Operation control device, operation control method and program

Abstract

To provide a driving control device, a driving control method, and a program capable of smoothly awakening a person in a vehicle according to his / her sleep state.SOLUTION: A driving control unit 20 according to an embodiment includes: a sleep information acquisition unit 21 that acquires information on the sleep state of a person in a vehicle; and a control unit 26 that executes processing to awaken the person when the sleep state is shallow, determines whether there is a place to park the vehicle when the sleep state is deep, and parks the vehicle when it is determined that there is a place to park the vehicle.SELECTED DRAWING: Figure 1A

Description

[Technical Field]

[0001] The present invention relates to an operation control device, an operation control method, and a program. [Background technology]

[0002] In recent years, autonomous driving technology for automobiles has been advancing. For example, Patent Document 1 describes a route setting device that repeatedly acquires the alertness of occupants while the vehicle is traveling and changes the route to the destination depending on the alertness. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-118607 Summary of the Invention [Problem to be solved by the invention]

[0004] At Level 4 autonomous driving, the vehicle is capable of fully autonomous driving under certain circumstances, allowing the driver to sleep, but the vehicle must wake up the driver when the specific circumstances end. Depending on the driver's sleep state, it is expected that the driver may have difficulty waking up or may have difficulty waking up.

[0005] An object of the present invention is to provide a driving control device, a driving control method, and a program that can smoothly wake up a person in a vehicle according to their sleeping state. [Means for solving the problem]

[0006] A driving control device according to one aspect of the present invention includes a sleep information acquisition unit that acquires information regarding the sleep state of a person inside the vehicle, and a control unit that executes a process to wake up the person inside the vehicle if the person inside the vehicle is in a light sleep state, and determines whether there is a place where the vehicle can be stopped if it is determined that there is a place where the vehicle can be stopped, and stops the vehicle if it is determined that there is a place where the vehicle can be stopped.

[0007] A driving control method according to one aspect of the present invention includes a sleep information acquisition step of acquiring information regarding the sleep state of a person inside the vehicle, and a control step of executing a process to wake up the person inside the vehicle if the person inside the vehicle is in a light sleep state, and determining whether or not there is a place where the vehicle can be stopped if it is determined that there is a place where the vehicle can be stopped, and stopping the vehicle if it is determined that there is a place where the vehicle can be stopped, by a driving control device.

[0008] A program according to one aspect of the present invention causes a computer to execute a sleep information acquisition step of acquiring information regarding the sleeping state of a person inside a vehicle, and a control step of executing a process to wake up the person inside the vehicle if the person inside the vehicle is in a light sleeping state, and determining whether or not there is a place where the vehicle can be stopped if it is determined that there is a place where the vehicle can be stopped, and stopping the vehicle if it is determined that there is a place where the vehicle can be stopped. [Effects of the Invention]

[0009] The present invention provides a driving control device, a driving control method, and a program that can smoothly wake up a person in a vehicle according to their sleeping state. [Brief explanation of the drawings]

[0010] [Figure 1A] 1 is a block diagram showing a configuration example of an operation system according to a first embodiment. [Figure 1B] 1 is a block diagram showing an example of the configuration of a sleep measurement device according to a first embodiment. [Figure 1C] FIG. 2 is a block diagram showing a configuration example of a control unit according to the first embodiment. [Figure 2A] 4 is a flowchart showing an example of processing by the operation control device according to the first embodiment. [Figure 2B] 4 is a flowchart showing an example of processing by the operation control device according to the first embodiment. [Figure 2C] 4 is a flowchart showing an example of processing by the operation control device according to the first embodiment. [Figure 3] 10 is a table showing an example of types of sleep and set times according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Embodiment 1 (1A) A first embodiment of the present invention will be described below with reference to the drawings. In the first embodiment, an example of control of a navigation system that can realize level 4 autonomous driving of an automobile will be described. When the driving control method of the present invention is executed as a program, a computer in a driving control device of the navigation system executes the program. Also, an automobile equipped with a navigation system will hereinafter be referred to as a vehicle.

[0012] 1A is a block diagram showing a conceptual configuration example of a navigation system S1. The navigation system S1 includes a sleep measurement device 11, a communication unit 12, an autonomous driving ECU (Electronic Control Unit) 13, a notification unit 14, an input unit 15, and a driving control device 20. Each component of the navigation system S1 will be described below.

[0013] The sleep measurement device 11 measures the sleep of the driver and outputs the information (sleep information) to the driving control device 20. In this example, the sleep measurement device 11 measures the sleep of the person in the vehicle using the captured video, but the measurement method is not limited to this.

[0014] 1B is a block diagram showing an example configuration of sleep measurement device 11. As shown in Fig. 1B, sleep measurement device 11 has a camera unit 111, a sleep measurement unit 112, and a sleep information transmission unit 113. Camera unit 111 is one or more cameras that capture images of the driver, and has optical elements and an image sensor related to the image capture.

[0015] The sleep measurement unit 112 measures the driver's sleep state based on the video captured by the camera unit 111. Specifically, the sleep measurement unit 112 uses the video to detect the driver's body movements, such as turning over in bed, heart rate based on pulse waves, breathing, eye state, and the like. Then, based on this biological information, it measures whether the driver's sleep state at the time of capture is awake (not asleep), REM sleep (light sleep), or non-REM sleep (deep sleep), and what the value of the driver's total sleeping time is. Note that, as described below, the sleep measurement unit 112 may also be capable of measuring the depth of non-REM sleep (sleep depth) when the driver is in non-REM sleep. For example, well-known stages 1 to 4 can be applied to the depth.

[0016] The sleep information transmission unit 113 is a hardware interface that transmits information (sleep information) related to the sleeping state of the driver measured by the sleep measurement unit 112 to the driving control device 20. As described above, the sleep information includes information on the sleeping state of the driver at the time of shooting and the total sleeping time.

[0017] Returning to FIG. 1A, the explanation will be continued. The communication unit 12 acquires map information, such as a map for autonomous driving and a noise map showing road noise conditions, via communication from a network (not shown). The map for autonomous driving includes information necessary for autonomous driving, such as a dynamic map, about roads where autonomous driving is possible, information about places where vehicles can stop, accident information, traffic congestion information, and traffic light information. Roads where autonomous driving is possible are specific environments where vehicles can travel relatively smoothly, such as expressways and other motorways, and major national highways. The noise map also includes information showing road noise conditions due to vehicle traffic and construction work near the road. This map information is updated as appropriate, and the communication unit 12 periodically acquires the updated information.

[0018] Furthermore, the communication unit 12 periodically receives information about the current location of the vehicle by using a satellite positioning system such as the Global Positioning System (GPS). The communication unit 12 may also acquire other information necessary for autonomous driving, etc. from a network. The communication unit 12 transmits the acquired information to the driving control device 20.

[0019] The autonomous driving ECU 13 acquires driving control information such as the route and speed of autonomous driving output from the driving control device 20, and controls the vehicle's engine, steering, brakes, and other mechanisms based on the driving control information, thereby driving the vehicle autonomously.

[0020] The notification unit 14 issues notifications of the start and end of autonomous driving, as well as notifications to wake up people such as the driver from a sleep state, under the control of the driving control device 20. For example, the notification unit 14 has a speaker and can issue sounds such as alarms or voices from the speaker as notifications to wake up the person. The notification unit 14 may also be equipped with a display that displays map information about the area around the vehicle, the current location of the vehicle, the route of the vehicle, and the driving time schedule.

[0021] The input unit 15 is an interface through which a person such as a driver inputs settings for autonomous driving, and is configured as, for example, buttons or a touch panel, which is a type of display. The settings for autonomous driving include destination information and settings for modes during autonomous driving. If necessary, information on intermediate destinations may also be input as settings. The modes that can be set include at least two types: a sleep priority mode that prioritizes the driver's sleep, and a sleep non-priority mode that does not prioritize the driver's sleep. The sleep priority mode is a mode that ensures as much sleep as possible for the driver, even if it increases at least one of the distance, time, and fare required for driving to the destination. On the other hand, the sleep non-priority mode is a mode that adheres to the initially set driving route regardless of the driver's sleep state.

[0022] The driving control device 20 has a sleep information acquisition unit 21, a communication information acquisition unit 22, a driving control information output unit 23, a DB (Data Base) 24, a clock unit 25, and a control unit 26. The driving control device 20 is a device that controls the automatic driving of the vehicle using the sleep information acquired by the sleep information acquisition unit 21, the map information stored in the DB 24, and the current time information output by the clock unit 25. When the vehicle is not in an automatic driving state, the driving control device 20 can also function as a general car navigation system. Each unit of the driving control device 20 will be described in detail below.

[0023] The sleep information acquisition unit 21 acquires the driver's sleep information transmitted from the sleep information transmission unit 113, and outputs the acquired sleep information to the control unit 26. The communication information acquisition unit 22 acquires the map information transmitted from the communication unit 12, and outputs the acquired map information to the control unit 26. In addition, the driving control information output unit 23 acquires the driving control information transmitted from the control unit 26, and outputs the acquired driving control information to the autonomous driving ECU 13.

[0024] The DB 24 is a DB, such as a memory card or HDD (Hard Disk Drive), that stores map information acquired by the control unit 26 from the communication unit 12. The DB 24 also stores various information, such as judgment thresholds and criteria used by the control unit 26 in the processing described below. The control unit 26 refers to and uses this information when executing the processing. This information may be updated automatically by the driving control device 20 or manually by a user, etc.

[0025] The clock unit 25 has a function of clocking the current time, and outputs the clocked current time to the control unit 26.

[0026] The control unit 26 determines the autonomous driving plan (route and time schedule) using the sleep information, map information, and current time information, and outputs driving control information based on this plan information to the autonomous driving ECU 13 via the driving control information output unit 23. Furthermore, when necessary, the control unit 26 awakens a sleeping driver using the notification unit 14, and changes the processing to be executed based on the autonomous driving settings input from the input unit 15. This will be described in more detail later.

[0027] 1C is a block diagram of the control unit 26. The control unit 26 has a memory 261, an I / O (Input / Output) unit 262, and an information processing unit 263.

[0028] The memory 261 is configured with a volatile memory, a nonvolatile memory, or a combination thereof. The memory 261 is not limited to one, and multiple memories may be provided. The volatile memory may be, for example, a RAM (Random Access Memory) such as a DRAM (Dynamic Random Access Memory) or an SRAM (Static Random Access Memory). The nonvolatile memory may be, for example, a PROM (Programmable ROM), an EPROM (Erasable Programmable Read Only Memory), or a Flash Memory.

[0029] The memory 261 is used to store one or more instructions. Here, the one or more instructions are stored as a group of software modules in the memory 261. The information processing unit 263 can perform the following processes by reading and executing the one or more instructions from the memory 261.

[0030] The I / O unit 262 is a hardware interface that executes input and output of information from and to the outside of the control unit 26. In this embodiment, the control unit 26 is connected to the sleep information acquisition unit 21, the communication information acquisition unit 22, the DB 23, and the advertisement transmission unit 24, and appropriately executes input and output of information with these units via the I / O unit 262.

[0031] The information processing unit 263 is configured with any processor, such as a CPU (Central Processing Unit), an MPU (Micro Processing Unit), an FPGA (Field-Programmable Gate Array), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), etc. The memory 261 may include a memory provided outside the information processing unit 263, as well as a memory built into the information processing unit 263.

[0032] The information processing unit 263 reads and executes software (computer programs) from the memory 261, thereby realizing the functions of a schedule determination unit 264, a notification processing control unit 265, etc. Each of these functions will be described below.

[0033] The schedule determination unit 264 determines a schedule for autonomous driving. First, when setting up autonomous driving, the schedule determination unit 264 determines a driving route from the current location to the destination and a predicted time schedule using information about the current location obtained from the communication unit 12, information about the destination and intermediate destinations input via the input unit 15, and map information pre-stored in the DB 24. The driving route includes a route for manual driving (manual driving route) and a route for autonomous driving. When determining the driving route, the schedule determination unit 264 sets a road area that is part of the driving route and is capable of autonomous driving as the route for autonomous driving based on a map for autonomous driving. Then, when the vehicle enters an autonomous driving route from a manual driving route, the vehicle will be driven autonomously along the route for autonomous driving.

[0034] Furthermore, when the schedule determination unit 264 determines that the vehicle is currently in autonomous driving and that the vehicle's position has approached the end point of autonomous driving at a predetermined timing, it determines whether the autonomous driving is set to the sleep priority mode described above. If the sleep priority mode is set, the schedule determination unit 264 resets the route and time schedule of the autonomous driving, which are new plans for autonomous driving, using map information depending on whether the driver's sleep state at that time is wakefulness, REM sleep, or non-REM sleep. Using the reset schedule information, the schedule determination unit 264 determines information on the route and speed required for current driving as driving control information and outputs it to the autonomous driving ECU 13.

[0035] Furthermore, when the schedule determination unit 264 executes the process of starting and ending autonomous driving, it outputs that fact to the notification processing control unit 265. Furthermore, when it determines that a notification is necessary to awaken a person such as a driver from a sleeping state, the schedule determination unit 264 causes the notification processing control unit 265 to execute the awakening process.

[0036] The notification processing control unit 265 controls the notification unit 14 to notify the driver or the like by voice at the timing when the process of starting and ending autonomous driving is executed. Furthermore, the notification processing control unit 265 may cause the notification unit 14 to execute a notification for awakening processing based on the determination result of the schedule determination unit 264.

[0037] 2A and 2B are flowcharts showing an example of the processing executed by the driving control device 20 during automatic driving, and the processing executed by the driving control device 20 will be described in detail below with reference to FIGS. 2A and 2B.

[0038] As a prerequisite for this processing, before the start of autonomous driving, the driver operates the input unit 15 to input the destination and intermediate points for autonomous driving, and the setting of sleep priority mode or sleep non-priority mode, to the driving control device 20. The driving control device 20 stores the input information in the DB 24. Then, the schedule determination unit 264 uses map information stored in advance in the DB 24 to determine a driving route and a predicted time schedule for arriving at the destination from the current location via the intermediate points. As described above, the driving route includes a manual driving route and an autonomous driving route.

[0039] The schedule determination unit 264 may search for and determine a driving route using not only an autonomous driving map but also a noise map as map information. For example, the schedule determination unit 264 may determine a driving route such that the average noise on the autonomous driving route is below a predetermined noise threshold, or such that the area on the autonomous driving route where the noise is below the predetermined noise threshold is equal to or greater than a predetermined percentage or length. This noise threshold may be stored in the DB 24 in advance, or may be input by the driver or the like via the input unit 15. Furthermore, when a specification (restriction) is made on at least one of the distance, time, or fare for arriving at the destination, the schedule determination unit 264 can determine a driving route that satisfies the restriction.

[0040] Based on the vehicle's current location information periodically acquired from the communication unit 12, the driving control device 20 determines whether the vehicle has transitioned to a specific environment where autonomous driving is possible and has entered an autonomous driving route. If the vehicle has transitioned to a specific environment, the driving control device 20 begins controlling autonomous driving. In this state, the driver or other person can sleep. In this state, the driving control device 20 executes the processes shown in Figures 2A and 2B below.

[0041] First, the schedule determination unit 264 determines whether the vehicle's position is approaching the end point of autonomous driving (i.e., whether a predetermined timing has arrived) based on periodically acquired information on the current position of the vehicle and information on the determined autonomous driving route (step S11). The schedule determination unit 264 may execute the determination of step S11 by, for example, determining whether the distance between the vehicle's current position and the end point of autonomous driving is equal to or less than a predetermined threshold.

[0042] As another example, the schedule determination unit 264 may use an autonomous driving map to calculate a predicted time required for traveling from the current position of the vehicle to the autonomous driving end point, and may execute the determination in step S11 by determining whether the predicted time is equal to or less than a predetermined threshold. A detailed example of this will be described in the second embodiment. The threshold used in the above determination is stored in the DB 24, and the schedule determination unit 264 can use the stored threshold information. Furthermore, multiple thresholds may be set. Therefore, the driving control device 20 may execute the processes from step S11 onward multiple times.

[0043] If it is determined that the vehicle position is not approaching the end point of the autonomous driving (No in step S11), the schedule determination unit 264 repeatedly executes the process of step S11 at predetermined intervals.

[0044] When it is determined that the vehicle position is approaching the end point of autonomous driving (Yes in step S11), the schedule determination unit 264 controls the sleep measurement device 11 to take an image of the driver with the camera unit 111, measure the driver's sleep state, and transmit the measured sleep information. In this way, the schedule determination unit 264 acquires the sleep information from the sleep measurement device 11 (step S12). The schedule determination unit 264 determines whether the driver is awake or not based on the sleep information (step S13).

[0045] If the driver is awake (Yes in step S13), the schedule determination unit 264 controls the notification processing control unit 265 to notify the driver that automatic driving of the vehicle will soon end and that preparations should be made to start manual driving. The notification processing control unit 265 notifies the driver of this by voice or the like via the notification unit 14 (step S14). In this way, the driving control device 20 travels along the driving route that was initially set. Thereafter, if the driving control device 20 determines that the vehicle has deviated from the automatic driving route based on information about the current position of the vehicle, the driving control device 20 stops controlling automatic driving and functions as a navigation system for manual driving.

[0046] If the driver is not awake, that is, if the driver is in REM sleep or non-REM sleep (No in step S13), the schedule determination unit 264 determines whether the pre-set setting is the sleep priority mode (step S15).

[0047] If the preset setting is not the sleep priority mode, i.e., the sleep non-priority mode (No in step S15), the schedule determination unit 264 controls the notification processing control unit 265 to wake the driver using any type of sound, such as an alarm or voice. Based on this, the notification processing control unit 265 controls the notification unit 14 to emit a sound to wake the driver (step S16). The notification processing control unit 265 may stop the emission of the sound from the notification unit 14 only when, for example, the sleep measurement device 11 detects that the driver has woken up from sleep based on video or when it detects that the driver has operated the input unit 15. Note that in the processing of step S16, the schedule determination unit 264 keeps the vehicle traveling along the initially set autonomous driving route. In this way, in the sleep non-priority mode, the driving control device 20 controls to forcibly wake the driver even if he or she is asleep, thereby minimizing the time to arrive at the destination.

[0048] If the preset setting is the sleep priority mode (Yes in step S15), the schedule determination unit 264 re-searches for a route that can reach the destination other than the preset (i.e., currently set) driving route based on the current position of the vehicle and the map for autonomous driving stored in the DB 24 (step S17). Then, it determines whether there is an alternative route among these routes that allows for longer autonomous driving than the currently set route (step S18). This alternative route is a new autonomous driving route set from the current position of the vehicle to a predetermined position, and the distance or predicted time required for traveling the new autonomous driving route is longer than the distance or predicted time from the current position of the vehicle to the end point of autonomous driving on the currently set route. For example, if the preset driving route is a highway, a general road can be set as the alternative route. Furthermore, although the distance or predicted time required for the alternative route is set to be longer than the distance or predicted time from the current position of the vehicle to the end point of autonomous driving on the currently set route, the schedule determination unit 264 sets the distance or predicted time of the alternative route to be equal to or shorter than a predetermined value. This allows the schedule determination unit 264 to set, as an alternative route, a route that branches off midway from the currently set route, without selecting a route that is completely different from the currently set route.

[0049] If such an alternative route is found among the routes found by the re-search (Yes in step S18), the schedule determination unit 264 changes the driving route from the currently set route to the alternative route (step S19). The schedule determination unit 264 also resets the time schedule in accordance with the alternative route. Using the reset route and time schedule (schedule information), the schedule determination unit 264 determines information on the route and speed required for driving at the current time as driving control information and outputs this information to the autonomous driving ECU 13. This enables the vehicle to travel along the alternative route. Thereafter, while the vehicle is autonomously traveling along the alternative route, the schedule determination unit 264 may again execute the processing from step S11 onwards based on information on the current position of the vehicle and information on the alternative route.

[0050] In step S18, if there is no alternative route among the routes found by the re-search (No in step S18), the schedule determination unit 264 determines whether the driver is in REM sleep based on the sleep information (step S20). In other words, the schedule determination unit 264 determines whether the driver is in light or deep sleep.

[0051] If the driver is in REM sleep (Yes in step S20), the schedule determination unit 264 controls the notification processing control unit 265 to wake up the driver while driving the vehicle along the initially set automatic driving route (step S16). The details of step S16 are as described above. In REM sleep, it is expected that waking the driver will not cause the driver to feel unwell, so the driving control device 20 performs control to forcibly wake the driver up, allowing the driver to prepare for manual driving.

[0052] If the driver is not in a REM sleep state, i.e., in a non-REM sleep state (No in step S20), the schedule determination unit 264 refers to the map for automated driving and searches for a place where the vehicle can stop along the automated driving route from the current location to the end point of automated driving (step S21). A place where the vehicle can stop is a place where the vehicle can return to the original driving route and can be reached by automated driving. For example, if the automated driving route is a highway, a place where the vehicle can stop is a rest area such as a parking area or a service area, and if the automated driving route is a general road, a place where the vehicle can stop is a rest area or a parking lot. If such a rest area or parking lot is present on the driving route, the schedule determination unit 264 determines that the place is a place where the vehicle can stop. Unlike an alternative route, a place where the vehicle can stop does not require a major change to the driving route.

[0053] If it is determined in step S21 that there is no place where the vehicle can stop (No in step S21), the schedule determination unit 264 controls the notification processing control unit 265 to wake up the driver (step S16), as described above. In this case, since there is no alternative route or place where the vehicle can stop, the vehicle has no choice but to continue driving from the current position to the end point of the automatic driving. Therefore, the schedule determination unit 264 controls to wake up the driver and have him prepare for manual driving.

[0054] If it is determined in step S21 that a location where the vehicle can be stopped is available (Yes in step S21), the schedule determination unit 264 changes a part of the driving route so that the vehicle is stopped at that location by autonomous driving (step S22). The schedule determination unit 264 also resets the time schedule accordingly. The schedule determination unit 264 determines information on the route and speed required for driving to the stopping location as driving control information, and outputs this to the autonomous driving ECU 13. This allows the vehicle to temporarily stop.

[0055] 2C is a flowchart showing an example of processing executed by the driving control device 20 after step S22. First, the notification processing control unit 265 controls the sleep measurement device 11 to take an image of the driver with the camera unit 111, measure the driver's sleep state, and transmit the measured sleep information. As a result, the notification processing control unit 265 acquires the sleep information from the sleep measurement device 11 (step S31). Then, the notification processing control unit 265 determines whether the driver is in a non-REM sleep state based on the sleep information (step S32).

[0056] If the driver is in a non-REM sleep state (Yes in step S32), the notification processing control unit 265 returns to step S31 and executes the process. The process is repeated at predetermined intervals until the driver enters a REM sleep state or wakes up.

[0057] If the driver is not in a non-REM sleep state (No in step S32), the notification processing control unit 265 determines whether the driver is awake (step S33). In step S33, the notification processing control unit 265 can make the determination using at least one of the sleep information and the detection of the driver's operation of the input unit 15.

[0058] If the driver is not awake, that is, if the driver is in a REM sleep state (No in step S33), the notification processing control unit 265 controls the notification unit 14 to wake up the driver (step S34). This wake-up process is the same as in step S16. Thereafter, the notification processing control unit 265 returns to step S33 and makes the determination again.

[0059] If it is determined in step S33 that the driver is awake (Yes in step S33), the notification processing control unit 265 controls the notification unit 14 to notify the driver of the current driving state (step S35). If the vehicle is currently stopped, the notification processing control unit 265 notifies the driver that the vehicle is stopped and provides information about the stopping location. However, if the vehicle is traveling toward a stopping location, the notification processing control unit 265 notifies the driver of this fact and provides information about the planned stopping location. At this time, the notification processing control unit 265 may also cause the notification unit 14 to notify the driver that it will inquire about whether or not to return to the autonomous driving route. After the notification, if an input instructing return is made from the input unit 15, the schedule determination unit 264 controls the autonomous driving ECU 13, based on the input, to move the vehicle from the stopped position, return to the original autonomous driving route, and head toward the destination.

[0060] 2A to 2C can be modified as follows: The following modifications can also be applied in appropriate combinations.

[0061] For example, the schedule determination unit 264 may execute the processing of step S20 between steps S15 and S17, and execute the processing of steps S17 and S18 when the driver is in a non-REM sleep state, and change the driving route to an alternative route for autonomous driving if one is available. If an alternative route for autonomous driving is not available, the schedule determination unit 264 executes the processing of step S21 and subsequent steps. Furthermore, if the driver is in a REM sleep state in step S20, the schedule determination unit 264 can execute control to wake the driver, the processing of step S21 and subsequent steps, or the processing of steps S17 and S18.

[0062] Even if it is determined in step S20 that the driver is in a REM sleep state, the schedule determination unit 264 may search for a place where the vehicle can stop along the autonomous driving route from the current location to the autonomous driving end point. If a place where the vehicle can stop is found, the schedule determination unit 264 controls the vehicle to stop at that place by autonomous driving without immediately waking the driver. This process is similar to step S22. When the driving control device 20 detects that the driver has woken up, the notification processing control unit 265 controls the notification unit 14 to notify the driver of the current driving state. This process is similar to steps S33 and S35.

[0063] After starting to drive so that the vehicle can be stopped at a suitable location through the process of step S22, the driving control device 20 waits for the driver to transition to REM sleep, as shown in Fig. 2C, and wakes the driver when the driver enters REM sleep. However, the driving control device 20 may wait for the driver to wake up naturally without controlling the driver to wake up not only when the driver is in non-REM sleep but also when the driver is in REM sleep. In this case, after determining that the driver has woken up, the notification processing control unit 265 executes the process of step S35.

[0064] The driving control device 20 may be configured with an automatic driving setting, separate from the sleep priority mode and non-sleep priority mode, that allows setting of at least one of the conditions of distance, time, fare, or arrival time to reach the destination. The condition may be, for example, an upper limit of at least one of the distance, time, or fare required to reach the destination, or may be minimizing at least one of the distance, time, or fare required to reach the destination. In this setting, the driver or the like can input the above conditions using the input unit 15. When these conditions are set, the driving control device 20 can execute the following process.

[0065] For example, if it is determined in step S18 of FIG. 2A that an alternative route for automated driving is available, the schedule determination unit 264 determines whether the alternative route satisfies at least one of the preset conditions of distance, time, fare, or arrival time to the destination. If it is determined that multiple alternative routes are available, the schedule determination unit 264 can determine whether each alternative route satisfies the preset conditions. If an alternative route that satisfies the preset conditions is available, the schedule determination unit 264 changes the driving route from the currently set route to that alternative route. Note that if multiple alternative routes satisfy the preset conditions, the schedule determination unit 264 may select an alternative route that best satisfies the preset conditions (e.g., the shortest or cheapest alternative route), or may select an alternative route that best satisfies conditions other than the preset conditions. Note that the details of the process of changing to an alternative route are the same as those of step S19.

[0066] Furthermore, if it is determined in step S21 that there is a possible stopping location, the schedule determination unit 264 determines whether the driving route, which will be partially changed by stopping, satisfies a preset condition. If it is determined that there are multiple possible stopping locations, the schedule determination unit 264 can determine whether the predetermined condition is satisfied for each possible stopping location. If the driving route, which will be partially changed by stopping, satisfies the preset condition, the schedule determination unit 264 stops the vehicle at a possible stopping location that satisfies the condition. Note that if there are multiple possible stopping locations that satisfy the preset condition, the schedule determination unit 264 may select a possible stopping location that best satisfies the preset condition, or may select a possible stopping location that best satisfies conditions other than the preset condition. For example, if the route of the automated driving is a highway and the multiple possible stopping locations in step S21 are a service area on the highway and a parking lot on a general road off the highway, the schedule determination unit 264 may select the former from the perspective of distance, time, or toll. The details of the process for stopping the vehicle are the same as those in step S22.

[0067] Even when the sleep priority mode is set as the automatic driving setting, if it is determined in step S18 that there are multiple alternative routes, the schedule determination unit 264 can select the alternative route that has the best at least one of the conditions of distance to the destination, time, fare, or arrival time. Even if it is determined in step S21 that there are multiple possible stopping locations, the schedule determination unit 264 can select a possible stopping location using the same determination criteria. This determination criteria is set in advance and stored in DB24.

[0068] As described above, the control unit 26 of the driving control device 20 executes a process to wake the driver when the driver is in REM sleep (i.e., light sleep), and executes a process to stop the vehicle or change the driving route to an alternative route when the driver is in non-REM sleep (i.e., deep sleep). This alternative route is a route that allows autonomous driving to continue for a longer period of time than a preset route. In other words, when the driver is in non-REM sleep, the control unit 26 can change the driving schedule from the original plan. Note that the driving schedule refers to a plan for controlling the vehicle, including the vehicle's driving route, the driving status indicating whether the vehicle is driving or stopped, and the vehicle's driving speed. Alternatively, the control unit 26 executes a process to stop the vehicle when the driver is in REM sleep, and executes a process to change the vehicle's route to an alternative route when the driver is in non-REM sleep.

[0069] Level 4 autonomous driving allows the vehicle to be fully autonomous under certain circumstances, allowing the driver to sleep, but the vehicle must wake up the driver when the specific circumstances end. Thus, no technology was disclosed to ensure comfortable driver sleep on a route that involves a mix of fully autonomous and manual driving. Furthermore, no technology was disclosed to change processing based on the depth of the driver's sleep.

[0070] In the present invention, the control unit 26 does not disturb the driver's sleep when the driver is in non-REM sleep through the above processing, allowing the driver to sleep comfortably and wake up. On the other hand, the control unit 26 may wake the driver when the driver is in REM sleep, or may not disturb the driver's sleep. Even if the driver is woken up in REM sleep, the driver's waking up is prevented, allowing for a smooth transition to manual driving. Therefore, the driving control device 20 can smoothly wake the driver according to the driver's sleep state.

[0071] Furthermore, the control unit 26 can control the vehicle so that the route is not changed when the driver is awake, and the route is changed to an alternative route or the vehicle is stopped when the driver is asleep. This allows the driving control device 20 to appropriately select and execute either a shift to manual driving or ensuring the driver's sleep, depending on the driver's state.

[0072] Furthermore, the control unit 26 can change the processing as described above depending on whether the driver is in REM sleep or non-REM sleep. In other words, the driving control device 20 can separately execute control to wake the driver, control to change the driving route of the vehicle to an alternative route, or control to stop the vehicle depending on the nature of the sleep, thereby making it possible to wake the driver more smoothly.

[0073] Furthermore, when the control unit 26 determines that the vehicle has approached a predetermined distance to a point where autonomous driving of the vehicle ends on a preset vehicle route, it can determine whether the sleep priority mode or the sleep non-priority mode is set. When the control unit 26 determines that the sleep non-priority mode is set, it executes a process to wake up the driver regardless of the driver's sleep state. This allows the driving control device 20 to wake up the driver when necessary and prepare for manual driving.

[0074] Furthermore, when the control unit 26 determines that the vehicle has approached a predetermined distance to a point where autonomous driving of the vehicle ends on a preset vehicle route, the control unit 26 can change the processing based on at least one of preset conditions, such as distance to the destination, time, fare, or arrival time, thereby enabling the driving control device 20 to reset the driving route to satisfy the conditions.

[0075] The process described in the first embodiment can be further modified as shown in (i) to (v) below. The following modifications can be applied in appropriate combination with the main process described in the first embodiment.

[0076] (i) The schedule determination unit 264 may perform processing that further uses a noise map as map information. For example, in steps S17 and S18, the schedule determination unit 264 may perform a route re-search process using the noise map. Specifically, the schedule determination unit 264 determines both whether an alternative route is available and whether the new autonomous driving route associated with the alternative route satisfies a predetermined condition on the noise map. The predetermined condition may be, for example, that the noise volume on the new autonomous driving route is below a threshold value Th (dB) on average on the noise map, or that the noise volume is below the threshold value Th for a predetermined percentage of the distance along the new autonomous driving route. The threshold value Th and the predetermined percentage used for the determination are stored in the DB 24.

[0077] If an alternative route exists and the new automated driving route for the alternative route satisfies predetermined conditions on the noise map, the schedule determination unit 264 may set the alternative route as the new driving route. If there are multiple such alternative routes, the schedule determination unit 264 may select the route that is considered to have the lowest level of noise from among the multiple alternative routes. A low level of noise may mean that the average volume of the noise on the new automated driving route for the alternative route is low, or may mean that the proportion of the distance over which the volume of the noise is below the threshold Th is high.

[0078] Furthermore, if there is an alternative route on the noise map that satisfies predetermined conditions, the schedule determination unit 264 may assign a higher priority to the alternative route. If there are multiple alternative routes that satisfy predetermined conditions, the schedule determination unit 264 may assign priorities to the alternative routes in descending order of noise level. The schedule determination unit 264 may select one of the prioritized alternative routes by further considering, for example, at least one of the distance, time, and fare required for driving to the destination.

[0079] When the scheduler 264 executes a route re-search process using the noise map in steps S17 and S18, the scheduler 264 may further determine whether the driver is in REM sleep or non-REM sleep in the previous step S13. Then, in the processes of steps S17 and S18, the scheduler 264 may execute process (i) using Th1 (dB) as the noise volume threshold when the driver is in REM sleep and Th2 (dB) when the driver is in non-REM sleep. Here, the values ​​of Th1 and Th2 can be set arbitrarily. However, while a driver in REM sleep may not feel uneasy when woken up by noise outside the vehicle, a driver in REM sleep may feel uneasy when woken up by noise outside the vehicle. Therefore, by setting Th2 to a value smaller than Th1, a route that is less likely to wake the driver in non-REM sleep can be set as an alternative route. This helps the driver sleep and wake up more comfortably.

[0080] As yet another example, if the schedule determination unit 264 determines in step S13 that the driver is in a non-REM sleep state, it determines in steps S17 and S18 whether or not there is an alternative route for the automated driving route that satisfies predetermined conditions on the noise map. On the other hand, if the schedule determination unit 264 determines in step S13 that the driver is in a REM sleep state, the schedule determination unit 264 may not determine whether or not there is an alternative route, but may instead control the system to wake up the driver, or may control the system to stop the vehicle if a position where the vehicle can be stopped is available.

[0081] In this way, the schedule determination unit 264 can set an alternative route for the vehicle that does not disturb the driver's sleep, especially when the driver is in a non-REM sleep state. In the process of (i), if there is no alternative route that satisfies the predetermined conditions on the noise map, the schedule determination unit 264 may set a route that does not satisfy the predetermined conditions on the noise map as the alternative route. Alternatively, the schedule determination unit 264 may execute the processes from step S20 onward without setting an alternative route.

[0082] (ii) In yet another example, in step S21, the schedule determination unit 264 may search for a location on the noise map where the vehicle can stop that satisfies a predetermined condition on the route of the automated driving from the current location to the end point of the automated driving. The predetermined condition may be, for example, that the volume of noise at the location where the vehicle can stop is less than a threshold value Th (dB) on the noise map. The threshold value Th used for the determination is stored in the DB 24.

[0083] If a possible stopping position exists and the possible stopping position satisfies a predetermined condition on the noise map, the schedule determination unit 264 may set the possible stopping position as the stopping position of the vehicle. If there are multiple such stopping positions, the schedule determination unit 264 may select the stopping position that is considered to have the quietest noise (lowest volume) from the multiple stopping positions.

[0084] Furthermore, if there is a stop position on the noise map that satisfies a predetermined condition, the schedule determination unit 264 may increase the priority for selecting that stop position. If there are multiple stop positions that satisfy the predetermined condition, the schedule determination unit 264 may set the priorities in order of quietest noise. The schedule determination unit 264 may select one of the stop positions for which priorities have been set, further taking into consideration, for example, at least one of the distance, time, and fare required for driving to the destination.

[0085] Furthermore, the schedule determination unit 264 can control the vehicle to stop at a position where it can be stopped regardless of whether the driver is in REM sleep or non-REM sleep. In this case, in the process of step S21, the schedule determination unit 264 may execute the process (ii) using Th1 (dB) as a threshold when the driver is in REM sleep and Th2 (dB) when the driver is in non-REM sleep. Here, although the values ​​of Th1 and Th2 can be set arbitrarily, it is more preferable to set Th2 to a value smaller than Th1 for the same reason as in (i).

[0086] In this way, the schedule determination unit 264 can set a vehicle stopping position that does not disturb the driver's sleep. This can prevent, for example, a situation in which the vehicle stops near a construction site and the driver is woken up by the noise. Note that in the process of (ii), if there is no possible stopping position on the noise map that satisfies the predetermined conditions, the schedule determination unit 264 may set a possible stopping position on the noise map that does not satisfy the predetermined conditions as the stopping position. Alternatively, the schedule determination unit 264 may execute the process of step S16 without setting a stopping position.

[0087] (iii) In the above (i) and (ii), the schedule determination unit 264 may use a vibration map that shows the vibration state of the vehicle while traveling on a road, instead of or in addition to the noise map. In this case, the schedule determination unit 264 can determine the vibration of the vibration map using the same threshold as the noise of the noise map.

[0088] (iv) Furthermore, as a setting for autonomous driving, a target sleep time for the driver may be set in advance. Then, in step S15, the schedule determination unit 264 determines whether the driver's total sleep time is equal to or greater than the target sleep time based on the sleep information. If the driver's total sleep time is less than the target sleep time, the schedule determination unit 264 executes the processes from step S17 onwards. If the driver's total sleep time is equal to or greater than the target sleep time, the schedule determination unit 264 may wake up the driver regardless of whether the driver is in a REM sleep state or a non-REM sleep state. Alternatively, the schedule determination unit 264 may wake up the driver if the driver is in a REM sleep state, while executing the processes from step S17 onwards if the driver is in a non-REM sleep state.

[0089] (v) In the first embodiment, the driver's sleep state is determined to be light or deep depending on whether the driver is in REM sleep or non-REM sleep. However, the criteria for determining whether the driver's sleep state is light or deep are not limited to this. For example, the boundary between non-REM sleep depths 1 and 2 may be used as the criterion for determination, and if the driver's sleep state is in REM sleep or non-REM sleep depth 1, the sleep state may be determined to be light, and if the driver's sleep state is in non-REM sleep depths 2 to 4, the sleep state may be determined to be deep. Similarly, the boundary between non-REM sleep depths 2 and 3 may be used as the criterion for determination.

[0090] (1B) In (1A), an example was described in which the driving control device 20 controls the automatic driving of the vehicle based on the sleep state of the driver. However, if there are multiple people in the vehicle, the driving control device 20 may control the automatic driving of the vehicle based on the sleep information of the multiple people. The multiple people may be, for example, the driver and the passenger in the front seat, or all people in the vehicle including those in the back seat.

[0091] In FIG. 2A, when the driving control device 20 executes the process of step S12, the sleep measurement unit 112 of the sleep measurement device 11 measures the sleep states of multiple passengers based on the video captured by the camera unit 111. The number of camera units 111 provided in the vehicle corresponds to the number of passengers to be photographed. A storage unit (not shown) in the sleep measurement device 11 stores personal information of each passenger linked to feature information for facial recognition. The personal information of each passenger may further include information on whether or not the passenger has a driver's license, as well as the passenger's name, age, and driver priority. The sleep measurement device 11 references the personal information of the passengers based on the video captured by the camera unit 111. The sleep information transmission unit 113 transmits the sleep information of each passenger measured by the sleep measurement unit 112 to the driving control device 20 in association with the personal information.

[0092] In step S13, the schedule determination unit 264 determines whether any licensed driver (i.e., a driver capable of driving) is awake based on the sleep information. If a driver capable of driving is awake, the control unit 26 executes the process of step S14. Furthermore, if an awake driver capable of driving is found, the notification processing control unit 265 may determine whether the driver is a driver (i.e., whether the driver is sitting in the driver's seat). If the awake driver capable of driving is not a driver, the notification processing control unit 265 controls the notification unit 14 to notify the driver to move to the driver's seat and become a driver. In this case, the notification processing control unit 265 may obtain the name of the awake driver capable of driving based on personal information and have the notification unit 14 notify the name by voice, thereby making the notification more effective. Furthermore, if the sleep measurement device 11 detects that an awake driver capable of driving has sat in the driver's seat, the notification processing control unit 265 may stop the notification prompting the driver to move to the driver's seat.

[0093] Furthermore, if any seat in the vehicle can be automatically swapped under the control of the driving control device 20, the control unit 26 may control the driver's seat to be swapped with the seat of an awake person who is capable of driving. Furthermore, if there is an awake person who is capable of driving and manual driving of the vehicle can be performed using an operation terminal such as a remote control or a smartphone, the notification processing control unit 265 may control the notification unit 14 to prompt the person to hold the operation terminal and prepare for manual driving. In this way, when a person who is not the driver and is capable of driving is awake, the control unit 26 can prompt the person to retain the authority to drive manually.

[0094] In step S13, if the schedule determination unit 264 determines that multiple drivers are awake, the notification processing control unit 265 may prompt all of them to retain the authority to drive manually, or may prompt them to retain the authority to drive manually in descending order of priority using their personal information. If none of the drivers are awake in step S13, the control unit 26 executes the processing from step S15 onward and controls the vehicle to change its route to an alternative route or to stop the vehicle. The control unit 26 may determine that the drivers in the vehicle are in a light sleep state if at least one of the drivers is in a light sleep state, or may determine that the drivers in the vehicle are in a deep sleep state if all of the drivers are in a deep sleep state. Based on this determination, the control unit 26 executes the determination of step S20 and executes the subsequent processing.

[0095] (1C) As another example different from (1B), the driving control device 20 may change the driving schedule in accordance with the sleeping states of multiple people in the vehicle in at least one of the processes of steps S17, S18, and S21.

[0096] For example, if the driver is not awake in step S13, the schedule determination unit 264 can perform the following processing in steps S17 and S18. If it is determined from the sleep information that a predetermined number or percentage of people in the vehicle are asleep, regardless of whether they are in REM sleep or non-REM sleep, the schedule determination unit 264 searches for a new route that satisfies predetermined conditions in at least one of the noise map and the vibration map as an alternative route. If such a route is found, it is set as the alternative route and the driving route is changed. The predetermined conditions are as described in (i) of the first embodiment.

[0097] The schedule determination unit 264 can also perform similar processing when it determines from the sleep information that a predetermined number or percentage of people with a specific attribute among multiple people in the vehicle are asleep, regardless of whether they are in REM sleep or non-REM sleep. A person with a specific attribute may be, for example, a person under a predetermined age, such as an infant or a child, or a person who is able to drive. The schedule determination unit 264 determines whether each person has a specific attribute based on the personal information of each person. The predetermined number or percentage used in the above determination is stored in the DB 24.

[0098] Furthermore, the schedule determination unit 264 may control the vehicle to stop instead of setting an alternative route. Specifically, when it is determined from the sleep information that a predetermined number or percentage of people in the vehicle are asleep, regardless of whether they are in REM sleep or non-REM sleep, the schedule determination unit 264 searches for a location that satisfies a predetermined condition in at least one of the noise map or the vibration map as a possible stopping location. If such a location is found, it sets the location as a possible stopping location. The schedule determination unit 264 can also perform similar processing when it is determined from the sleep information that a predetermined number or percentage of people with a specific attribute are asleep, regardless of whether they are in REM sleep or non-REM sleep, among the multiple people in the vehicle. The predetermined condition is as described in the first embodiment.

[0099] If the number or ratio of people in a sleeping state (or people with a specific attribute) is less than a predetermined number, the control unit 26 can execute the process shown in the first embodiment.

[0100] The process (1C) above does not need to be performed if the driver is awake. In this case, the driving control device 20 continues driving along the initially set driving route, and the notification unit 14 issues a notification to terminate autonomous driving as shown in step S14. As another example, the process (1C) is possible even when the driver is awake. In this case, when a new route or a possible stopping location that satisfies a predetermined condition in at least one of the noise map and the vibration map is identified, the driving control device 20 may set the new route or possible stopping location as an alternative route or stopping location. Alternatively, the notification processing control unit 265 may notify the driver via the notification unit 14 whether or not a new alternative route or stopping location can be set. If the driver operates the input unit 15 to permit the new setting, the schedule determination unit 264 changes the driving schedule by setting a new alternative route or stopping location. On the other hand, if the driver operates the input unit 15 to deny the setting of an alternative route, the schedule determination unit 264 does not set a new alternative route or stopping location.

[0101] The above process can be performed by determining whether at least one person capable of driving is awake, rather than whether the driver is awake. In the determination of (1C) above, the number of people in a sleeping state (or people with a specific attribute) was determined, regardless of whether the sleeping state was REM sleep or non-REM sleep. However, instead of this determination, the number of people in a non-REM sleep state (or people with a specific attribute) may be determined. The details of this process are as described above.

[0102] As described above in (1B) and (1C), the control unit 26 of the driving control device 20 can change the processing based on the sleep information of multiple people in the vehicle. This allows the driving control device 20 to control the automatic driving so as not to disturb the sleep of people in the vehicle.

[0103] Furthermore, the control unit 26 can control the vehicle so that if a person capable of driving among multiple people in the vehicle is awake, the vehicle route is not changed, and if the person capable of driving is asleep, the control unit 26 can control the vehicle route to be changed to an alternative route or stop the vehicle. If a person capable of driving (i.e., a person who can be a driver) is awake, the vehicle can travel along the planned driving route by having that person take charge of the driver. On the other hand, if the person who can be a driver is asleep, the control unit 26 can wake up the person comfortably by not waking him / her up immediately.

[0104] In addition, any processing or variation described in (1A) can be applied to (1B) and (1C).

[0105] Embodiment 2 In (1A) of the first embodiment, the schedule determination unit 264 determines whether a predetermined timing has arrived in step S11, and if the predetermined timing has arrived, executes the processes from step S12 onward. In the second embodiment, the details of this timing will be described.

[0106] When a person wakes up from a sleep state, sleep inertia may occur. This sleep inertia refers to a transient state in which the person is unable to switch from a sleep state to a wakeful state. Sleep inertia is related to the depth of sleep, and the deeper the sleep, the stronger the sleep inertia. When sleep inertia is stronger, motor functions such as reflex speed and thinking decline, so it is recommended that the person drive once sleep inertia has settled down. Therefore, in the second embodiment, the driving control device 20 executes the processes from step S12 onwards at a timing that takes into account the time it takes for sleep inertia to settle down.

[0107] After the vehicle enters the route of the autonomous driving (a preset vehicle route), the schedule determination unit 264 calculates a predicted arrival time from the current position to the end point of the autonomous driving based on information such as the current speed, the current position, the end point of the autonomous driving, and a map for the autonomous driving.The schedule determination unit 264 then determines whether the calculated predicted arrival time is equal to or less than a set time (warning limit time) that is previously associated with each of the four stages of depth of non-REM sleep and five types of sleep including REM sleep.

[0108] Figure 3 shows an example of five types of sleep stored in DB24 and the associated set times for each. In Figure 3, a set time of 10 minutes is set for non-REM sleep depth 1, a set time of 18 minutes for non-REM sleep depth 2, a set time of 20 minutes for non-REM sleep depth 3, a set time of 25 minutes for non-REM sleep depth 4, and a set time of 15 minutes for REM sleep. As mentioned above, the deeper the sleep depth, the stronger the sleep inertia, so the set time is set longer.

[0109] Using the table of FIG. 3, the schedule determination unit 264 first determines whether the calculated predicted arrival time is equal to or shorter than the set time (25 minutes) for non-REM sleep depth 4. If the predicted arrival time is equal to or shorter than 25 minutes, the driving control device 20 acquires sleep information from the sleep measurement device 11 by having the sleep measurement device 11 measure the driver's sleep state. Then, the schedule determination unit 264 simultaneously executes the process of step S20 in step S13 to determine whether the driver's sleep state is non-REM sleep depth 4. That is, the schedule determination unit 264 determines whether the driver's sleep state is a state having a set time equal to or longer than the set time (25 minutes) currently being determined. If the driver's sleep state is determined to be non-REM sleep depth 4, the schedule determination unit 264 performs the processes from step S17 onward at this stage, thereby performing control to change the driving route to an alternative route if possible, or control to stop the vehicle at a location where it can be stopped, or control to wake up the driver if not possible. That is, the schedule determination unit 264 determines whether the vehicle driving schedule can be changed, and if the vehicle driving schedule can be changed, changes it, whereas if it cannot be changed, executes processing to wake up the driver. Details of this are as described in the first embodiment. However, if it is determined in step S18 that there is no alternative route, the control unit 26 may immediately perform control to wake up the driver.

[0110] If it is determined in the above-mentioned determination that the driver's sleep state is not non-REM sleep depth 4, then the schedule determination unit 264 determines whether the calculated predicted arrival time is less than or equal to the set time (20 minutes) for non-REM sleep depth 3. If the predicted arrival time is less than 20 minutes, the schedule determination unit 264 determines whether the driver's sleep state is non-REM sleep depth 3 or 4. If it is determined that the driver's sleep state is non-REM sleep depth 3 or 4, the schedule determination unit 264 executes the processes related to steps S17 and S18 and the process related to step S21 at this stage, as described above.

[0111] Thereafter, when the calculated predicted arrival time is equal to or shorter than each set time (18 minutes, 15 minutes, 10 minutes), the schedule determination unit 264 determines whether the driver's sleep state is equal to or longer than the set time for each determination target, and executes the same process as described above depending on the determination result. In this way, the control unit 26 can determine whether the vehicle's driving schedule can be changed, as in (1A), when the predicted arrival time from the vehicle's current location to the end point of the autonomous driving route of the vehicle reaches the set time associated with the person's sleep state. If the vehicle's driving schedule cannot be changed, the control unit 26 executes a process to wake the driver. In this way, the driving control device 20 can change the driving schedule or wake the driver at an appropriate timing that takes sleep inertia into consideration, thereby enabling the driver to recover the judgment necessary for driving before switching to manual driving.

[0112] Additionally, in the second embodiment, any of the processes and variations described in (1A) to (1C) of the first embodiment can be applied. For example, if there are multiple people who can drive in the vehicle, when the calculated predicted arrival time falls below each set time, it is possible to determine whether the sleep states of all the people who can drive are in a state where the set time is equal to or greater than the set time currently being determined, and to execute the same process as described above depending on the determination result. Also, as shown in (1C), the process can be changed based on the sleep states of multiple people.

[0113] The present invention is not limited to the above-described embodiment and can be modified as appropriate without departing from the spirit and scope of the present invention. For example, the sleep measurement device 11 may determine the sleep state of a person in the vehicle using another detection device instead of a camera. For example, the driver or each person in the vehicle may wear a wearable device, and the sleep measurement unit 112 may acquire data related to each person's sleep from the wearable device, thereby determining each person's sleep state. Similarly, data related to each person's sleep can be acquired using a sensor installed in the vehicle seat instead of a wearable device. As described above, the sleep data includes data such as body movements such as turning over in bed and heart rate. In this way, the sleep measurement device 11 can determine sleep states such as REM sleep (light sleep) and non-REM sleep (deep sleep).

[0114] When the driving control device 20 uses sleep information of multiple people, the memory unit in the sleep measurement device 11 stores personal information of each person linked to device or sensor identification information. The sleep measurement device 11 references the personal information of the person being measured by each device or sensor based on the device or sensor identification information output from the wearable device or seat-mounted sensor. The sleep measurement device 11 then outputs the sleep information and personal information of each person to the driving control device 20. This allows the driving control device 20 to execute the process shown in (1B).

[0115] The notification unit 14 may notify the driver or other person using another of the five senses instead of or in addition to sound to wake up the driver or other person. For example, the notification unit 14 may be configured by adding a vibration function to a seat such as the driver's seat, so that the driver's seat vibrates to wake up a sleeping driver or other person. Alternatively, the notification unit 14 may have a light-emitting function or a fragrance-emitting function and may wake up the driver or other person by emitting light, fragrance, or the like. In this way, the notification unit 14 can wake up the driver or other person using any means based on the five senses.

[0116] As described above, one or more processors included in the operation control device in the above-described embodiments execute one or more programs including instructions for causing a computer to execute the algorithms described using the drawings. This processing enables the processing described in each embodiment to be realized.

[0117] The program includes instructions (or software code) that, when loaded into a computer, cause the computer to perform one or more functions described in the embodiments. The program may be stored in a non-transitory computer-readable medium or a tangible storage medium. By way of example and not limitation, computer-readable medium or tangible storage medium includes random-access memory (RAM), read-only memory (ROM), flash memory, solid-state drive (SSD) or other memory technology, CD-ROM, digital versatile disk (DVD), Blu-ray disc or other optical disk storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device. The program may also be transmitted on a transitory computer-readable medium or communication medium. By way of example and not limitation, transitory computer-readable medium or communication medium includes electrical, optical, acoustic, or other forms of propagated signals. The program may also take the form of, for example, an application program.

[0118] A part or all of the above-described embodiments can be described as, but not limited to, the following supplementary notes. (Appendix 1) a sleep information acquisition unit that acquires information about the sleep state of a person in the vehicle; a control unit that, when the person inside the vehicle is in a light sleep state, executes a process to wake up the person, and, when the person inside the vehicle is in a deep sleep state, determines whether or not there is a place where the vehicle can be stopped, and stops the vehicle when it is determined that there is a place where the vehicle can be stopped. Operation control device. (Appendix 2) When a predicted arrival time from the current location of the vehicle to a point where automatic driving of the vehicle ends on a predetermined route of the vehicle becomes equal to or less than a time set in association with the sleeping state of the person inside the vehicle, the control unit determines whether a driving schedule including a driving route of the vehicle, a driving state indicating driving or stopping, or a driving speed can be changed, and if the driving schedule of the vehicle cannot be changed, executes a process to wake up the person. 10. The driving control device according to claim 1. (Appendix 3) the sleep information acquisition unit acquires information about the sleep states of the plurality of people in the vehicle; the control unit determines that the sleeping states of the people in the vehicle are light when at least one of the people who can drive among the plurality of people in the vehicle is in a light sleeping state, and determines that the sleeping states of the people in the vehicle are deep when all of the people who can drive are in a deep sleeping state. 3. An operation control device according to claim 1 or 2. (Appendix 4) a sleep information acquisition step of acquiring information about a sleep state of a person in the vehicle; a control step of executing a process to wake up the person in the vehicle when the person in the vehicle is in a light sleep state, and determining whether or not there is a place where the vehicle can be stopped when the person in the vehicle is in a deep sleep state, and stopping the vehicle when it is determined that there is a place where the vehicle can be stopped; The operation control method is executed by the operation control device. (Appendix 5) a sleep information acquisition step of acquiring information about a sleep state of a person in the vehicle; a control step of executing a process to wake up the person in the vehicle when the person in the vehicle is in a light sleep state, and determining whether or not there is a place where the vehicle can be stopped when the person in the vehicle is in a deep sleep state, and stopping the vehicle when it is determined that there is a place where the vehicle can be stopped; A program that causes a computer to execute the following. (Appendix 6) When the sleep state is light, the sleep state is REM sleep, and when the sleep state is deep, the sleep state is non-REM sleep. 4. An operation control device according to any one of claims 1 to 3. (Appendix 7) When the control unit determines that the vehicle has approached a predetermined distance to a point where automatic driving of the vehicle ends on a predetermined route of the vehicle, the control unit determines whether a sleep priority mode or a sleep non-priority mode is set, and when the control unit determines that the sleep non-priority mode is set, executes a process of waking the person regardless of the sleeping state. An operation control device according to any one of appendices 1 to 3 and 6. (Appendix 8) When the control unit determines that the vehicle has approached a predetermined distance to a point where automatic driving of the vehicle ends on a predetermined route of the vehicle, the control unit changes the processing to be executed based on at least one of predetermined conditions of distance, time, fare, or arrival time to the destination. An operation control device according to any one of appendices 1 to 3 and 6. (Appendix 9) the sleep information acquisition unit acquires information about the sleep states of the plurality of people in the vehicle; The control unit changes the process to be executed based on the sleeping states of the plurality of people. An operation control device according to any one of appendices 1 to 3 and 6 to 8. (Appendix 10) the control unit controls the vehicle not to change the route when a person capable of driving is awake among the plurality of people in the vehicle, and controls the vehicle to change the route to a route that allows for longer continuation of autonomous driving than a preset route, or to stop the vehicle when the person capable of driving is asleep. 10. The operation control device according to claim 9.

[0119] Although the present invention has been described above with reference to the embodiments, the present invention is not limited to the above. Various modifications that can be understood by those skilled in the art can be made to the configuration and details of the present invention within the scope of the present invention. [Explanation of symbols]

[0120] S1 Navigation System 11 Sleep monitoring device 111 Camera unit 112 Sleep measurement unit 113 Sleep information transmission unit 12 Communications Department 13 Autonomous Driving ECU 14 Notification Department 15 Input section 20 Operation control device 21 Sleep information acquisition unit 22 Communication information acquisition unit 23 Operation control information output section 24 DB 25 Timekeeping unit 26 Control unit 261 Memory 262 I / O section 263 Information Processing Section 264 Scheduling Section 265 Notification processing control unit

Claims

1. a sleep information acquisition unit that acquires information about the sleep state of a person in the vehicle; a control unit that, when the person inside the vehicle is in a light sleep state, executes a process to wake up the person, and, when the person inside the vehicle is in a deep sleep state, determines whether or not there is a place where the vehicle can be stopped, and stops the vehicle when it is determined that there is a place where the vehicle can be stopped; When a predicted arrival time from the current location of the vehicle to a point where automatic driving of the vehicle ends on a predetermined route of the vehicle becomes equal to or less than a time set in association with the sleeping state of the person inside the vehicle, the control unit determines whether a driving schedule including a driving route of the vehicle, a driving state indicating driving or stopping, or a driving speed can be changed, and if the driving schedule of the vehicle cannot be changed, executes a process to wake up the person. Operation control device.

2. A sleep information acquisition unit that acquires information about the sleep state of a person in a vehicle; a control unit that, when the person inside the vehicle is in a light sleep state, executes a process to wake up the person, and, when the person inside the vehicle is in a deep sleep state, determines whether or not there is a place where the vehicle can be stopped, and stops the vehicle when it is determined that there is a place where the vehicle can be stopped; the sleep information acquisition unit acquires information about the sleep states of the plurality of people in the vehicle; the control unit determines that the sleeping states of the people in the vehicle are light when at least one of the people who can drive among the plurality of people in the vehicle is in a light sleeping state, and determines that the sleeping states of the people in the vehicle are deep when all of the people who can drive are in a deep sleeping state. Operation control device.

3. a sleep information acquisition step of acquiring information about a sleep state of a person in the vehicle; a control step of executing a process to wake up the person in the vehicle when the person in the vehicle is in a light sleep state, and determining whether or not there is a place where the vehicle can be stopped when the person in the vehicle is in a deep sleep state, and stopping the vehicle when it is determined that there is a place where the vehicle can be stopped, and when a predicted arrival time from the current location of the vehicle to a point where automatic driving of the vehicle will end on a predetermined route of the vehicle becomes equal to or less than a time set in association with the sleep state of the person in the vehicle, a control step of determining whether or not a driving schedule including a driving route of the vehicle, a driving state indicating driving or stopping, or a driving speed can be changed, and executing a process to wake up the person when the driving schedule of the vehicle cannot be changed; The operation control method is executed by the operation control device.

4. a sleep information acquisition step of acquiring information about a sleep state of a person in the vehicle; a control step of executing a process to wake up the person in the vehicle when the person in the vehicle is in a light sleep state, and determining whether or not there is a place where the vehicle can be stopped when the person in the vehicle is in a deep sleep state, and stopping the vehicle when it is determined that there is a place where the vehicle can be stopped, and when a predicted arrival time from the current location of the vehicle to a point where automatic driving of the vehicle will end on a predetermined route of the vehicle becomes equal to or less than a time set in association with the sleep state of the person in the vehicle, a control step of determining whether or not a driving schedule including a driving route of the vehicle, a driving state indicating driving or stopping, or a driving speed can be changed, and executing a process to wake up the person when the driving schedule of the vehicle cannot be changed; A program that causes a computer to execute the following.

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