v into the characteristic model selected by the model selection unit 55. That is, the deceleration start timing is set at the same time as the driver's anxiety timing during boarding or slightly earlier than the anxiety timing.
  • the timing determination unit 256 sets the deceleration start timing earlier as the changeover time Tc (see FIG. 2) of the driver on board is longer, based on the characteristic model for each driver. In addition, the timing determination unit 256 advances the deceleration start timing as the driver's cumulative automatic driving time is shorter. Furthermore, when the cumulative automatic driving time is less than the threshold and the driver is estimated to be unfamiliar with automatic driving, the deceleration start timing is set to the earliest timing within the settable range.
  • the timing determination unit 256 indicates the timing of the deceleration start by adjusting the value of the adjustment term ⁇ of the characteristic model. Compared to the case where the recognition information is not acquired, it is expedited.
  • the environment set as the specific travel environment is substantially the same as in the first embodiment.
  • the deceleration control unit 271 starts deceleration at the timing determined by the timing determination unit 256 when the vehicle A is in an automatic driving state. Specifically, the deceleration control unit 271 starts deceleration at a point where the distance Xi or time Ti reaches the curve entrance Xs.
  • the distance (hereinafter referred to as “deceleration distance”) Xi or time (hereinafter referred to as “deceleration time”) Ti from the curve entrance Xs to the deceleration start position becomes longer as the curvature radius of the curve scheduled to travel becomes smaller.
  • the deceleration distance Xi or the deceleration time Ti increases as the approach speed of the vehicle A to the curve increases.
  • the driving characteristic learning process (see FIG. 7) and the familiar learning process (see FIG. 8) performed by the HMI control device 40 are substantially the same as those in the first embodiment.
  • the braking control process is started, for example, when the ignition of the vehicle A is switched to the on state and the vehicle A is ready to travel.
  • the braking control process is repeatedly performed until the ignition of the vehicle A is switched to the off state.
  • the contents of S221 to S225 of the braking control process are substantially the same as the contents of S121 to S125 (see FIG. 9) of the first information presentation process.
  • the deceleration start timing is determined, and the process proceeds to S227.
  • the deceleration distance Xi or the deceleration time Ti is calculated using the characteristic model read out in S225.
  • the deceleration start position is set to a position based on the deceleration distance Xi or the deceleration time Ti. Further, in S226, the traveling speed of the vehicle A in the curve section is set.
  • a deceleration schedule that defines the transition of the target deceleration magnitude is calculated in the section from the deceleration start position to the curve entrance Xs (see FIG. 5).
  • S227 the position information of the own vehicle is acquired again, and the process proceeds to S228.
  • the remaining distance from the curve entrance Xs to the current position is compared with the deceleration distance Xi calculated in S227. If the remaining distance is longer than the deceleration distance Xi, the determination in S228 is repeated assuming that the deceleration start position has not been reached.
  • the process proceeds from S228 to S229.
  • S229 braking control by the deceleration control unit 271 is performed, and the braking control process is temporarily ended.
  • the vehicle A decelerates according to the deceleration schedule in the control zone up to the entrance Xs of the curve. Note that the determination in S228 may be performed based on the remaining time until the entrance Xs of the curve using the information presentation time Ti.
  • the automatic driving function of the second embodiment described so far can present the recognition of the curve in the traveling direction to the driver by the start of deceleration. Then, the deceleration start timing is determined from the curve information and the vehicle speed information using the driving characteristic information (characteristic model) selected to correspond to each driver. Therefore, the deceleration start timing can be a timing reflecting the characteristics of the driving operation of the driver on board the vehicle A. Therefore, the driver's anxiety about the automatic driving function can be reduced.
  • the accelerator-dominated driver Da having a longer changeover time Tc adjusts the deceleration start timing earlier with respect to the entrance Xs of the curve.
  • the driver Da has a longer turn-over time Tc
  • the deceleration start timing in manual driving becomes earlier. Therefore, according to the adjustment that increases the deceleration distance Xi as the changeover time Tc is longer, the driving characteristics of the driver can be accurately reflected in the timing of the deceleration start. As a result, there are fewer scenes in which the driver feels uneasy about the automatic driving function.
  • a characteristic model for each driver is generated as in the first embodiment. Therefore, the deceleration start timing set using the characteristic model can be accurately adjusted immediately before each driver feels uneasy.
  • the cumulative automatic driving time for each driver is measured, and the driver with the shorter cumulative automatic driving time has earlier deceleration start timing. According to such adjustment, deceleration can be started at an appropriate timing immediately before the driver feels anxiety even for a driver who is easily anxious about the automatic driving. In addition, it is possible to avoid a situation in which deceleration is started at an unnaturally early timing while a driver accustomed to automatic driving is on board.
  • the deceleration start timing when a driver unfamiliar with automatic driving is on board is set earlier than the timing range that can be set for a driver accustomed to automatic driving. Is done. According to such setting of the timing, the deceleration of the vehicle A before the curve can be performed at an optimal time without feeling uneasy in consideration of the driver's familiarity with automatic driving.
  • the HMI control device 40 and the vehicle control device 60 correspond to an “automatic driving control device”.
  • the third embodiment of the present disclosure is a modification of the first embodiment shown in FIG.
  • the driving operation characteristics of the driver are reflected in the timing of the curve notification.
  • the timing DB 59 of the third embodiment stores a plurality of characteristic models generated in advance. Each characteristic model is set in advance so as to assume drivers with different driving characteristics.
  • timing learning unit 54 learns the magnitude of the deceleration acting on the vehicle A in the control section before the curve, instead of the changeover time Tc (see FIG. 2) (S303).
  • the timing learning unit 54 may learn the maximum value of deceleration before the curve as the measurement result, or may learn the average value or median value of the deceleration.
  • the timing learning unit 54 selects a characteristic model that best matches the driving characteristics of the driver during driving from the plurality of characteristic models stored in the timing DB 59 based on the measurement result of the deceleration. Then, the selected characteristic model is linked to the identification number assigned to the driver who is driving (S304).
  • the timing learning unit 54 associates a characteristic model in which the distance Xi or the time Ti becomes a smaller value with an identification number for each driver as the driver having a larger deceleration generated in the control section.
  • the timing learning unit 54 associates a characteristic model in which the distance Xi or the time Ti has a larger value with a driver having a lower deceleration generated in the control section, with an identification number for each driver.
  • the model selection unit 55 selects a characteristic model associated with the driver identified by the driver identification unit 53 in the information presentation process (see FIG. 9) (S125 in FIG. 9).
  • the timing determination unit 56 calculates the timing of the curve notification using the characteristic model selected by the model selection unit 55 (S126 in FIG. 9). As a result, the timing of the curve notification is advanced as the driver having a lower deceleration generated in the control section, and the timing of the curve notification is delayed as the driver has a higher deceleration.
  • the same effect as in the first embodiment is achieved, and the curve notification is performed. It can be performed at a timing reflecting the driving characteristics of the driver on board.
  • the characteristic model for each driver is not generated individually, the storage capacity of the timing DB 59 can be suppressed even in the vehicle A shared by many drivers.
  • the curve notification timing is adjusted earlier with respect to the curve entrance Xs.
  • the driver having a smaller deceleration speeds up the deceleration start timing and thus the anxiety timing.
  • the driver feels uneasy about the automatic driving function there are fewer scenes where the driver feels uneasy about the automatic driving function.
  • the fourth embodiment of the present disclosure is a modification of the second embodiment shown in FIG.
  • the driving operation characteristics of the driver are reflected in the deceleration start timing before the curve.
  • the timing DB 59 (see FIG. 10) of the fourth embodiment, a plurality of characteristic models generated in advance are stored as in the third embodiment.
  • the timing learning unit 54 is most suitable for the driving characteristics of the driving driver among a plurality of characteristic models based on the magnitude of the deceleration learned as the measurement result.
  • the characteristic model is associated with the identification number of the driver (S304 in FIG. 12).
  • the model selection unit 55 selects a characteristic model associated with the driver on board and reads it from the timing DB 59 (S225 in FIG. 11).
  • the timing determination unit 256 calculates the deceleration start timing and the deceleration schedule using the characteristic model selected by the model selection unit 55 (S226 in FIG. 11).
  • the driver who has a smaller deceleration generated in the control section has earlier curve notification timing.
  • the timing of the curve notification is delayed as the driver has a higher deceleration.
  • the same effect as the second embodiment is achieved, and deceleration before the curve is It starts at a timing that reflects the driving characteristics of the driver on board.
  • the characteristic model for each driver is not generated individually as in the fourth embodiment, the storage capacity of the timing DB 59 can be suppressed even if the vehicle A is shared by many drivers. .
  • the deceleration start timing is adjusted earlier with respect to the entrance Xs of the curve. As described above, the deceleration start timing is earlier as the driver has a smaller deceleration. Therefore, there are fewer scenes where the driver feels uneasy about the automatic driving function.
  • the driver pays attention to the factor that causes the driver's anxiety and considers the driving characteristics of the driver. A sense of security was provided.
  • both the curve notification timing for notifying the vehicle behavior and the deceleration start timing may be adjusted to reflect the characteristics of the driving operation.
  • the curve notification in the above embodiment may not be performed for a driver whose accumulated automatic driving time exceeds a predetermined time, for example. Further, the curve notification may be set not to be performed based on, for example, an input operation by the driver.
  • the timing learning unit may learn the lateral acceleration in the curve section as a measurement result in the driving characteristic information, and generate or select a characteristic model based on the acceleration during turning.
  • the timing learning unit may learn the maximum acceleration value in the curve section, or learn the average value or median value of the acceleration in the curve section.
  • a plurality of characteristic models generated in advance are stored in the timing DB.
  • the number of characteristic models stored in the timing DB may be changed as appropriate.
  • the “standard” characteristic model is selected by the model selection unit when a driver unfamiliar with automatic driving is on board or when the driver cannot be identified.
  • the “standard” characteristic model sets the information presentation timing and the deceleration start timing earliest among the plurality of characteristic models.
  • the presentation timing and the deceleration start timing for the driver who are estimated to be unfamiliar with automatic driving are set earlier than the driver who is accustomed to automatic driving.
  • the adjustment of the timing based on the accumulated automatic operation time may be omitted.
  • the characteristic model is updated and the presentation timing is calculated using only the curvature radius of the curve in the curve information.
  • other information acquired as the curve information specifically, the distance of the curve section, the curve gradient information, and the like may be reflected in the value of the characteristic model.
  • the timing of anxiety varies depending on the road gradient. Therefore, when the section toward the entrance of the curve has a downward slope, the presentation timing and the deceleration start timing are advanced. On the other hand, when the section toward the entrance of the curve is an uphill slope, the presentation timing and the deceleration start timing are adjusted late. Further, the distance and time adjustment allowance is increased as the slope of the gradient increases.
  • the adjustment due to the presence or absence of the gradient and the magnitude of the gradient may be realized by updating the value of the adjustment term ⁇ in the characteristic model.
  • the timing to present the curve notification and the timing to start deceleration will ensure that the driver can recover before reaching the point Xc that deviates from the lane if the automatic driving function has not recognized the curve. It may be set so that it can.
  • Such adjustment may also be realized by updating the value of the adjustment term ⁇ in the characteristic model.
  • the cancellation conditions in the first embodiment may be changed as appropriate. For example, when there is a preceding vehicle that is subject to follow-up travel, the timing determination unit may determine that the cancellation condition is satisfied. Furthermore, when two or more curves are continuous, the timing determination unit may delay the timing of the second and subsequent curve notifications from the timing set for the first curve.
  • the timing determination unit may adjust the curve notification timing in consideration of the configuration of the presentation device used for information presentation and in consideration of the driver's recognition time for information presentation. For example, the presentation of information through the sense of touch can be transmitted intuitively to the driver. Therefore, the assumed recognition time may be short. On the other hand, information presentation by voice message using a speaker and information presentation by text displayed on the HUD take time to interpret the contents. Therefore, the assumed recognition time is longer than the information presentation through the sense of touch. As described above, in consideration of the driver's recognition time, the timing determination unit, when selecting a speaker, a HUD, and the like as a configuration for presenting information, notifies the curve rather than selecting a tactile stimulation device. Make adjustments to speed up the timing.
  • the reference position for defining the curve notification timing and the deceleration start timing is the curve entrance Xs.
  • the reference position that defines the timing can be changed as appropriate.
  • the reference position may be a position where the vehicle A traveling straight without following the curve deviates from the lane (see Xc in FIG. 5), or a position where the vehicle A traveling straight contacts the roadside.
  • the method for acquiring vehicle speed information and curve information in the above embodiment may be changed as appropriate.
  • the recognition information for identifying the driver may be acquired from a configuration different from the DSM.
  • the driver may be identified based on information input by the driver, such as the seat position of the driver's seat.
  • Each process for realizing the presentation control method and the automatic driving control method of the present disclosure may be performed by any processing unit of a plurality of electronic control units constituting the in-vehicle system.
  • the timing learning unit, the model selection unit, the timing determination unit, and the like may be functional blocks constructed in the vehicle control device.
  • non-transitory physical storage media can be adopted for the memory devices 43 and 63 (see FIG. 1) for storing the presentation control program and the automatic operation control program.
  • the storage medium for storing these programs is not limited to the memory device of the HMI control device and the vehicle control device, and may be an optical disk to be copied to the memory device, a hard disk drive of a general-purpose computer, or the like. .
  • each section is expressed as S101, for example.
  • each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section.
  • each section configured in this manner can be referred to as a device, module, or means.

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Abstract

La présente invention concerne un dispositif de commande de présentation permettant de commander la présentation d'informations par un dispositif de présentation (10) à un conducteur dans un véhicule (A) pourvu d'une fonction de conduite automatisée, ledit dispositif de commande de présentation comprenant : une unité d'acquisition d'informations de vitesse (51) ; une unité d'acquisition d'informations de virage (52) ; une unité d'identification de conducteur (53) ; une unité d'apprentissage (54) permettant d'apprendre, en tant qu'informations de caractéristiques de conduite en lien avec les informations de virage et les informations de vitesse, les caractéristiques d'une manœuvre de conduite associée à la gestion de virage pendant la conduite manuelle ; une unité de commande de présentation (57) permettant de présenter au conducteur, dans un état de conduite automatisée, que la fonction de conduite automatisée reconnaît un virage dans la direction de déplacement, par l'intermédiaire d'une notification de virage à l'aide du dispositif de présentation ; une unité de sélection de caractéristiques (55) permettant de sélectionner les informations de caractéristiques de conduite qui correspondent au conducteur ; et une unité d'évaluation de synchronisation (56) permettant d'évaluer, dans l'état de conduite automatisée, la synchronisation de la notification de virage à l'aide des informations de caractéristiques de conduite et sur la base des informations de virage et des informations de vitesse.
PCT/JP2018/010144 2017-04-21 2018-03-15 Dispositif de commande de présentation, dispositif de commande de conduite automatisée, procédé de commande de présentation et procédé de commande de conduite automatisée WO2018193765A1 (fr)

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TWI815046B (zh) * 2020-10-14 2023-09-11 友達光電股份有限公司 行車輔助方法及車載裝置
CN114987489A (zh) * 2022-06-07 2022-09-02 东风汽车集团股份有限公司 全方位的车辆驾驶多模式系统及车辆
JP7551025B2 (ja) 2022-07-20 2024-09-13 三菱電機株式会社 自動運転車両、制御装置、制御方法、及び制御プログラム

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