Vehicle control device

Abstract

To provide a vehicle control device that can appropriately notify a driver of automatic intervention of driving support control in accordance with a level of a driving capability of the driver.SOLUTION: A vehicle control device 100 evaluates a risk of travelling that may be caused in a vehicle 1 due to a travelling environment of the vehicle 1 and executes driving support control to the vehicle 1 so that the vehicle avoids the risk of travelling from being caused, and executes notification processing for notifying a driver in the vehicle 1 of the execution of the driving support control. The vehicle control device 100 executes driving capability evaluation processing for estimating driving capability values (TA and TB) representing magnitude of the driving capability of the driver, which executes the notification processing in high-ability states (areas B and C) where the driving capability values (TA and TB) are larger than a predetermined threshold but does not execute the notification processing in a low capability state (an area A) where the driving capability values (TA and TB) are below the predetermined threshold, during the execution of the driving support control.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, and more particularly to a vehicle control device for driving assistance. [Background technology]

[0002] Vehicles have been proposed that are configured to automatically activate driving assistance control when predetermined activation conditions are met (see, for example, Patent Document 1). In the vehicle described in Patent Document 1, driving assistance control is automatically activated according to the driver's situation (image and voice of the driver), without the driver having to perform a switching operation. Normally, the driver is notified of such automatic intervention of driving assistance control. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2017-188127 Summary of the Invention [Problem to be solved by the invention]

[0004] However, elderly people and people with mild cognitive impairment (MCI) often require driving assistance control due to declines in physical and perceptual functions. Therefore, frequent notifications of automatic intervention of driving assistance control may cause annoyance and confusion to the driver. On the other hand, for healthy drivers with normal driving ability, automatic intervention of driving assistance control does not occur frequently, so it is preferable to provide notifications that promote the maintenance or improvement of driving ability.

[0005] The present invention has been made to solve such problems, and aims to provide a vehicle control device that appropriately notifies the driver of automatic intervention of driving assistance control depending on the level of the driver's driving ability. [Means for solving the problem]

[0006] In order to achieve the above object, the present invention provides a vehicle control device that estimates a driving risk that may occur to a vehicle due to the vehicle's driving environment, executes driving assistance control for the vehicle to avoid the occurrence of the driving risk, and executes a notification process to notify the driver of the vehicle of the execution of the driving assistance control. The vehicle control device executes a driving ability evaluation process to estimate a driving ability value that indicates the magnitude of the driver's driving ability, and executes the notification process when the driving ability value is in a high ability state greater than a predetermined threshold during the execution of the driving assistance control, but executes the notification process when the driving ability value is in a low ability state less than the predetermined threshold. The driving ability value includes a perceptual ability value representing the magnitude of the perceptual ability to recognize objects including traffic participants outside the vehicle, and a motor ability value representing the magnitude of the motor ability to perform vehicle operation of the vehicle, the perceptual ability value being calculated according to the probability that the driver's line of sight will capture a perceptual object outside the vehicle, and the motor ability value being calculated according to the acceleration caused to the vehicle by the driver's vehicle operation. It is characterized by the following.

[0007] According to the present invention configured as described above, for a driver with low driving ability, the driving assistance control intervention is relatively frequent, so the notification process is disabled. This makes it possible to prevent the driver from feeling annoyed by the frequent notification process or from becoming confused by the notification process. On the other hand, for a driver with medium or relatively high driving ability, the present invention can encourage the driver to voluntarily maintain and improve their driving ability by notifying them of the intervention of the driving assistance control.

[0008] Also ,child In the present invention configured as described above, driving ability is classified into perceptual ability and motor ability, and notification processing can be performed appropriately depending on the combination of the magnitudes of these abilities.

[0009] Also ,child In the present invention configured as above, the perceptual ability value and motor ability value can be calculated and updated relatively easily.

[0010] Furthermore, in the present invention, preferably, the low ability state is when the perceptual ability value is equal to or less than the first perceptual threshold, or when the motor ability value is equal to or less than the first motor threshold, or when the perceptual ability value is equal to or less than a second perceptual threshold set to a value higher than the first perceptual threshold and the motor ability value is equal to or less than a second motor threshold set to a value higher than the first motor threshold, and the high ability state is when the perceptual ability value exceeds the first perceptual threshold and the motor ability value exceeds the second motor threshold, or when the perceptual ability value exceeds the second perceptual threshold and the motor ability value exceeds the first motor threshold. In the present invention configured in this way, by setting thresholds, it is possible to more appropriately execute the notification process according to the combination of the magnitudes of each ability.

[0011] In the present invention, preferably, in the low-ability state, the vehicle control device does not execute the notification process, but executes driving assistance control to automatically drive the vehicle to a predetermined destination. In the present invention configured in this manner, a driver with reduced driving ability can be safely driven to the destination by automatic driving.

[0012] Furthermore, in the present invention, preferably, in the high ability state, the vehicle control device executes notification processing when the perceptual ability value exceeds the first perceptual threshold but is less than the second perceptual threshold and the motor ability value exceeds the second motor threshold, or when the motor ability value exceeds the first motor threshold but is less than a third motor threshold set to a value greater than the second motor threshold and the perceptual ability value exceeds the second perceptual threshold. In the present invention configured in this manner, notification processing regarding the execution of vehicle assistance control is executed for a driver with average driving ability, so that the driver can use the intervention of vehicle assistance control as a motivation to maintain or improve their driving ability.

[0013] Also, preferably, in the present invention, in the high ability state, the vehicle control device executes a notification process when the perceptual ability value is equal to or greater than the second perceptual threshold and the motor ability value is equal to or greater than a third motor threshold set to a value greater than the second motor threshold, and also executes a second notification process to notify the driver of a vehicle operation to cause the vehicle to travel along an ideal driving line on the road. In the present invention configured in this manner, for a driver with relatively high driving ability, in addition to the notification process regarding the execution of vehicle assistance control, a second notification process to instruct ideal vehicle operation is executed. A driver with relatively high driving ability can receive information from the second notification process when vehicle assistance control intervenes and improve their vehicle operation to ideal vehicle operation. As a result, in the present invention, a driver with relatively high driving ability can further improve their driving ability by using the intervention of vehicle assistance control as an opportunity. [Effects of the Invention]

[0014] According to the vehicle control device of the present invention, it is possible to appropriately notify the driver that driving assistance will be performed in accordance with the state of the driver's driving function. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 2 is an explanatory diagram of vehicle control according to an embodiment of the present invention. [Figure 2] 1 is a block diagram of a vehicle control device according to an embodiment of the present invention; [Figure 3] FIG. 2 is an explanatory diagram showing a processing flow of the vehicle control device according to the embodiment of the present invention. [Figure 4] FIG. 1 is an explanatory diagram of a human-machine system according to an embodiment of the present invention. [Figure 5] FIG. 1 is an explanatory diagram of a human-machine system according to an embodiment of the present invention. [Figure 6] 10 is an explanatory diagram of a notification process according to driving ability and driving risk according to an embodiment of the present invention. FIG. [Figure 7] 5A and 5B are explanatory diagrams of a notification process according to driving ability according to an embodiment of the present invention. [Figure 8]FIG. 2 is an explanatory diagram of a driver's field of view according to an embodiment of the present invention. [Figure 9] FIG. 2 is an explanatory diagram of a driver's gaze point according to an embodiment of the present invention. [Figure 10] FIG. 10 is an explanatory diagram of random points according to an embodiment of the present invention. [Figure 11] FIG. 1 is an explanatory diagram of saliency AUC according to an embodiment of the present invention. [Figure 12] 1 is an explanatory diagram of a driving state of a driver according to an embodiment of the present invention; [Figure 13] FIG. 4 is an explanatory diagram of acceleration of a target driving route according to an embodiment of the present invention. [Figure 14] FIG. 4 is an explanatory diagram of a resultant acceleration according to an embodiment of the present invention. [Figure 15] 3 is a flowchart of a driving assistance control according to an embodiment of the present invention. [Figure 16] 3 is a flowchart of a driving assistance control according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0016] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle control device according to an embodiment of the present invention will now be described with reference to the accompanying drawings. First, an overview of vehicle control provided by a vehicle control device according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is an explanatory diagram of vehicle control.

[0017] The vehicle control device 100 of this embodiment (see FIG. 2) is configured on the premise that the driver will be the one to operate the vehicle 1. Therefore, the vehicle control device 100 assists the vehicle operation of the vehicle 1 at an appropriate level depending on the state of the driver. That is, in this embodiment, the driving assistance control of the vehicle 1 is provided in principle to fill the gap between the vehicle operation that the driver wants to perform and the vehicle operation that the driver can perform. For example, the driver's impaired driving function is mainly assisted. Furthermore, the vehicle control device 100 is configured to automatically switch the vehicle 1 to automatic driving control at a predetermined time.

[0018] Specifically, when the driver has normal driving ability, the vehicle control device 100 intervenes in vehicle operation and performs driving assistance control (automatic acceleration, automatic braking, automatic steering, etc.) only at specific times. Specific times include, for example, when the driver's driving ability is temporarily reduced (e.g., fatigue, drowsiness) or when the driving environment is relatively difficult (e.g., complex surrounding traffic conditions, complex road shape, dark surroundings). Furthermore, when the driving ability of a driver (e.g., elderly, MCI) is partially reduced (e.g., lack of muscle strength to operate the steering wheel), the vehicle control device 100 compensates for the reduced driving ability. Furthermore, the vehicle control device 100 provides assistance to maintain or recover reduced driving ability or further improve driving ability.

[0019] On the other hand, when an abnormality sign is detected in which the driver's consciousness level or driving ability is decreasing suddenly or over a predetermined time (several minutes to several tens of minutes) (for example, when an acute illness occurs or when the drowsiness level is high), the vehicle control device 100 performs driving assistance control to maintain safe driving. Also, in the event of an abnormality in which the driver's consciousness or driving ability is lost, the vehicle control device 100 executes automatic driving control and performs processing to notify the outside of an emergency in order to avoid an accident.

[0020] Next, the configuration of a vehicle control device according to an embodiment of the present invention will be described with reference to Fig. 2. Fig. 2 is a block diagram of the vehicle control device. As shown in Fig. 2, the vehicle control device 100 mainly includes a controller 10 such as an ECU (Electronic Control Unit), an in-vehicle device 20, a vehicle control system 40, and an information notification device 50.

[0021] The in-vehicle device 20 includes an in-vehicle camera 21, an outside-vehicle camera 22, a radar 23, a plurality of vehicle behavior sensors (vehicle speed sensor 24, acceleration sensor 25, yaw rate sensor 26) that detect the behavior of the vehicle 1, a plurality of operation detection sensors (steering angle sensor 27, steering torque sensor 28, accelerator opening sensor 29, brake depression amount sensor 30) that detect the driver's operation, a positioning device 31, a navigation device 32, and an information and communication device 33.

[0022] The vehicle control system 40 includes an engine control system 41, a brake control system 42, and a steering control system 43, which correspond to the vehicle's running, stopping, and turning functions, respectively. The information notification device 50 includes a display device 51 and an audio output device 52.

[0023] The controller 10 is configured by a computer device including a processor 11, a memory 12 that stores various programs and data executed by the processor 11, an input / output device, etc. The controller 10 is configured to output control signals for performing vehicle control (driving assistance control and automatic driving control) to the vehicle control system 40 and the information notification device 50 based on signals received from the in-vehicle device 20.

[0024] The in-vehicle camera 21 captures an image of the driver of the vehicle 1 and outputs image information. The controller 10 determines, based on this image information, in particular, the facial expression and upper body posture of the driver. The exterior camera 22 captures images of the surroundings of the vehicle 1 (typically, the area in front of the vehicle 1) and outputs image information. Based on this image information, the controller 10 identifies objects outside the vehicle and their positions. The objects include at least traffic participants and boundaries of the roadway. Specifically, the objects include surrounding moving bodies (vehicles, pedestrians, etc.) and stationary structures (obstacles, parked vehicles, roadways, lane markings, stop lines, traffic signals, traffic signs, intersections, etc.).

[0025] The radar 23 measures the position and speed of an object present around the vehicle 1 (typically in front of the vehicle 1). For example, the radar 23 may be a millimeter wave radar, a laser radar (LIDAR), an ultrasonic sensor, or the like.

[0026] The vehicle speed sensor 24 detects the speed (vehicle speed) of the vehicle 1. The acceleration sensor 25 detects the acceleration of the vehicle 1. The yaw rate sensor 26 detects the yaw rate generated in the vehicle 1. The steering angle sensor 27 detects the rotation angle (steering angle) of the steering wheel 43b of the vehicle 1. The steering torque sensor 28 detects the rotation torque associated with the rotation of the steering wheel 43b. The accelerator opening sensor 29 detects the depression amount of the accelerator pedal 41b. The brake depression amount sensor 30 detects the depression amount of the brake pedal 42b.

[0027] The positioning device 31 includes a GPS receiver and / or a gyro sensor, and detects the position (current vehicle position information) of the vehicle 1. The navigation device 32 stores map information internally and can provide the map information to the controller 10. The controller 10 can calculate the entire driving route (including driving lanes, intersections, traffic signals, etc.) to the destination based on the map information and the current vehicle position information.

[0028] The information communication device 33 communicates with external communication devices. For example, the information communication device 33 performs vehicle-to-vehicle communication with other vehicles and road-to-vehicle communication with a communication device outside the vehicle, receives various driving information and traffic information (traffic congestion information, speed limit information, etc.), and provides the information to the controller 10.

[0029] The engine control system 41 controls the driving force of an engine device (internal combustion engine, electric motor, etc.) of the vehicle 1. The controller 10 drives the engine device and can accelerate or decelerate the vehicle 1 by transmitting a control signal to the engine control device 41a based on an input from the accelerator pedal 41b.

[0030] The brake control system 42 controls the driving force of the brake device of the vehicle 1. The brake control system 42 includes brake actuators such as a hydraulic pump and a valve unit. The controller 10 drives the brake device and decelerates the vehicle 1 by sending a control signal to the brake control device 42a based on an input from a brake pedal 42b.

[0031] The steering control system 43 controls the driving force of the steering device of the vehicle 1. The steering control system 43 includes, for example, an electric motor of an electric power steering system. The controller 10 can drive the steering device and change the traveling direction of the vehicle 1 by sending a control signal to the steering control device 43a based on an input from the steering wheel 43b.

[0032] The display device 51 can visually display support information (visual information) for assisting the driver in vehicle operation in a display area. Specifically, the display device 51 is a HUD. The display area corresponds to the size of the entire windshield of the vehicle 1 or a part of it, and the support information is displayed within the field of view of the driver. Also, a liquid crystal display may be used instead of the HUD. The audio output device 52 is, for example, a speaker, and can provide the driver with assistance information (auditory information) to assist the driver in operating the vehicle.

[0033] Next, the processing flow of the vehicle control device according to the embodiment of the present invention will be described with reference to Fig. 3. Fig. 3 is an explanatory diagram showing the processing flow of the vehicle control device. Specifically, Fig. 3 shows that the controller 10 processes input information from the in-vehicle device 20, thereby providing various vehicle controls (driving assistance control, automatic driving control) and notification controls using the vehicle control system 40 and the information notification device 50.

[0034] Vehicle control includes ADAS (Advanced Driver Assistance System), automatic acceleration, automatic braking, automatic steering, automatic vehicle stabilization control, automated driving (level 3 or higher), and support processing to improve the driver's driving ability. ADAS includes at least support functions for following the vehicle ahead, preventing collisions with the vehicle ahead, preventing lane departure, etc. Automatic vehicle stabilization control is a control to stabilize the posture of the vehicle 1, i.e., vehicle dynamics (pitch, roll, yaw), and prevent skidding, rollover, etc.

[0035] The in-vehicle device 20 continuously transmits the acquired information to the controller 10. The controller 10 performs the following calculations or evaluations based on the acquired information. The controller 10 estimates driving risks in the driving environment around the vehicle 1 based on input information from the outside camera 22, radar 23, vehicle speed sensor 24, acceleration sensor 25, positioning device 31, navigation device 32 (map information), etc. (driving risk assessment process). Specifically, the controller 10 first calculates the positions and speeds of objects around the vehicle 1 (vehicles, pedestrians, boundary lines, guardrails, stop lines, traffic signs, etc.), physical quantities that affect vehicle dynamics (for example, the radius of curves on the road, the coefficient of friction of the road surface), etc.

[0036] Driving risks include collisions with objects and loss or deterioration of the vehicle 1's postural stability (for example, spinning or rolling over on a curved road). Risk objects include traffic participants (other vehicles, pedestrians, etc.), guardrails, boundaries, traffic signals (red lights), stop lines, etc. Risk objects also include risk-generating parts of the driving road (such as clipping points on a curved road). These objects are considered risk objects if there is a possibility that they will cause a risk in the near future (for example, within a predetermined time such as 10 seconds) if the current vehicle behavior (vehicle dynamics) continues.

[0037] The controller 10 also evaluates the driving ability of the driver (driving ability evaluation process). In this embodiment, the driving ability includes perceptual ability based on perceptual functions and motor ability based on physical functions. First, the controller 10 evaluates the perceptual ability of the driver (perceptual ability evaluation process). Specifically, the controller 10 executes a cognitive ability evaluation process to estimate the driver's ability to recognize perceptual objects outside the vehicle 1 (for example, traffic participants, obstacles, guardrails, boundaries, traffic signals, stop lines, landmarks such as buildings, etc.) based on image information from the in-vehicle camera 21.

[0038] Furthermore, for the evaluation of perceptual ability, the controller 10 may further execute a judgment ability evaluation process for evaluating the vehicle operation judged by the driver in relation to driving risks, etc., based on information from the accelerator opening sensor 29, the brake depression amount sensor 30, the steering torque sensor 28, etc. Furthermore, the driver's alertness may be used in the evaluation of perceptual ability. For example, the alertness can be evaluated based on the degree to which the driver's eyes and / or mouth are open, or the position or posture of the driver's upper body.

[0039] Furthermore, the controller 10 evaluates the motor ability of the driver based on information from the accelerator opening sensor 29, the brake depression amount sensor 30, the steering torque sensor 28, the acceleration sensor 25, the outside camera 22, etc. (motor ability evaluation process). The motor ability of the driver is the ability to perform vehicle operations of the vehicle 1. Specifically, the controller 10 evaluates the vehicle operations performed by the driver based on the vehicle operations required to travel along an ideal target driving route.

[0040] For this reason, the controller 10 calculates a target driving route, which is an ideal driving route. The target driving route includes a target driving trajectory (position information of multiple positions) from the present until a predetermined time (e.g., 10 seconds from now) and vehicle dynamics such as the speed at each position on the trajectory. The controller 10 calculates the target driving route so as to have predetermined safety and driving efficiency using driving requirements (destination, etc.), driving risk assessment results, etc. The controller 10 can calculate the target driving route, which is an ideal driving line that satisfies predetermined constraints (e.g., lateral acceleration being equal to or less than a predetermined value).

[0041] The motoring ability evaluation is based on, for example, the actual acceleration caused by the driver's vehicle operation relative to the predicted acceleration caused by ideal vehicle operation. That is, the acceleration on the target driving route is compared with the acceleration on the actual driving route. In addition to acceleration, the motoring ability evaluation may also be performed based on the positional difference (distance) between the target driving route and the actual driving route, the speed difference between the speed on the target driving route and the actual driving speed, differences in other vehicle dynamics (speed, acceleration, yaw rate, three-axis rotation moment (pitch, yaw, roll), etc.), or a combination of these.

[0042] Furthermore, the controller 10 executes an assistance selection process that provides driving assistance control and other assistance control against driving risks according to the driver's driving ability. Specifically, when an activation condition for each driving assistance control is satisfied (for example, when the time to collision with another vehicle reaches X seconds), the controller 10 outputs a control signal to the vehicle control system 40 corresponding to that driving assistance control. Furthermore, the controller 10 executes an alert process and a second alert process using the information alert device 50 when the driving assistance control is being executed, based on the results of the perceptual ability evaluation and the motor ability evaluation.

[0043] Next, a human-machine system including a driver and a vehicle according to an embodiment of the present invention will be described. Figures 4 and 5 are explanatory diagrams of the human-machine system according to this embodiment.

[0044] FIG. 4(A) shows a case where neither driving assistance control nor automated driving control intervenes. In this case, the driver (human) is equipped with at least cognitive, judgment, and physical functions for driving a vehicle, and uses these driving functions to demonstrate cognitive performance, judgment performance, and driving performance. The driver uses his / her cognitive function to capture an object (cognitive performance), his / her judgment function to select or judge the vehicle operation to be performed for the captured object (judgment performance), and his / her physical function to execute the selected vehicle operation with the appropriate amount and timing (driving performance). Meanwhile, the vehicle is equipped with at least the functions of running, stopping, and turning. The vehicle runs while demonstrating driving performance, braking performance, and handling stability performance by utilizing these driving functions through the driver's vehicle operation.

[0045] In this way, when a driver operates a vehicle by demonstrating their cognitive, judgment, and driving abilities, the vehicle exhibits driving performance, braking performance, and handling stability. This allows the vehicle as a human-machine system to achieve safe driving. Conventionally, vehicles are provided with an interface that mediates between the driver's functions and the vehicle's functions so that the three vehicle capabilities can be efficiently utilized. This improves overall vehicle performance (e.g., braking ability, fuel economy, etc.).

[0046] On the other hand, Figure 4(B) shows a case where the driver's driving ability is extremely low and autonomous driving control intervenes (driving assistance: autonomous driving). In this case, the vehicle takes over all or most of the driver's cognitive functions, decision-making functions, and physical functions. For example, cognitive functions are taken over by on-board cameras, acceleration sensors, radar, etc. Decision-making functions are taken over by the vehicle's computer. Physical functions are taken over by on-board actuators. In exceptional cases, the driver only needs to have the physical functions to give minimum instructions such as starting the engine, and does not need to have most of the driving functions and driving abilities (driving performance).

[0047] FIG. 5(A) also shows a case where the driving ability of a driver (e.g., an elderly person) is medium and driving assistance control intervenes (safety assurance assistance). Vehicle 1 has a Z function to assist the driver's driving performance. In this example, the driver's perceptual performance (cognitive performance, judgment performance) and motor performance are low, and vehicle 1 assists the driver's low driving ability. As a result, the driver's driving function for low driving ability is compensated for by vehicle 1. Therefore, the driver can maintain his or her driving ability by continuing to drive, and extend his or her driving life.

[0048] FIG. 5(B) shows a case where the driver's driving ability is relatively high, but driving assistance control intervenes (driving ability improvement assistance). The vehicle 1 has an X function to further improve the driver's driving ability. In this example, driving assistance related to perceptual performance (e.g., gaze guidance control) intervenes, and the vehicle 1 provides the driver with advice on driving actions that the driver should perform so as to improve the driver's driving ability. For example, the driver is instructed on vehicle operations recommended by experienced drivers with high driving ability. This is equivalent to the driver learning driving skills from an experienced driver. Through this process, the driver can learn exemplary vehicle operations for their weaker cognitive, judgment, and physical functions, thereby improving their driving ability.

[0049] Next, the notification process when driving assistance control and autonomous driving control intervene will be described with reference to Fig. 6 and Fig. 7. Fig. 6 is an explanatory diagram of the notification process according to driving ability and driving risk, and Fig. 7 is an explanatory diagram of the notification process according to driving ability. In Fig. 6, the horizontal axis indicates the driver's driving ability, and the vertical axis indicates driving risk. In Fig. 7, the horizontal axis indicates perceptual ability, and the vertical axis indicates motor ability.

[0050] As shown in Fig. 6, in this embodiment, when the driving ability is generally low (area A of low ability state), even if driving assist control is executed, a notification process is not executed to notify the driver of the intervention of driving assist control (driving assistance). For drivers with low driving ability, the intervention of driving assist control is performed relatively frequently. Therefore, in this embodiment, by not executing the notification process for drivers in whom driving assist control frequently intervenes, annoyance and confusion of the driver can be avoided and a decline in the driver's motivation to drive can be suppressed.

[0051] On the other hand, when the driving ability is generally not low (areas B and C of high ability state), a notification process is executed to notify the driver of the intervention of driving assistance control (safety assurance support, driving ability improvement support). When the driving ability is medium (area B), such notification process gives the driver an opportunity to improve their driving ability. Furthermore, when the driving ability is relatively high (area C), in addition to the notification process to notify the driver of the intervention of driving assistance control, support for improving driving ability (second notification process) is executed. This allows drivers with relatively high driving ability to further improve their driving ability.

[0052] In the notification process, the driver is notified of the intervention of driving assistance control by visual information (illumination of a lamp, text message, etc.) and / or auditory information (voice) using the information notification device 50. In the second notification process, the information notification device 50 provides the driver with visual and / or auditory information about the vehicle operation for driving the vehicle 1 along an ideal driving line on the road, compared with the driver's actual vehicle operation. For example, the vehicle operation for driving the vehicle 1 along an ideal driving line (target driving path) calculated in a state before the vehicle 1 deviated from the target driving path is displayed.

[0053] As shown in FIG. 7 , in this embodiment, the notification process is disabled depending on the level of perceptual ability and motor ability. In this embodiment, a first perceptual threshold TA1 and a second perceptual threshold TA2 are set for perceptual ability, and a first motor threshold TB1, a second motor threshold TB2, and a third motor threshold TB3 are set for motor ability. The first perceptual threshold TA1 is set so that, when the driver's perceptual ability is below this threshold, the driver's eyesight is significantly reduced due to a brain disease or the driver's perceptual function is inactive due to extreme drowsiness. The second perceptual threshold TA2 is set so that, when the driver's eyesight is below this threshold, the driver is prone to distraction due to reduced eyesight. The second perceptual threshold TA2 is set so that the driver's perceptual ability is slightly reduced below the normal level.

[0054] The first motor threshold TB1 is set so that, when the first motor threshold TB1 is below this threshold, the driver's arm strength is significantly reduced due to, for example, a brain disease. The second motor threshold TB2 is set so that, when the second motor threshold TB2 is below this threshold, the driver's arm strength is relatively reduced. The third motor threshold TB3 is set so that, when the third motor threshold TB3 is below this threshold, the driver's arm strength is just beginning to decrease. The third motor threshold TB3 is set so that the driver's motor ability is slightly reduced from a normal level.

[0055] In area A of Fig. 7 (corresponding to area A of Fig. 6), the notification process is not executed. Area A is the area where the perceptual ability value TA is equal to or less than the first perceptual threshold TA1 and the motor ability value TB is equal to or less than the first motor threshold TB1, or the perceptual ability value TA is equal to or less than the second perceptual threshold TA2 and the motor ability value TB is equal to or less than the second motor threshold TB2.

[0056] A notification process is executed in region B of Fig. 7 (corresponding to region B of Fig. 6). Region B is where the perceptual ability value TA exceeds the second perceptual threshold TA2 and the motor ability value TB exceeds the first motor threshold TB1 but is less than the third motor threshold TB3, or where the motor ability value TB exceeds the second motor threshold TB2 and the perceptual ability value TA exceeds the first perceptual threshold TA1 but is less than the second perceptual threshold TA2.

[0057] In region C of Fig. 7 (corresponding to region C of Fig. 6), the notification process and the second notification process are executed. In region C, the perception ability value TA is equal to or greater than the second perception threshold TA2 and the motor ability value TB is equal to or greater than the third motor threshold TB3.

[0058] Next, the perceptual ability evaluation of this embodiment will be described with reference to Fig. 8 to Fig. 11. Fig. 8 is an explanatory diagram of the driver's field of view, Fig. 9 is an explanatory diagram of the driver's gaze point, Fig. 10 is an explanatory diagram of random points, and Fig. 11 is an explanatory diagram of saliency AUC.

[0059] In this embodiment, saliency is used to evaluate the driver's perceptual ability. "Saliency" is a value that indicates the degree of perceptual stimulation that attracts bottom-up attention, and is a value that changes depending on characteristics such as color, brightness, direction, and movement. For example, as the difference in characteristics such as color, brightness, direction, and movement between an arbitrary area included in an image and the surrounding areas becomes more pronounced, the perceptual stimulation that attracts bottom-up attention becomes stronger, and the saliency in the arbitrary area becomes higher. The higher the saliency in an arbitrary point (or area) included in an image, the more easily a person's stimuli are attracted to that arbitrary point (or area).

[0060] As shown in FIG. 8(A), the controller 10 generates a forward image D1 corresponding to an image of the driver's forward field of view using image information from the exterior camera 22. The forward image D1 includes various visual objects (other vehicles, buildings, trees, forests, walls, clouds, sky, white lines, etc.) in the forward area outside the vehicle 1. Next, the controller 10 performs a saliency map generation process on the forward image D1 to generate a saliency map D2 as shown in FIG. 8(B). The saliency map generation process can use well-known techniques such as saliency detection. For example, the controller 10 generates a saliency map for each feature such as color, brightness, direction, and movement, and then adds up the saliency maps for each feature to generate the final saliency map D2.

[0061] As shown in Figure 8(B), saliency map D2 shows the distribution of saliency outside vehicle 1. In Figure 8(B), the density of the hatching indicates the magnitude of the saliency (the darker the hatching, the higher the saliency and the more eye-catching it is).

[0062] The controller 10 estimates the driver's line of sight direction from the image information of the in-vehicle camera 21, and identifies the gaze point P of the line of sight direction within the saliency map D2. The saliency map D2 and the gaze point P are repeatedly calculated every predetermined time (for example, every 0.1 seconds). As shown in Fig. 9(A), the gaze point P moves within the multiple saliency maps D2 as time passes.

[0063] As shown in FIG. 9(B), the controller 10 calculates the time transition of the magnitude of saliency at the gaze point P in each saliency map D2 over a predetermined period TS (e.g., 10 seconds to 10 minutes). FIG. 9(B) shows the degree to which the driver directs his or her gaze toward an attractive perceived object. Meanwhile, the controller 10 sets one random point in each saliency map D2 during the predetermined period TS (see FIG. 10(A)), and calculates the magnitude of saliency at each random point (see FIG. 10(B)). The magnitude of the saliency at the random point provides a reference for the saliency.

[0064] Next, the controller 10 generates a receiver operating characteristic (ROC) curve as shown in FIG. 11. The ROC curve indicates the relationship between the "probability that the saliency of the gaze point exceeds the threshold" and the "probability that the saliency of the random point exceeds the threshold." Specifically, the saliency threshold is gradually changed from the minimum value to the maximum value, and the number of gaze points within a predetermined period TS whose saliency exceeds the threshold is divided by the total number of gaze points within the predetermined period TS to calculate the probability that the saliency of the gaze point exceeds the threshold. The controller 10 also calculates a similar probability for the random points. Then, for each threshold, the controller 10 derives an ROC curve based on a combination of the "probability that the saliency of the gaze point exceeds the threshold" and the "probability that the saliency of the random point exceeds the threshold."

[0065] In FIG. 11, curve C1 is an ROC curve when the driver's line of sight tends to be attracted to high saliency areas, and is a convex curve located above the reference line C0 with a slope of 1. On the other hand, curve C2 is an ROC curve when the driver's line of sight tends not to be directed toward high saliency areas, and is a concave curve located below the reference line C0. The controller 10 calculates an AUC (Area Under the Curve) value, which is the area under the derived ROC curve. In FIG. 11, the AUC value of curve C1 corresponds to the area of ​​the hatched region.

[0066] When the ROC curve is C1, the driver is driving in a state of inattention and lack of concentration, and is easily distracted by highly eye-catching perceived objects. The AUC value at this time is larger than the reference value. On the other hand, when the ROC curve is C2, the driver is driving in a state of not paying attention to external perceived objects, and is in a state of low alertness, including dozing or fainting. The AUC value at this time is smaller than the reference value. In contrast, when the ROC curve is C0, the magnitude of the saliency at the fixation point and the magnitude of the saliency at the random point match, and the driver is properly viewing the entire external visual field. The AUC value of the reference line C0 is the reference value.

[0067] In this embodiment, the perceptual ability value TA is estimated based on the probability that the driver's line of sight will capture a perceptual object outside the vehicle 1. Specifically, the driver's perceptual ability value TA is calculated based on the deviation (area difference ratio) of the driver's AUC value from a reference value (AUC value of the reference line C0: reference AUC value). For example, the perceptual ability value TA is calculated by subtracting the ratio (%) of the absolute value of (AUC value - reference AUC value) to the reference AUC value from 100 (TA = 100 - ABS | AUC value - reference AUC value | / reference AUC value × 100). If the driver's AUC value does not deviate from the reference value, the perceptual ability value TA is "100" (TA = 100). In this embodiment, the first perceptual threshold TA1 is set to "30" and the second perceptual threshold TA2 is set to "50", for example.

[0068] Next, the motor ability evaluation of this embodiment will be described with reference to Fig. 12 to Fig. 14. Fig. 12 is an explanatory diagram of the driving state of the driver, Fig. 13 is an explanatory diagram of the acceleration of the target driving route, and Fig. 14 is an explanatory diagram of the resultant acceleration.

[0069] FIG. 12 shows vectors of actual acceleration at each position when the vehicle 1 is traveling on a curved road 3. In this way, the acceleration vector changes over time. Acceleration information is detected by the acceleration sensor 25. Meanwhile, the controller 10 calculates a target driving route when traveling on the curved road 3 and target vehicle dynamics (target acceleration, etc.) when traveling on the target driving route. FIG. 13 shows the ideal change in acceleration over time (line E0) on the target driving route. On the target driving route, the speed and steering angle are calculated so that the maximum value of the lateral acceleration (E2) is twice the maximum value of the longitudinal acceleration (line E1).

[0070] FIG. 14 shows the resultant acceleration vector Gk (k=1 to n) at each position on the actual travel route, superimposed on one another. The resultant acceleration vector has a magnitude and a direction, and is calculated by combining longitudinal acceleration and lateral acceleration. FIG. 14 also shows the range of the ideal target acceleration vector on the target travel route (dashed line GT: the range where the vector tips are connected).

[0071] In this embodiment, the motor ability value TB is estimated based on the acceleration of the vehicle 1 caused by the driver's vehicle operation. Specifically, the magnitude of the driver's motor ability is calculated based on the deviation of the actual acceleration from the target acceleration of the target driving route during a predetermined time TM. Specifically, the controller 10 calculates the motor ability value TB by integrating the acceleration difference (absolute value) between the actual acceleration caused by the driver's speed operation (accelerator pedal and brake pedal) and steering operation (steering wheel) and the target acceleration (ideal acceleration) over the predetermined time TM. For example, the motor ability value TB is calculated by subtracting the average value of the ratio (%) of the acceleration difference to the magnitude of the target acceleration from 100 (TB = 100 - AVE [acceleration difference (absolute value) / target acceleration] × 100). When there is no acceleration difference, the motor ability is "100." In this embodiment, for example, the first motor threshold TB1 is set to "30," the second motor threshold TB2 is set to "50," and the third motor threshold TB3 is set to "70."

[0072] Next, a processing flow of the driving assistance control of the vehicle control device according to the embodiment of the present invention will be described. Figures 15 and 16 are flowcharts of the driving assistance control. The controller 10 repeatedly performs the processing flow of Figure 15 from the start of engine operation of the vehicle 1 to the end of driving (for example, every 0.1 seconds).

[0073] 15, the controller 10 acquires current information from the in-vehicle device 20 at predetermined time intervals (e.g., every 0.1 seconds) (S1), and estimates driving ability using information collected over a predetermined time period up to the present (S2). In this process, the controller 10 performs processes such as driving risk assessment, perceptual ability assessment, and motor ability assessment based on the acquired information, and calculates driving ability values ​​(perceptual ability value TA and motor ability value TB).

[0074] The controller 10 executes a process of comparing the driver's perception ability value TA and motor ability value TB with thresholds (S3 to S6). If the perception ability value TA is equal to or less than the first perception threshold TA1 (S3: Yes), if the motor ability value TB is equal to or less than the first motor threshold TB1 (S4: Yes), or if the perception ability value TA is equal to or less than the second perception threshold TA2 and the motor ability value TB is equal to or less than the second motor threshold TB2 (S5: Yes), the controller 10 sets the support flag F to "1" (S7). That is, in area A of FIG. 7, the support flag F is set to "1".

[0075] Furthermore, if the perceptual ability value TA is equal to or greater than the second perceptual threshold TA2 and the motor ability value TB is equal to or greater than the third motor threshold TB3 (S6: Yes), the controller 10 sets the support flag F to "3" (S9). That is, in area C of FIG. 7, the support flag F is set to "3."

[0076] Furthermore, if the perceptual ability value TA is equal to or greater than the second perceptual threshold TA2 and the motor ability value TB is not equal to or greater than the third motor threshold TB3 (S6: No), the controller 10 sets the support flag F to "2" (S8). That is, in area B of FIG. 7, the support flag F is set to "2."

[0077] Next, the controller 10 records the support flag F in the support flag database in the memory 12 (S10). Furthermore, when driving ends (when the engine is off or the vehicle speed is zero), the controller 10 selects the support flag F with the largest number ("1," "2," or "3") from the support flags F recorded in the support flag database and sets it as the recommended support flag FR.

[0078] Next, the controller 10 repeatedly executes the processing flow of Fig. 16 over time (for example, every 0.1 seconds) while the vehicle 1 is traveling. First, the controller 10 determines whether or not the activation conditions for each driving assistance control are met (S11), and ends the processing if the activation conditions for none of the driving assistance controls are met (S11: No). On the other hand, if the activation conditions for any of the driving assistance controls are met (S11: Yes), the controller 10 determines whether the recommended assistance flag FR is "1," "2," or "3" (S12, S13).

[0079] If the recommended assistance flag FR is "1" (S12: Yes), the controller 10 executes the driving assistance process (S14) and ends the process. In the driving assistance process, the controller 10 executes driving assistance control for which the activation conditions are met (S14a). For this reason, the controller 10 sends a necessary control signal to the vehicle control system 40. On the other hand, the controller 10 does not execute notification process to notify the driver that driving assistance control has been executed. Although the driver does not receive visual and / or auditory information about the driving assistance control from the information notification device 50, the driver can recognize that driving assistance control has been executed from the behavior of the vehicle 1.

[0080] Alternatively, this driving assistance process may be an automatic driving control to the destination in addition to the vehicle assistance control for which the activation condition is satisfied. The destination may be, for example, a destination input by the driver to the vehicle control device 100. Alternatively, the destination may be a roadside on a driving path for making an emergency stop. In this case, the vehicle 1 safely drives to the destination by automatic driving control regardless of the driver's state.

[0081] Furthermore, if the recommended support flag FR is "2" (S13: Yes), the controller 10 executes the safety assurance support process (S15) and ends the process. In the safety assurance support process, the controller 10 executes the driving support control (S15a) whose activation condition is met, and also executes the notification process (S15b) about the intervention of the driving support control. The notification process allows the driver to know that the driving support control has intervened.

[0082] Furthermore, if the recommended assistance flag FR is "3" (S13: No), the controller 10 executes a driving ability improvement assistance process (S16) and ends the process. In the driving ability improvement assistance process, the controller 10 executes driving assistance control (S16a) for which the activation conditions are met, and also executes a notification process (S16b) regarding the intervention of driving assistance control. Furthermore, the controller 10 executes a second notification process (S16c) that notifies the driver of a vehicle operation for driving the vehicle 1 along an ideal driving line on the driving road. The ideal driving line on the driving road is the target driving route. In the second notification process, the controller 10 provides the driver with information indicating the ideal operation amount of the operating unit (accelerator pedal 41b, brake pedal 42b, steering wheel 43b, etc.) and the operation amount by the driver using the information notification device 50.

[0083] 15, the recommended support flag FR may be repeatedly updated with the value of the support flag F while the vehicle is traveling. In this case, the recommended support flag FR changes while the vehicle is traveling. Then, the controller 10 may execute the processing flow of FIG. 16 while the vehicle is traveling using the recommended support flag FR that changes over time.

[0084] The operation of the vehicle control device 100 according to the embodiment of the present invention will be described below. This embodiment is a vehicle control device 100 that estimates driving risks that may occur to vehicle 1 due to the driving environment of vehicle 1, performs driving assistance control (14a, 15a, 16a) on vehicle 1 to avoid the occurrence of driving risks, and performs notification processing (15b, 16b) to notify the driver of vehicle 1 of the execution of driving assistance control.The vehicle control device 100 is characterized in that it performs a driving ability evaluation processing (S2) that estimates a driving ability value (TA, TB) that indicates the magnitude of the driver's driving ability, and when executing driving assistance control, it performs notification processing (15b, 16b) when the driving ability value (TA, TB) is in a high ability state (area B, C) greater than a predetermined threshold, but does not perform the notification processing when the driving ability value (TA, TB) is in a low ability state (area A) below the predetermined threshold.

[0085] In this embodiment configured as described above, for a driver with low driving ability, the driving assistance control intervention is relatively frequent, so the notification process is disabled. This makes it possible to prevent the driver from feeling annoyed by the frequent notification process or from becoming confused by the notification process. On the other hand, in this embodiment, for a driver with medium or relatively high driving ability, the notification of the intervention of the driving assistance control can encourage the driver to voluntarily maintain and improve their driving ability.

[0086] In addition, in this embodiment, preferably, the driving ability value includes a perceptual ability value TA representing the magnitude of the perceptual ability to recognize perceptual objects including traffic participants outside the vehicle 1, and a motor ability value TB representing the magnitude of the motor ability to perform vehicle operation of the vehicle 1. In this embodiment configured in this manner, driving ability is distinguished into perceptual ability and motor ability, and notification processing can be performed appropriately depending on the combination of the magnitudes of these abilities.

[0087] In addition, in this embodiment, preferably, the perceptual ability value TA is calculated according to the probability that the driver's line of sight will capture a perceptual object outside the vehicle 1, and the motor ability value TB is estimated according to the acceleration caused to the vehicle 1 by the driver's vehicle operation. In this embodiment configured in this manner, the perceptual ability value and motor ability value can be calculated and updated relatively easily.

[0088] In this embodiment, the low capacity state (area A) is preferably If the Perception Ability Score TA is equal to or less than the First Perception Threshold TA1, or If the motor ability score TB is below the first motor threshold TB1, or The high ability state (areas B and C) is when the perceptual ability value TA is equal to or less than the second perceptual threshold TA2, which is set to a value greater than the first perceptual threshold TA1, and the motor ability value TB is equal to or less than the second motor threshold TB2, which is set to a value greater than the first motor threshold TB1. When the perceptual ability score TA exceeds the first perceptual threshold TA1 and the motor ability score TB exceeds the second motor threshold TB2, or -When the perceptual ability value TA exceeds the second perceptual threshold TA2 and the motor ability value TB exceeds the first motor threshold TB1. In this embodiment configured as above, by setting a threshold value, it is possible to more appropriately execute the notification process (15b, 16b) according to the combination of the magnitudes of the respective abilities.

[0089] In addition, in this embodiment, preferably, in the low ability state (S12: Yes), the vehicle control device 100 does not execute the notification process, but executes driving assistance control (S14a) to automatically drive the vehicle 1 to a predetermined destination. In this embodiment configured in this manner, a driver with reduced driving ability can be safely driven to the destination by automatic driving.

[0090] In this embodiment, preferably, in the high capacity state (S13: Yes), the vehicle control device 100 - When the perceptual ability score TA exceeds the first perceptual threshold TA1 but is less than the second perceptual threshold TA2, and the motor ability score TB exceeds the second motor threshold TB2, or When the motor ability value TB exceeds the first motor threshold TB1 but is less than the third motor threshold TB3 set to a value greater than the second motor threshold TB2, and when the perceptual ability value TA exceeds the second perceptual threshold TA2, a notification process (S15b) is executed. In this embodiment configured as described above, the notification process (S15b) regarding the execution of vehicle assistance control is executed for a driver with average driving ability, so that the driver can use the intervention of vehicle assistance control as motivation to maintain or improve their driving ability.

[0091] In addition, preferably, in the high ability state (S13: No), the vehicle control device 100 executes a notification process (S16b) and a second notification process (S16c) to notify the driver of vehicle operation for driving the vehicle 1 along an ideal driving line on the roadway when the perceptual ability value TA is equal to or greater than the second perceptual threshold TA2 and the motor ability value TB is equal to or greater than the third motor threshold TB3, which is set to a value greater than the second motor threshold TB2. In this embodiment, configured as described above, for a driver with relatively high driving ability, in addition to the notification process (S16b) regarding the execution of vehicle assistance control, a second notification process (S16c) is executed to instruct the driver on ideal vehicle operation. When vehicle assistance control intervenes, a driver with relatively high driving ability can receive information from the second notification process and improve their vehicle operation to an ideal vehicle operation. As a result, in this embodiment, a driver with relatively high driving ability can further improve their driving ability by using the intervention of vehicle assistance control as an opportunity. [Explanation of symbols]

[0092] 1 vehicle 10 Controller 20 Onboard equipment 40 Vehicle Control System 50 Information notification device 100 Vehicle control device TA Perception Ability Score TA1 First Perceptual Threshold TA2 Second Perceptual Threshold TB athletic ability score TB1 First motor threshold TB2 Second motor threshold TB3 Third motor threshold

Claims

1. A vehicle control device that estimates a driving risk that may occur to a vehicle due to a driving environment of the vehicle, executes driving assistance control for the vehicle so as to avoid the occurrence of the driving risk, and executes a notification process to notify a driver of the vehicle of the execution of the driving assistance control, the vehicle control device executes a driving ability evaluation process to estimate a driving ability value that indicates the magnitude of the driver's driving ability, and when the driving assistance control is being executed, executes the notification process when the driving ability value is in a high ability state that is greater than a predetermined threshold, but does not execute the notification process when the driving ability value is in a low ability state that is equal to or less than the predetermined threshold, the driving ability value includes a perceptual ability value representing a magnitude of perceptual ability to recognize perceptual objects including traffic participants outside the vehicle, and a motor ability value representing a magnitude of motor ability to perform vehicle operation of the vehicle; the perception ability value is calculated according to a probability that the driver's line of sight captures a perception object outside the vehicle; A vehicle control device in which the athletic ability value is calculated according to the acceleration caused in the vehicle by the driver's vehicle operation.

2. The low capacity state is If the perception ability value is equal to or less than a first perception threshold, or When the motor ability value is equal to or less than a first motor threshold, or the perceptual ability value is equal to or less than a second perceptual threshold set to a value greater than the first perceptual threshold, and the motor ability value is equal to or less than a second motor threshold set to a value greater than the first motor threshold, The high capacity state is When the perceptual ability value exceeds the first perceptual threshold and the motor ability value exceeds the second motor threshold, or The vehicle control device according to claim 1 , wherein the perceptual ability value exceeds the second perceptual threshold and the motor ability value exceeds the first motor threshold.

3. The vehicle control device according to claim 1 or 2, wherein, in the low capacity state, the vehicle control device does not execute the notification process, and executes the driving assistance control so as to automatically drive the vehicle to a predetermined destination.

4. In the high capacity state, the vehicle control device The perceptual ability value exceeds the first perceptual threshold but is less than the second perceptual threshold, and the motor ability value exceeds the second motor threshold; or When the motor ability value exceeds the first motor threshold but is less than a third motor threshold set to a value greater than the second motor threshold, and the perceptual ability value exceeds the second perceptual threshold, The vehicle control device according to claim 2 , which executes the notification process.

5. In the high capacity state, the vehicle control device 3. The vehicle control device of claim 2, wherein when the perceptual ability value is equal to or greater than the second perceptual threshold and the motor ability value is equal to or greater than a third motor threshold set to a value greater than the second motor threshold, the notification process is executed and a second notification process is executed to notify the driver of vehicle operations to cause the vehicle to travel along an ideal driving line on the road.

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