JP6642889B2 - Control device - Google Patents

Description

  The present invention mainly relates to an in-vehicle control device.

  Patent Literature 1 discloses that a driving operation that causes a feeling of fun and a driving operation that provides a sense of security are compared and weighed based on the feelings of the occupants themselves, and driving assistance is performed according to the result. Is described. According to Patent Literature 1, it is possible to perform driving support without unnecessarily impairing the occupant's feelings.

JP 2017-49629 A

  By the way, when the vehicle is used, various situations are conceivable. For example, the occupant may ride in a state of good physical condition and mental state, or may ride in a state where it is not so. In such a situation, consideration should be given to how to achieve optimal traveling control for the occupant.

  An object of the present invention is to make it possible to realize optimal traveling control for an occupant.

One aspect of the present invention relates to a control device, wherein the control device is a control device that controls a vehicle, based on an evaluation unit that evaluates a fatigue state of an occupant of the vehicle, based on an evaluation result by the evaluation unit. Setting change means for changing the setting of the motion characteristics of the vehicle, wherein a certain acceleration / deceleration characteristic of the vehicle is set as a first acceleration / deceleration characteristic, and another acceleration / deceleration higher than the first acceleration / deceleration characteristic is provided. When the characteristic is the second acceleration / deceleration characteristic, the setting change unit changes the motion characteristic to the first acceleration / deceleration when the degree of fatigue of the occupant evaluated by the evaluation unit is higher than a reference range. set realizes the characteristic, when the fatigue level is lower than the reference range, the motion characteristics, characterized that you set realizes the second acceleration characteristic.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve the optimal driving | running control for an occupant.

FIG. 2 is a diagram illustrating a configuration example of a vehicle. It is a block diagram for explaining the example of composition of a vehicle. It is a block diagram for explaining the example of composition of a vehicle. 5 is a flowchart for explaining an example of a method for setting a vehicle motion characteristic. 5 is a timing chart for explaining an example of a method for setting a vehicle motion characteristic. 5 is a timing chart for explaining an example of a method for setting a vehicle motion characteristic. 5 is a timing chart for explaining an example of a method for setting a vehicle motion characteristic. 5 is a timing chart for explaining an example of a method for setting a vehicle motion characteristic. 5 is a timing chart for explaining an example of a method for setting a vehicle motion characteristic.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Each drawing is merely a schematic diagram for explaining the embodiment, and, for example, dimensions of each element in the drawing do not necessarily reflect actual ones. In the drawings, the same elements are denoted by the same reference numerals, and a duplicate description will be omitted in this specification.

  1 and 2 are diagrams for explaining a configuration of the vehicle 1 according to the first embodiment. FIG. 1 shows an arrangement position of each element described below and a connection relationship between the elements using a top view and a side view of a vehicle 1. FIG. 2 is a system block diagram of the vehicle 1.

  In the following description, expressions such as front / rear, up / down, and side (left / right) may be used, but these indicate a relative direction indicated based on the body of the vehicle 1. Used as an expression. For example, “front” indicates the front of the vehicle body in the front-rear direction, and “up” indicates the height direction of the vehicle body.

  The vehicle 1 includes an operation mechanism 11, a peripheral monitoring device 12, a control device 13, a driving mechanism 14, a braking mechanism 15, a steering mechanism 16, and an occupant monitoring device 17. In the present embodiment, the vehicle 1 is a four-wheeled vehicle, but the number of wheels is not limited to this.

  The operation mechanism 11 includes an acceleration operator 111, a braking operator 112, and a steering operator 113. Typically, the acceleration operator 111 is an accelerator pedal, the braking operator 112 is a brake pedal, and the steering operator 113 is a steering wheel. However, other types, such as a lever type and a button type, may be used for these operators 111 to 113.

  The periphery monitoring device 12 includes a camera 121, a radar 122, and a lidar (Light Detection and Ranging (LiDAR)) 123, all of which are sensors for monitoring or detecting the surrounding environment of the vehicle (own vehicle) 1. Function. The camera 121 is an imaging device using, for example, a CCD image sensor or a CMOS image sensor. The radar 122 is a distance measuring device such as a millimeter wave radar. The rider 123 is a distance measuring device such as a laser radar. As illustrated in FIG. 1, these are arranged at positions where the surrounding environment of the vehicle 1 can be detected, for example, at the front side, the rear side, the upper side, and the side side of the vehicle body.

  Examples of the surrounding environment of the vehicle 1 include the running environment of the vehicle 1 and the related environment around the vehicle 1 (extending direction of the lane, the travelable area, the color of the traffic light, and the like), and the object information around the vehicle 1 ( The presence / absence of an object such as another vehicle, a pedestrian, an obstacle, and the like, the attribute, position, direction and speed of movement of the object, and the like are included. From this viewpoint, the periphery monitoring device 12 may be expressed as a detection device or the like for detecting peripheral information of the vehicle 1.

  The control device 13 is configured to be able to control the vehicle 1, and controls each of the mechanisms 14 to 16 based on a signal from the operation mechanism 11, the peripheral monitoring device 12, and / or an occupant monitoring device 17, which will be described later, for example. . Control device 13 includes a plurality of ECUs (electronic control units) 131 to 135. Each ECU includes a CPU, a memory, and a communication interface. Each ECU performs predetermined processing by the CPU based on the information (data or electric signal) received via the communication interface, and stores the processing result in a memory, or transmits the processing result to another element via the communication interface. Output.

  The ECU 131 is an acceleration ECU, and controls, for example, a drive mechanism 14 described later based on the operation amount of the acceleration operation element 111 by the driver.

  The ECU 132 is a braking ECU, and controls the braking mechanism 15 based on, for example, the amount of operation of the braking operation element 112 by the driver. The braking mechanism 15 is, for example, a disc brake provided on each wheel.

  The ECU 133 is a steering ECU, and controls the steering mechanism 16 based on, for example, the amount of operation of the steering operation element 113 by the driver. The steering mechanism 16 includes, for example, a power steering.

  The ECU 134 is an analysis ECU provided corresponding to the periphery monitoring device 12. The ECU 134 performs predetermined analysis / processing based on the surrounding environment of the vehicle 1 obtained by the surrounding monitoring device 12, and outputs the result to the ECUs 131 to 133. For example, the ECU 134 outputs a control signal to the ECUs 131 to 133 so that the vehicle 1 starts / stops according to the color of the traffic light and the vehicle 1 turns along the lane.

  The ECU 135 is an analysis ECU provided corresponding to the occupant monitoring device 17. In the present embodiment, the occupant monitoring device 17 includes a camera 171 installed in the vehicle, and can use this camera 171 to acquire a captured image of the occupant. Although the details will be described later, the ECU 135 receives the captured image from the occupant monitoring device 17, evaluates the occupant's fatigue state (or may be expressed as analysis, estimation, or the like), and determines the result as the ECU 131 to ECU 131. 133.

  That is, the ECUs 131 to 133 can control the mechanisms 14 to 16 based on signals from the ECU 134 and / or the ECU 135. With such a configuration, the control device 13 can perform traveling control of the vehicle 1 according to the surrounding environment, and can perform, for example, automatic driving.

  In the present specification, the automatic driving means that a part or all of the driving operation (acceleration, braking, and steering) is performed not on the driver side but on the control device 13 side. That is, the concept of the automatic driving includes a mode in which the entire driving operation is performed on the control device 13 side (so-called fully automatic driving) and a mode in which only a part of the driving operation is performed on the control device 13 side (so-called driving support). included. Examples of the driving support include a vehicle speed control (auto cruise control) function, an inter-vehicle distance control (adaptive cruise control) function, a lane departure prevention support function (lane keeping assist function), and a collision avoidance support function.

  The control device 13 is not limited to this configuration. For example, a semiconductor device such as an ASIC (application-specific integrated circuit) may be used for each of the ECUs 131 to 135. That is, the functions of the ECUs 131 to 135 can be realized by any of hardware and software. Further, some or all of the ECUs 131 to 135 may be configured by a single ECU.

  FIG. 3 is a block diagram for explaining a part of the configuration of the vehicle 1, particularly, the drive mechanism 14 and the ECU 135. In the present embodiment, the drive mechanism 14 includes a power source 141 and an automatic transmission 142. Although an internal combustion engine is used as the power source 141, an electric motor may be used as another embodiment. The automatic transmission 142 includes a torque converter 1421 and a transmission mechanism 1422. With such a configuration, the power (rotation speed) of the power source 141 is shifted based on a predetermined gear ratio, and is transmitted via a transmission mechanism (not shown). The power is transmitted to the wheels.

  The torque converter 1421 is a fluid-coupling-type starting device disposed between the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422, and changes the power of the power source 141 via a fluid (eg, oil). Can be transmitted to mechanism 1422. In the present embodiment, a torque converter with a lock-up clutch including a lock-up clutch 1421A that can directly connect the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422 is used as the torque converter 1421. When lock-up clutch 1421A is driven and the output shaft of power source 141 and the input shaft of transmission mechanism 1422 are mechanically connected (directly connected state), the power of power source 141 is directly transmitted to transmission mechanism 1422. Is done. On the other hand, when the lock-up clutch 1421A is not driven (disengaged state), the power of the power source 141 is transmitted to the transmission mechanism 1422 via the fluid. The lock-up clutch 1421A is partially driven to be in an intermediate state between the directly connected state and the released state (an slidable engagement between the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422). State), and the power transmission efficiency of the power source 141 can be adjusted by controlling the driving amount.

  In this embodiment, as the transmission mechanism 1422, a planetary gear type transmission mechanism including a plurality of planetary gear mechanisms and a plurality of engagement mechanisms (for example, a clutch, a brake, and the like) is used. The transmission mechanism 1422 controls each engagement mechanism based on a signal from the control device 13 to switch the transmission path of power from the power source 141 to selectively form one of a plurality of speed ratios. Determines the gear position. With such a configuration, the transmission mechanism 1422 shifts and outputs the power of the power source 141 at a speed ratio according to the shift speed.

  For example, changing K being an integer equal to or greater than 1 to change the currently selected gear from K to (K + 1) is called upshifting, and changing the currently selected gear from (K + 1) to K. Shifting down to is called downshifting. As an example of the upshift, there is a case where the gear ratio is lowered by changing from the first gear to the second gear during acceleration. As an example of downshifting, there is a case where the gear ratio is increased by changing from the fourth gear to the third gear during deceleration. Upshifting and downshifting are collectively referred to as a shift change (shift operation).

  As described above, the ECU 135 can receive the captured image of the occupant from the occupant monitoring device 17 and evaluate the occupant's fatigue state. In the present embodiment, the ECU 135 includes a CPU 1351, a memory 1352, and a communication interface 1353, and performs the above evaluation by image analysis based on a predetermined program. The memory 1352 holds a reference table for setting the motion characteristics of the vehicle 1. Although the details will be described later, the control device 13 sets the motion characteristics of the vehicle 1 by referring to a reference table corresponding to the result of the evaluation by the ECU 135.

  The motion characteristics of the vehicle 1 can be changed or adjusted by the control mode of the vehicle 1 at the time of the driving operation, and this can be realized by, for example, changing the setting of the acceleration / deceleration characteristics (acceleration characteristics and deceleration characteristics). is there. For example, when the acceleration / deceleration characteristics are increased, the motion characteristics are improved, and when the acceleration / deceleration characteristics are lowered, the motion characteristics are limited. In other words, when the motion characteristics are improved, the acceleration in the vehicle longitudinal direction applied to the occupant during acceleration or deceleration increases. In addition, since a centrifugal force is applied to the vehicle 1 during turning, when the motion characteristics are improved, the acceleration in the vehicle left-right direction applied to the occupant during turning is increased. On the other hand, when the motion characteristics are restricted, the acceleration becomes smaller.

  In this specification, the expression that the motion characteristics, acceleration / deceleration characteristics, and the like are improved means that their responsiveness is improved, or that the numerical values (size, strength, and the like) indicating the characteristics are increased. Say. For example, improving / enhancing the motion characteristics means that in response to a change in the driving operation, the behavior of the vehicle 1 according to the change appears in a shorter time. For example, limiting / lowering the acceleration characteristics means that, in response to an acceleration operation (in the case of automatic driving, an acceleration instruction from the control device 13), the time required for a change in vehicle speed to appear becomes longer, Alternatively, it means that the acceleration generated by the acceleration operation is reduced.

  Since the acceleration / deceleration characteristics follow, for example, the control modes of the power source 141 and the automatic transmission 142, the motion characteristics can be changed based on these control modes. For example, as for the power source 141 which is an internal combustion engine, when the fuel injection amount and / or the throttle opening are increased, the power of the power source 141 is increased, the acceleration / deceleration characteristics are improved, and the motion characteristics are improved. For example, with respect to the torque converter 1421 of the automatic transmission 142, when the drive speed and / or the drive timing of the lock-up clutch 1421A is increased, the power of the power source 141 is transmitted to the transmission mechanism 1422 in a short time, and the acceleration / deceleration characteristics are high. The exercise characteristics are improved. Further, with regard to the transmission mechanism 1422, if the driving speed and / or the driving timing of each engagement mechanism such as a clutch or a brake is increased, the time required for a shift change (the time required for switching the power transmission path) is reduced, and the speed is increased. The deceleration characteristics are improved, and the motion characteristics are improved.

  Although the details will be described later, when the motion characteristics are improved, generally, the acceleration generated in the vehicle 1 and the vibration of the power source 141 increase, and the riding comfort is reduced, and the burden on the occupant increases. That is, exercise characteristics and ride comfort are generally in a trade-off relationship.

  As shown in FIG. 3, in the present embodiment, data D1a to D1d for determining the control mode of the power source 141 and the automatic transmission 142 are prepared as a reference table corresponding to a certain motion characteristic. For example, the data D1a defines the control setting of the fuel injection amount in the power source 141. For example, the data D1b defines the control setting of the throttle opening in the power source 141. For example, the data D1c defines control settings of the lock-up clutch 1421A in the automatic transmission 142, for example, drive speed, drive timing, and the like. For example, the data D1d defines control settings of each engagement mechanism such as a clutch and a brake of the transmission mechanism 1422 in the automatic transmission 142, such as a drive speed and a drive timing. That is, by controlling the power source 141 and the automatic transmission 142 based on the data D1a to D1d, the above-described motion characteristics are realized.

  Similarly, data D2a to D2d are prepared as reference tables corresponding to other exercise characteristics. The data D2a to D2d define each control setting of the other motion characteristics so as to correspond to the contents of the data D1a to D1d, respectively, and control the power source 141 and the automatic transmission 142 based on the data D2a to D2d. By doing so, the other motion characteristics described above are realized. Although not shown in FIG. 3, the same applies to reference tables corresponding to still other motion characteristics.

  As another embodiment, some reference tables may be combined. For example, the power source 141 is controlled based on the data D1a and D1b, and the automatic transmission 142 is controlled based on the data D2c and D2d. Thus, various exercise characteristics can be selectively realized.

  FIG. 4 is a flowchart illustrating a method for setting the motion characteristics of the vehicle 1 according to the present embodiment. The content of this setting method is performed by the control device 13 (mainly the ECU 135). As an outline of this setting method, automatic driving is started based on the initially set motion characteristics, and thereafter, the automatic driving is continued while changing the motion characteristics to settings according to the fatigue state of the occupant.

  First, in step S1000 (hereinafter simply referred to as "S1000"; the same applies to other steps), it is determined whether or not the operation mode of the vehicle 1 is the automatic driving mode. In the case of the automatic operation mode, the process proceeds to S1010, and if not, the flow ends.

  In S1010, an initial setting of the motion characteristics is performed. In the present embodiment, the standard setting is selected as the exercise characteristic. However, as another embodiment, a setting customized in advance by the user may be selected. The user here is, for example, a person who can become a driver when automatic driving is canceled, a person who owns the vehicle 1, and the like. In the present embodiment, the control modes of the power source 141 and the automatic transmission 142 are determined based on, for example, the data D1a to D1d (see FIG. 3).

  In S1020, the fatigue state of the occupant is evaluated. As described above, this evaluation can be realized by performing image analysis on the captured image of the occupant obtained by the camera 171 of the occupant monitoring device 17. With this evaluation, an evaluation value indicating the degree of fatigue of the occupant is generated.

  Examples of the evaluation tool include Sentiment Analysis Glassware (Emotient), Emospark (EmoShape), and the like. Alternatively, FMH (Flickr Health Management Co., Ltd.), JINS MEME (JIIN Inc.), Car Monitoring System (CAARESYS Inc.), etc. may be used instead of / attached to the camera 171.

  In S1030, it is determined whether or not the evaluation value generated in S1020, that is, the degree of fatigue of the occupant is outside the reference range. If the evaluation value is outside the reference range, the process proceeds to S1040; otherwise, the process proceeds to S1050.

  In S1040, the setting of the exercise characteristic is changed. For example, when the evaluation value is higher than the reference range, it is determined that the occupant is tired, and the exercise characteristics are limited so that the occupant is relaxed. In the present embodiment, since the standard data (corresponding to the data D1a to D1d) is set in S1010, the setting may be changed so as to limit the exercise characteristics. For example, the control modes of the power source 141 and the automatic transmission 142 are changed to those based on the data D2a to D2d. As a result, the acceleration / deceleration characteristics are reduced, the acceleration applied to the occupant at the time of starting, etc. is reduced, and the vibration of the power source 141 is reduced, thereby improving the riding comfort of the vehicle 1 and reducing the load on the occupant during automatic driving. I do. If the evaluation value is lower than the reference range, it is possible to improve the exercise characteristics on the assumption that the occupant is in a relatively healthy state.

  In S1050, it is determined whether the operation mode of the vehicle 1 continues the automatic driving mode. If the automatic operation mode is to be continued, the process returns to S1020; otherwise, the flow is terminated. If the evaluation value (fatigue degree) changes as a result of the evaluation of the fatigue state in S1020 again, in S1040, the motion characteristics are further changed to the settings according to the evaluation value.

  As described above, by performing the automatic driving while changing the kinetic characteristics of the vehicle 1 to the setting according to the fatigue state of the occupant, the occupant can perform driving control with good riding comfort and / or without stress, and is optimal for the occupant. Cruise control can be realized. For example, when the occupant is relatively healthy, the cruise control having high kinetic characteristics of the vehicle is performed to perform cruise control without stress, while when the occupant is tired, the kinematic control of the vehicle is restricted. , It is possible to provide a comfortable ride to the occupants.

  In the above example, two movement characteristics (one corresponding to the data D1a to D1d and one corresponding to the data D2a to D2d) are illustrated for ease of explanation, but other movement characteristics can be set. Yes, it is possible to set exercise characteristics according to various situations. Hereinafter, in some examples described with reference to FIGS. 5 to 9, four movements of a standard movement characteristic (Normal), a limited movement characteristic (Mild), and two movement characteristics therebetween. It is assumed that characteristics are prepared.

[First example]
FIG. 5 is a timing chart illustrating a first example of a setting mode of the motion characteristics of the vehicle 1. The horizontal axis in the figure indicates the time axis. On the vertical axis in the figure, the “operation mode” of the vehicle 1, the “fatigue degree” which is the above-described evaluation value, and “the degree of interest in the time” and “the irritability” of the occupant as other evaluation values are shown. Show.

  The operation mode includes an automatic operation mode in which at least a part of the driving operation is performed by the control device 13 and a normal mode in which the entire driving operation is performed by the driver. The switching of the operation mode can be performed, for example, by the user pressing a predetermined switch in the vehicle.

  The degree of interest in time (hereinafter, simply referred to as "degree of interest") indicates how much the occupant cares about time, and it can be said that the higher the degree of interest, the sooner the passenger arrives at the destination. . The degree of interest can be evaluated based on a predetermined image analysis, for example, in S1020 (or in another step before and after) in the same manner as the degree of fatigue described above.

  The degree of irritability indicates the degree of irritability expressed by the occupant with respect to the mode of automatic driving, and it can be said that the higher the degree of irritability, the sooner the vehicle arrives at the destination. The degree of interest can be evaluated based on a predetermined image analysis, for example, in S1020 (or in another step before and after) in the same manner as the degree of fatigue described above. Alternatively / incidentally, the degree of interest may be evaluated by emotion analysis using a microphone, an infrared sensor, a pulse sensor, or the like.

  Further, the vertical axis in the figure further shows “motion characteristics” and “vehicle speed” of the vehicle 1, “gear stage” of the transmission mechanism 1422, “LC state” as a state of the lock-up clutch 1421A, and “ Burden ".

  The motion characteristics indicate which one of four motion characteristics is set: a standard motion characteristic (Normal), a restricted motion characteristic (Mild), and two motion characteristics therebetween. In this example, the standard type (Normal) has higher motion characteristics than other types. However, as another example, a higher motion characteristics (for example, Sporty) may be settable. .

  Here, six speed stages from the first speed (1st) to the sixth speed (6th) are shown, but the number of speed stages is not limited thereto. Although not shown in this example because it is not used, a parking (P), a reverse (R), a neutral (N) and the like are also provided.

  The LC state includes a directly connected state in which lock-up clutch 1421A is driven, a released state in which lock-up clutch 1421A is not driven, and an intermediate state therebetween (see FIG. 3). By controlling the LC state, the power transmission efficiency of the power source 141 can be adjusted.

  In this example, the load on the occupant indicates the degree of the load applied to the occupant due to acceleration generated at the time of starting or vibration of the power source 141, and other external factors (for example, inclination or unevenness of the road surface itself). The burden caused by the vibration caused by the above shall not be considered. For example, when acceleration is performed under relatively high motion characteristics, a relatively large load is applied to the occupant. However, loads that may occur during turning, climbing a slope, and the like are not illustrated.

  First, at time t100, the mode is changed from the normal mode to the automatic operation mode (see S1000), and in this example, the motion characteristics are kept at the standard setting (see S1010). At time t110, the output (rotation speed) of power source 141 for starting vehicle 1 is increased. At time t120, vehicle 1 starts and the vehicle speed increases. At time t130, the LC state is set to the direct connection state, and the power transmission efficiency of power source 141 is maximized. From time t140 to t180, the gears are sequentially shifted up. In the present example, the gears are changed to the second gear at time t140, the third gear at time t150, the fourth gear at time t160, and the fifth gear at time t170. At time t180, the sixth gear is established.

  In this example, since the degree of fatigue, the degree of interest, and the degree of irritability are all substantially zero (0), the setting of the exercise characteristics is fixed to the standard (Normal). Therefore, after the time t110 when the output of the power source 141 is increased for the start, the acceleration and the power source 141 are not changed until the vehicle 1 reaches the predetermined vehicle speed (from the start of the acceleration to the completion thereof). Due to the vibration of the occupant, a relatively large load is applied to the occupant.

  The same applies to the load on the occupant from time t200 to t250 from the start of deceleration to the stop. At time t200, vehicle 1 starts decelerating. Then, at times t210 to t250, the gears are sequentially shifted down. In this example, the gears are shifted to the fifth gear at time t210, the fourth gear at time t220, the third gear at time t230, and the second gear at time t240. At the time t250. At time t250, the LC state is set to the release state. In this example, since the setting of the motion characteristics is fixed to the normal (Normal), the occupant is relatively large due to the acceleration and the vibration of the power source 141 from the start of the deceleration to the completion thereof. Additional burden.

[Second example]
FIG. 6 is a timing chart showing a second example of the setting mode of the exercise characteristics. This example is different from the first example in that the degree of fatigue of the occupant when starting automatic driving is high. As a specific example, there is a case where the driver performs the driving operation by himself / herself, but switches to the automatic driving mode when feeling tired.

  In the present example, the automatic driving is started at time t100, and the initial setting of the exercise characteristics is performed (similar to the first example). Thereafter, in response to the detection that the degree of fatigue of the occupant is high (S1020 to S1030). ), And change the setting of the exercise characteristic (see S1040). In the present example, the setting is changed to the setting of the restricted movement characteristic (Mild). The setting may be changed at the time t100 as shown in the figure, but may be at a later time.

  In this example, the behavior at times t110 to t180 is the same as in the first example, but in this example, the setting of the motion characteristics is fixed to a restricted one (Mild). Therefore, after time t110 when the output of the power source 141 is increased, the load applied to the occupant due to the acceleration and the vibration of the power source 141 during the period from the start of the acceleration to the completion thereof is smaller than that in the first example. small. For example, at time t130, the LC state is set to the intermediate state, that is, the lock-up clutch 1421A is partially driven to reduce the vibration transmitted to the occupant. Further, for example, the upshift between times t140 and t180 is made slower than in the first example to reduce the acceleration characteristics and reduce the acceleration occurring during this period. Thus, the burden on the occupant is reduced.

  The same can be said for the reduction of the load on the occupant even at times t200 to t250 from the start of deceleration to the stop. The behavior from time t200 to t250 in the present example is the same as in the first example, but in this example, since the restricted motion characteristics (Mild) are set, the period from the start of deceleration to the completion of deceleration is set. The burden on the occupants is reduced. For example, the downshift at times t210 to t250 is made slower than in the first example to reduce the deceleration characteristics and reduce the acceleration generated during this period. Thus, the burden on the occupant is reduced.

  Summarizing the above, in this example, when the degree of fatigue of the occupant is high, automatic driving is performed without imposing an unnecessary burden on the occupant by limiting the motion characteristics of the vehicle 1.

  Since the degree of fatigue is high, for example, when the occupant takes a nap, the exercise characteristics may be maintained at a limited setting (Mild). Thereafter, when the occupant's fatigue level decreases due to nap, the exercise characteristics may be returned to the standard setting (Normal).

[Third example]
FIG. 7 is a timing chart showing a third example of the setting mode of the exercise characteristics. This example is different from the above-described second example in that the occupant is frustrated with the automatic driving based on the limited movement characteristics (Mild). As a specific example, there is a case where the user switches to the automatic driving mode because of feeling tired, but the arrival time to the destination is about to be delayed due to relatively gentle acceleration / deceleration being performed. .

  The behavior at times t110 to t150 in the present example is the same as in the second example, but it is detected at time t155 that the occupant's irritability has increased. Accordingly, it is determined that the occupant desires to arrive at the destination early, and at time t165, the setting of the motion characteristics is changed to improve the motion characteristics by one step. For example, the driving state of the lock-up clutch 1421A is increased by bringing the LC state closer to the connected state, the power transmission efficiency of the power source 141 is improved, and the motion characteristics are improved. In addition, for example, the upshift at times t165 to t180 is made steeper than in the second example to increase the acceleration characteristics and improve the motion characteristics. Thus, the arrival time at the destination can be shortened.

  In this example, the setting of the exercise characteristic is changed at time t165 (after time t160 and before time t170), but the timing of the change of the setting is detected to be high. It may be after time t155, for example, after time t180 when acceleration is completed.

  Thereafter, in this example, it is detected that the degree of stiffness has further increased at time t190. In response, at time t191, the setting of the motion characteristics is further changed to further improve the motion characteristics by one step.

  In the present example, since the degree of stiffness decreased at time t192, it can be estimated that the above-described motion characteristics whose settings were further changed at time t191 satisfied the occupant.

  The behavior from time t200 to time t250 from the start of deceleration to the stop in this example is the same as in the first and second examples, but in this example, the exercise performance is set higher than that of the above-mentioned restricted type (Mild). From the start of the deceleration to the completion of the deceleration, a relatively large load is applied to the occupant. For example, the downshift at times t210 to t250 is made quicker than in the second example to increase the deceleration characteristics, thereby achieving relatively steep deceleration. Therefore, the burden on the occupant is greater than in the second example.

  To summarize the above, in this example, it is estimated based on the degree of irritability that the occupant desires to arrive at the destination early. Then, even when the degree of fatigue of the occupant is high, the exercise characteristics are improved by giving priority to arriving at the destination earlier than reducing the burden on the occupant.

[Fourth example]
FIG. 8 is a timing chart showing a fourth example of the setting mode of the exercise characteristics. This example differs from the third example in that the occupant has begun to care about the time (clock) for automatic driving based on the restricted movement characteristics (Mild). As a specific example, a case similar to the third example can be considered. However, this example is effective when it is difficult to determine the expression of the occupant or when the occupant is less likely to exhibit irritation.

  At time t156, it is detected that the degree of interest has increased, that is, the occupant has begun to care about the time. Accordingly, it is determined that the occupant desires to arrive at the destination early, and at time t165, the setting of the motion characteristics is changed to improve the motion characteristics by one step.

  Thereafter, in the present example, it is detected that the irritability has further increased at time t193. In response, at time t194, the setting of the motion characteristics is further changed to further improve the motion characteristics by one step.

  In the present example, at time t195, the degree of interest drops (because the occupant does not care about the time), so it can be inferred that the above-mentioned motion characteristics whose settings have been further changed at time t194 satisfy the occupant. is there.

  To summarize the above, in this example, it is estimated that the occupant wants to arrive at the destination early based on the degree of interest (degree of interest in time). Then, even when the degree of fatigue of the occupant is high, the exercise characteristics are improved by giving priority to arriving at the destination earlier than reducing the burden on the occupant.

[Fifth example]
FIG. 9 is a timing chart showing a fifth example of the setting mode of the exercise characteristics. In the present example, although the motor characteristics were initially restricted when the automatic driving was started, the interest characteristics and the degree of irritability were not improved as a result of improving the motor characteristics based on the degree of interest and the degree of irritability. Different from the fourth example. In such a case, in this example, the motion characteristics are returned to the standard (Normal) setting.

  FIG. 9 differs from FIG. 8 in that the degree of interest does not decrease at time t195 (the occupant still cares about the time), but the other points are the same as in FIG. A detailed description of the timing chart is omitted.

  As can be seen from FIG. 9, in the present example, neither the interest level nor the irritability level has decreased at time t195. That is, it can be inferred that the above-mentioned motion characteristics whose settings have been further changed at time t194 did not satisfy the occupant. Therefore, in this example, at time t230, the motion characteristics are further improved by one step, and the motion characteristics are returned to the normal (Normal) setting. As a result, in the period from time t230 to time t250, the downshift is further accelerated as compared with the fourth example, so that the deceleration characteristics are increased, and the steep deceleration is performed. Therefore, the burden on the occupant is greater than in the fourth example.

  It should be noted that the above estimation as to whether or not the exercise characteristic whose setting has been changed satisfies the occupant may be made when a predetermined time has elapsed after the change. The time (in this example, the length from time t194 to time t195) may be a fixed value, may be set by the user, or may be changed based on the changed setting. Is also good. Further, the setting change for improving the exercise characteristics accompanying the above estimation does not need to be performed during the shift change, but is performed at a predetermined timing (in this example, after time t195) after the above estimation is performed. I just need.

  In summary, according to this example, if the occupant strongly desires to arrive at the destination early, the occupant should arrive at the destination earlier even if the occupant's fatigue level is high. Automatic operation with standard settings that does not limit the motion characteristics. Whether the occupant strongly desires to arrive at the destination early can be estimated based on the change mode of the evaluation values (in this example, the degree of irritability and the degree of interest) before and after the change of the setting of the motion characteristics. It is.

[Modification]
The present invention is not limited to the above example, and various modifications can be applied. For example, the configuration of the drive mechanism 14 is not limited to the example of FIG. 3, and another known configuration may be employed. For example, a dual clutch transmission (DCT) may be used as the automatic transmission 142.

  Further, for example, in the above-described example, the control mode of the power source 141 and the automatic transmission 142 is changed to improve or limit the motion characteristics of the vehicle 1, but other methods may be adopted. For example, the motion characteristics also follow the damping characteristics of a suspension mechanism (not shown) for absorbing vibration from the road surface. Therefore, when the vehicle 1 further includes a suspension mechanism capable of adjusting the damping characteristics, the setting of the motion characteristics of the vehicle 1 can be changed by adjusting the damping characteristics.

  Further, in the embodiment, the mode in which the setting of the exercise characteristic is changed based on the above-described evaluation value in the automatic driving mode is exemplified, but this is applicable also in the normal mode. That is, even in the normal mode, the motion characteristics of the vehicle 1 may be changed to settings according to the fatigue state of the driver.

  In addition, individual terms described herein are merely used for describing the present invention, and it is needless to say that the present invention is not limited to the strict meaning of the terms. It may also include its equivalents.

The features of the present invention are summarized below:
A first aspect is a control device (for example, 13 or 135) for controlling a vehicle (for example, 1), comprising: an evaluation unit (for example, 135, S1020) for evaluating a fatigue state of an occupant of the vehicle; Setting change means (for example, 135, S1040) for changing the setting of the motion characteristics of the vehicle based on the evaluation result.

  According to the first aspect, it is possible to realize optimal traveling control for the occupant by adjusting the motion characteristics of the vehicle to the fatigue state of the occupant.

  In the second aspect, the vehicle includes an automatic driving mode as an operation mode (for example, S1000, S1050). In the automatic driving mode, the evaluation unit performs the evaluation of the fatigue state, and the setting change unit performs the operation. Change the settings.

  According to the second aspect, the traveling control can be suitably implemented in the automatic driving mode (including the driving support mode).

  In a third aspect, the setting change means changes the setting of the motion characteristic by changing the setting of the acceleration / deceleration characteristic of the vehicle.

  According to the third aspect, the setting of the acceleration / deceleration characteristics can be changed by, for example, changing the control mode of the drive mechanism, so that the setting of the motion characteristics of the vehicle 1 can be changed relatively easily. it can.

  In a fourth aspect, the vehicle includes an automatic transmission (for example, 142), and the setting change unit changes the setting of the acceleration / deceleration characteristic by changing a control mode of the automatic transmission.

  According to the fourth aspect, the change of the setting of the acceleration / deceleration characteristics can be realized by changing the control mode of the automatic transmission which is a part of the drive mechanism, so that the movement of the vehicle 1 can be relatively easily performed. The setting of the characteristic can be changed.

  In a fifth aspect, the automatic transmission includes a speed change mechanism, and the setting change unit changes a control mode of an engagement mechanism included in the speed change mechanism to change the setting of the acceleration / deceleration characteristics.

  According to the fifth aspect, the setting of the acceleration / deceleration characteristics can be changed by, for example, changing the control mode of the transmission mechanism. Therefore, the setting of the motion characteristics of the vehicle 1 can be changed relatively easily. Can be. For example, in the case of a planetary gear type transmission mechanism, the control mode includes, for example, changing the drive speed and / or drive timing of an engagement mechanism such as a clutch or a brake.

  In a sixth aspect, the automatic transmission includes a torque converter (e.g., 1421) with a lock-up clutch (e.g., 1421A), and the setting change unit changes a control mode of the lock-up clutch to perform the acceleration / deceleration. Change the property settings.

  According to the sixth aspect, the setting of the acceleration / deceleration characteristics can be changed by changing the control mode of the lock-up clutch. Therefore, the setting of the motion characteristics of the vehicle 1 can be changed relatively easily. Can be. As a control mode of the lock-up clutch, for example, changing the drive speed and / or the drive timing of the lock-up clutch can be mentioned.

  In a seventh aspect, the setting change means restricts the exercise characteristics when the degree of fatigue of the occupant evaluated by the evaluation means is higher than a reference range, and when the degree of fatigue is lower than the reference range. Improves the kinetic characteristics.

  According to the seventh aspect, for example, when the occupant is relatively healthy, the cruise control having high kinetic characteristics of the vehicle is performed to perform the stress-free cruise control, while when the occupant is tired, the vehicle is controlled. By providing cruise control with limited motion characteristics, a comfortable ride is provided to the occupant. This makes it possible to realize optimal traveling control for the occupant.

  In an eighth aspect, the vehicle includes an imaging device (for example, 171) disposed in the vehicle, and the evaluation unit evaluates the occupant's fatigue state based on a captured image obtained by the imaging device. I do.

  According to the eighth aspect, the state of the occupant in the vehicle can be appropriately monitored, and the fatigue state of the occupant can be appropriately evaluated.

  1: vehicle, 13: control device.

Claims (8)

A control device for controlling a vehicle,
Evaluation means for evaluating the fatigue state of the occupant of the vehicle,
Setting change means for changing the setting of the motion characteristics of the vehicle based on the evaluation result by the evaluation means,
With
When the vehicle has a certain acceleration / deceleration characteristic as a first acceleration / deceleration characteristic and another acceleration / deceleration characteristic higher than the first acceleration / deceleration characteristic as a second acceleration / deceleration characteristic,
The setting change means,
When the degree of fatigue of the occupant evaluated by the evaluation means is higher than a reference range, the exercise characteristic is set to realize the first acceleration / deceleration characteristic;
When the fatigue level is lower than the reference range, the control unit sets the motion characteristics to those that realize the second acceleration / deceleration characteristics. The control device according to claim 1 , wherein the acceleration / deceleration characteristic of the vehicle indicates a magnitude of an acceleration applied to the vehicle when the vehicle accelerates, decelerates, and / or turns . The vehicle includes an automatic driving mode as an operation mode,
3. The control device according to claim 1, wherein in the automatic driving mode, the evaluation unit evaluates the fatigue state, and the setting change unit changes the setting. 4. The setting change unit, by changing the setting of the acceleration characteristic of the vehicle control device according to any one of claims 1 to 3, characterized in that to change the settings of the motion characteristics . The vehicle includes an automatic transmission,
The control device according to claim 4 , wherein the setting change unit changes the setting of the acceleration / deceleration characteristics by changing a control mode of the automatic transmission. The automatic transmission includes a transmission mechanism,
The control device according to claim 5 , wherein the setting change unit changes a control mode of an engagement mechanism included in the transmission mechanism to change the setting of the acceleration / deceleration characteristics. The automatic transmission includes a torque converter with a lock-up clutch,
It said setting changing means changes the control mode of the lock-up clutch control device according to claim 5 or claim 6, characterized in that changing the setting of the acceleration and deceleration characteristics. The vehicle includes an imaging device arranged in the vehicle,
The control device according to any one of claims 1 to 7 , wherein the evaluation unit evaluates the occupant's fatigue state based on a captured image obtained by the imaging device.

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