Patent Application
20170341648
The present application is based on Japanese Patent Application No. 2014-248891 filed on Dec. 9, 2014, and Japanese Patent Application No. 2015-171403 filed on Aug. 31, 2015, the disclosures of which are incorporated herein by reference.
The present disclosure relates to a technology for autonomous driving of vehicle in accordance with a situation around the vehicle.
In recent years, there has been developed a technology for realizing autonomous driving of a vehicle under which the vehicle is capable of maintaining a traveling lane and avoiding an obstacle while recognizing a surrounding situation. During autonomous driving, a computer mounted on the vehicle (hereinafter referred to as driving control apparatus) drives the vehicle in place of a driver. In this case, the driver often feels uncomfortable by a manner of driving of the driving control apparatus (such as cornering, course change for obstacle avoidance, and timing and level of acceleration and deceleration).
Technologies have been proposed to realize a manner of driving by the driving control apparatus closest to a manner of driving by an ordinary driver (for example, see Patent Literature 1).
Patent Literature 1: JP 2014-218098 A
Sufficient reduction of discomfort given to the driver during autonomous driving may be difficult even by use of the technologies currently proposed. This difficulty in reduction of discomfort may come from limitation to reduction of the difference between the manner of driving by the driver and the manner of driving by the autonomous control apparatus in a state that the manner of driving is variable in accordance with the surrounding situation and the individuality of the driver.
It is an object of the present disclosure to provide a technology capable of achieving autonomous driving of a vehicle without giving discomfort to a driver.
An autonomous driving control apparatus that achieves autonomous driving by controlling a driving operation of a subject vehicle, based on a situation around the subject vehicle, according to one example of the present disclosure, includes: a driving operation determination part that determines a detail of the driving operation of the subject vehicle, based on the situation around the subject vehicle; a driving operation control part that controls the driving operation of the subject vehicle in accordance with the detail determined of the driving operation; and a driving information output part that shifts a footrest portion of a footrest at a seat on a driver seat side of the subject vehicle by driving a driving part provided on the footrest, to output the detail determined of the driving operation as driving information.
A driving information output apparatus that is mounted on a subject vehicle capable of performing autonomous driving based on a situation around the subject vehicle, and outputs driving information about a detail of a driving operation during the autonomous driving to an occupant of the subject vehicle, according to another example of the present disclosure, includes: a driving information acquisition part that acquires the driving information from an autonomous driving controller that controls the driving operation of the subject vehicle during the autonomous driving; and a driving information output part that shifts a footrest portion of a footrest provided at a seat on a driver seat side of the subject vehicle by driving a driving part provided on the footrest to output the detail determined of the driving operation as the driving information.
A footrest on which an occupant sitting on a seat of a subject vehicle places a foot of the occupant, according to another example of the present disclosure, includes: a footrest portion on which the foot of the occupant is placed; and a driving part that shifts the footrest portion under control by the subject vehicle.
An autonomous driving control method achieving autonomous driving by controlling a driving operation of a subject vehicle, based on a situation around the subject vehicle, according to another example of the present disclosure, includes: a driving operation determination step that determines a detail of the driving operation of the subject vehicle based on the situation around the subject vehicle; a driving information output step that shifts a footrest portion of a footrest provided at a seat on a driver seat side of the subject vehicle to output the detail determined of the driving operation as driving information; and a driving operation control step that controls the driving operation of the subject vehicle in accordance with the detail determined of the driving operation.
A driving information output method that is applied to a subject vehicle capable of performing autonomous driving based on a situation around the subject vehicle, and outputs driving information about a detail of a driving operation during the autonomous driving to an occupant of the subject vehicle, according to another example of the present disclosure, includes: a driving information acquisition step that acquires the driving information; and a driving information output step that shifts a footrest portion of a footrest provided at a seat on a driver seat side of the subject vehicle to output the detail, which is determined, of the driving operation as the driving information.
According to the autonomous driving control apparatus, the driving information output apparatus, the autonomous driving control method, and the driving information output method, the footrest portion of the footrest provided at a side of a driver seat of the vehicle is shifted to output the detail of the driving operation of the vehicle as the driving information when the detail of the driving operation is determined based on the situation around the vehicle.
According to this configuration, it may be possible for a driver to recognize the detail of the autonomous driving operation beforehand. Accordingly, the driver does not feel uncomfortable during the autonomous driving of the vehicle even when the manner of driving by the autonomous driving is different from the manner of driving by the driver.
According to the footrest of the present disclosure, the footrest portion on which the foot of the occupant is placed is shifted under control by the vehicle. In this case, the driver recognizes the detail of the autonomous driving operation based on a shift of the footrest portion in accordance with the detail of the autonomous driving operation. Accordingly, the driver does not feel uncomfortable during the autonomous driving of the vehicle.
The above and other aspects, features and advantages of the present disclosure will become more apparent from the following detailed description made with reference to the accompanying drawings. In the drawings:
An embodiment will be explained to describe contents of the disclosure of the present application described above.
The navigation system herein generally refers to a system that has a function for detecting a position of the subject vehicle 1, a function for storing map information, a function for setting a destination, a function for searching a route to a destination, and a function for presenting a searched route for route guidance. However, the autonomous driving control apparatus 100 according to the present embodiment is only required to detect a position of the subject vehicle 1 by using the navigation system 40, and recognize a situation ahead of the subject vehicle 1, based on map information stored in the navigation system 40. In this case, the function for searching a route to a set destination and presenting the route is not necessarily needed.
Accordingly, the navigation system 40 according to the present embodiment may be constituted by a general navigation system from which a function for setting a destination, a function for searching a route to a destination, and a function for presenting a searched route are removed.
The autonomous driving control apparatus 100 executes autonomous driving by operating the accelerator pedal actuator 4m, the brake pedal actuator 5m, and the steering wheel actuator 6m in accordance with a route presented by the navigation system 40 while detecting a situation around the subject vehicle 1, based on an image captured by the in-vehicle camera 2 and output from the radar 3. While it is assumed in the description of the present embodiment that the autonomous driving control apparatus 100 detects the surrounding situation only based on the image captured by the in-vehicle camera 2 or on output from the radar 3 to avoid complication of the description, the surrounding situation may be detected by using a not-shown sonar.
A footrest 30 is provided at the foot of a seat 7 which is on a driver seat side and at which the steering wheel 6 is disposed. The footrest 30 receives a foot of an occupant sitting on the seat 7. The footrest 30 according to the present embodiment has a movable portion on which the foot of the occupant is placed. Movement of the footrest 30 is controlled by the autonomous driving control apparatus 100, as will be detailed below.
The traveling environment acquisition module 110 includes a surrounding environment acquisition part 111, a collision time calculation part 112, a subject vehicle position acquisition part 113, and a map information acquisition part 114. The autonomous driving execution module 120 includes a driving operation determination part 121 and a driving operation control part 122, and the driving operation notice module 130 includes a driving information acquisition part 131 and a driving information output part 132.
Note that these “modules” or “parts” are only abstractions classifying the interior of the autonomous driving control apparatus 100 in view of a function of the autonomous driving control apparatus 100 provided for notifying the driver about a detail of a driving operation during autonomous driving. Accordingly, it is not intended that these expressions physically section the autonomous driving control apparatus 100 into the “modules” or “parts”. Each of the “modules” or “parts” may be realized as a computer program executed by a CPU, as an electronic circuit including LSI and memory, or as a combination of the computer program and electronic circuit.
The surrounding environment acquisition part 111 of the traveling environment acquisition module 110 is connected to the in-vehicle camera 2, the radar 3, the vehicle speed sensor 8, the solar radiation sensor 9, and the wireless communicator 10. In this case, the surrounding environment acquisition part 111 acquires an image captured by the in-vehicle camera 2 and detects a different vehicle, an obstacle, a pedestrian, or the like present ahead of the subject vehicle 1, based on analysis of an image captured by the in-vehicle camera 2. The surrounding environment acquisition part 111 detects the presence or absence of a different vehicle, an obstacle, a pedestrian or the like present ahead, and distances between these objects and the subject vehicle 1 from the radar 3. The surrounding environment acquisition part 111 acquires a speed of the subject vehicle 1 from the vehicle speed sensor 8, and intensity of solar radiation (that is, quantity of solar radiation) from the solar radiation sensor 9. The surrounding environment acquisition part 111 can acquire information about a vehicle speed of a different vehicle, information about indication of a traffic signal, information about a traffic situation, and others through communication with the different vehicle, the traffic signal, a roadside part, or the like present around the subject vehicle 1 by using the wireless communicator 10.
The collision time calculation part 112 calculates a collision time with a different vehicle, an obstacle, a pedestrian, or the like present ahead. The collision time is a prediction time until collision with a different vehicle, an obstacle, a pedestrian or the like present ahead (hereinafter referred to as a front object) on the assumption that a current vehicle speed is continued. The collision time is a time calculated by dividing a distance between the subject vehicle 1 and a front object by a relative speed of the subject vehicle 1 with respect to the front object.
As described above, the surrounding environment acquisition part 111 detects the presence or absence of a front object, and a distance to a front object, based on an image captured by the in-vehicle camera 2 or output from the radar 3. When the surrounding environment acquisition part 111 detects a front object, the collision time calculation part 112 obtains the distance to the detected front object. The collision time calculation part 112 calculates a relative speed of the subject vehicle 1 with respect to the front object, based on the distance to the front object obtained for every elapse of a predetermined time. The collision time calculation part 112 divides the distance to the front object by the relative speed thus obtained to calculate a collision time with the front object.
When the front object is a different vehicle, the relative speed may be calculated based on the difference between a vehicle speed of the different vehicle obtained through vehicle-to-vehicle communication via the wireless communicator 10, and the vehicle speed of the subject vehicle 1 received from the vehicle speed sensor 8.
The subject vehicle position acquisition part 113 acquires a current position of the subject vehicle 1 from a subject vehicle position detection part 41 provided within the navigation system 40. The subject vehicle position detection part 41 detects a current position of the subject vehicle 1, based on a signal received from a navigation satellite.
The map information acquisition part 114 acquires map information about a surrounding area including a current position of the subject vehicle 1 from a map information storage part 42 built in the navigation system 40.
In this case, a distance to a curve or an intersection present ahead of the subject vehicle 1 is predictable based on the current position of the subject vehicle 1 and the map information about the area around the subject vehicle 1. Accordingly, the collision time calculation part 112 may calculate a collision time to the curve or intersection present ahead, based on the information thus acquired.
The driving operation determination part 121 of the autonomous driving execution module 120 acquires the respective types of information described above from the surrounding environment acquisition part 111, the collision time calculation part 112, the vehicle position acquisition part 113, and the map information acquisition part 114 of the traveling environment acquisition module 110, and determines driving operation of the subject vehicle 1, based on the acquired information. The driving operation of the subject vehicle 1 herein refers to a type of driving operation such as acceleration and deceleration, and leftward steering and rightward steering of the subject vehicle 1, and an operation amount of each of the types of the driving operation. An operation amount zero of acceleration or deceleration corresponds to a driving operation maintaining a current speed, while an operation amount zero of leftward steering or rightward steering corresponds to a driving operation for traveling straight ahead.
After the type and operation amount of the driving operation are determined, a subsequent behavior of the subject vehicle 1 (such as vehicle speed, acceleration, transverse acceleration, and transverse speed component) is predictable. Accordingly, any of these behaviors may be included as the driving operation in determination of the driving operation of the subject vehicle 1.
The driving operation control part 122 controls the accelerator pedal actuator 4m, the brake pedal actuator 5m, and the steering wheel actuator 6m in accordance with the driving operation determined by the driving operation determination part 121.
In addition, the driving operation determination part 121 outputs driving information about a detail of the driving operation to the driving information acquisition part 131 of the driving operation notice module 130 prior to output of the determined driving operation to the driving operation control part 122. The driving information acquisition part 131 outputs the received driving information to the driving information output part 132. In this case, the driving information output part 132 operates an actuator built in the footrest 30 to present the driving information to an occupant sitting on the seat 7 on the driver seat side (the occupant being a driver during non-autonomous driving).
The driving mechanism 30m of the footrest 30 is configured so as to include a first servo motor 34m attached to a base plate 34 provided on the bottom of the recess 31a, a relay plate 33 attached to an output shaft of the first servo motor 34m, and a second servo motor 33m attached to an upper surface of the relay plate 33. Engagement portions 33a protrude from a bottom surface of the relay plate 33. The engagement portions 33a engage with the output shaft of the first servo motor 34m to fix the relay plate 33 to the output shaft of the first servo motor 34m. In addition, an engagement portion 32a protrudes from a bottom surface of the footrest portion 32. The engagement portion 32a engages with an output shaft of the second servo motor 33m to fix the footrest portion 32 to the output shaft of the second servo motor 33m.
Assembly of the footrest 30 is achieved by attachment of the base plate 34 to the bottom of the recess 31a formed in the main body 31 in the state that the first servo motor 34m, the relay plate 33, the second servo motor 33m, and the footrest portion 32 are attached to the base plate 34.
In this case, the footrest portion 32 is inclined frontward or rearward in the front-rear direction of the subject vehicle 1 in response to driving of the second servo motor 33m. An amount of the frontward inclination or an amount of the rearward inclination is changeable in accordance with a driving amount of the second servo motor 33m. Similarly, the footrest portion 32 is inclined leftward or rightward in the left-right direction of the subject vehicle 1 in response to driving of the first servo motor 34m. An amount of the leftward inclination or an amount of the rightward inclination is changeable in accordance with a driving amount of the first servo motor 34m. The first servo motor 34m and the second servo motor 33m according to the present embodiment correspond to a driving part of the present disclosure.
The autonomous driving control apparatus 100 according to the present embodiment is capable of controlling inclination of the footrest portion 32 by driving the first servo motor 34m and the second servo motor 33m to reduce discomfort given to the occupant sitting on the seat 7 on the driver seat side during autonomous driving of the subject vehicle 1.
As shown in
Subsequently, a current position of the subject vehicle 1 (hereinafter also referred to as a subject vehicle position), and map information around the subject vehicle 1 including the vehicle position are acquired from the navigation system 40 (S101). As described with reference to
Thereafter, it is determined whether a front object (that is, different vehicle, pedestrian, obstacle, or the like present ahead) is present (S102). The presence or absence of a front object is determined based on analysis of an image captured by the in-vehicle camera 2, or analysis of output from the radar 3.
When it is determined that a front object is present (S102: YES), a collision time with the front object is calculated (S103). The collision time is calculated by dividing a distance between the subject vehicle 1 and the front object by a relative speed of the subject vehicle 1 with respect to the front object. The distance between the subject vehicle 1 and the front object is obtained based on output from the radar 3, while the relative speed of the subject vehicle 1 with respect to the front object is obtained based on a change of the distance to the front object with time.
When a front object is absent (S102: NO), it is determined whether a curve is present ahead of the subject vehicle 1 without calculation of a collision time (S104). The presence or absence of a curve may be determined based on a shape of a road included in the acquired map information. Alternatively, a road shape may be acquired based on a lane (or white line) detected from analysis of an image captured by the in-vehicle camera 2.
When it is determined that a curve is present ahead (S104: YES), a start position of the curve and a radius of curvature of the curve are acquired (S105). The start position and the radius of curvature of the curve may be similarly acquired from the map information. Alternatively, the start position and the radius of curvature of the curve may be obtained based on the road shape acquired from the image captured by the in-vehicle camera 2.
When it is determined that a curve is absent ahead of the subject vehicle 1 (S104: NO), it is determined whether a caution-needed spot is present ahead of the subject vehicle 1 without calculation of the start position and radius of curvature of the curve (S106). The caution-needed spot herein refers to a spot which requires caution of the driver during manual driving, such as an intersection, a tunnel entrance or exit, and an end point of an upslope. It is known that a traffic accident easily occurs at an intersection, and thus caution is needed at this spot during driving. Caution is similarly needed during driving at a tunnel entrance or exit where a sharp change of brightness occurs and easily reduces vision. Caution is similarly needed during driving at an end point of an upslope where a switching to a downslope occurs and lowers visibility.
The presence of the caution-needed spot requiring caution of the driver during manual driving is similarly taken into consideration during autonomous driving to reduce discomfort given to the driver by autonomous driving. More specifically, the driver during manual driving tends to decelerate half-automatically (almost on reflex), or drive at a lower speed at the caution-needed spot. Accordingly, the caution-needed spot present ahead of the subject vehicle 1 needs to be similarly recognized during autonomous driving to reduce discomfort given to the driver by autonomous driving.
The caution-needed spot is stored beforehand in the map information acquired from the navigation system 40. Accordingly, the autonomous driving control apparatus 100 is capable of easily determining the presence or absence of the caution-needed spot ahead of the subject vehicle 1 based on the map information. Needless to say, the presence or absence of the caution-needed spot ahead may be determined based on information acquired from the outside via the wireless communicator 10.
Moreover, the driver similarly tends to decelerate half-automatically, or drive at a lower speed when distant visibility is not preferable (that is, low visibility) due to dense fog, heavy snow, heavy rain or like conditions. It is therefore allowed to determine an arrival at a caution-needed spot when a level of visibility detected in the frontward direction of the subject vehicle 1 becomes a predetermined value or lower based on analysis of an image captured by the in-vehicle camera 2.
Alternatively, the presence or absence of a low-visibility spot ahead of the subject vehicle 1, and a distance to a low-visibility spot at the time of the presence of the low-visibility spot may be acquired through communication with the outside via the wireless communicator 10. In this case, the presence of a caution-needed spot may be determined when the low-visibility spot is present within a certain distance from the subject vehicle 1.
When it is determined that a caution-needed spot is present ahead of the subject vehicle 1 (S106: YES), the distance between the subject vehicle 1 and the caution-needed spot is acquired (S107). When a position of the caution-needed spot is also detected, the distance between the subject vehicle 1 and the caution-needed spot is easily obtained based on the position of the subject vehicle 1 already detected.
When it is determined that a caution-needed spot is absent ahead of the subject vehicle 1 (S106: NO), it is determined whether a warning needs to be issued to the occupant of the subject vehicle 1 without acquisition of a distance to a caution-needed spot (S108). The necessity of a warning is determined (S108: YES) when the collision time calculated in S103 is shorter than a predetermined time, or when the distance to the start position of the curve acquired in S107 or the distance to the caution-needed spot acquired in S109 is shorter than a predetermined distance, for example.
When it is determined that a warning needs to be issued (S108: YES), a warning is issued by vibration of the footrest portion 32 of the footrest 30 (S109). According to the present embodiment, the footrest portion 32 is vibrated by driving the first servo motor 34m or the second servo motor 33m. Needless to say, the footrest portion 32 may be vibrated by driving a vibrator mounted on the footrest 30 separately from the first servo motor 34m and the second servo motor 33m.
When it is determined that a warning need not be issued (S108: NO), a detail of autonomous driving operation and an execution time of autonomous driving are determined (S110). When a destination is set for the navigation system 40, for example, whether the accelerator pedal 4, the brake pedal 5, or the steering wheel 6 is operated, and an operation amount is determined based on information on a route presented by the navigation system 40, and the situation around the subject vehicle 1.
Under such a setting as to follow a preceding vehicle, whether the accelerator pedal 4, the brake pedal 5, or the steering wheel 6 is operated, and the operation amount is determined based on detection of the situation around the subject vehicle 1 including the position of the preceding vehicle, based on output from the image captured by the in-vehicle camera 2 or output from the radar 3.
It is assumed herein that a different vehicle traveling at a speed v2 lower than a speed v1 of the subject vehicle 1 is detected during traveling of the subject vehicle 1 at the constant speed v1 as illustrated in
In this case, a start of deceleration at a deceleration speed corresponding to a relative speed (v1−v2) is determined when a collision time TTCb decreases to a first threshold time th1 (see
When a curve is present ahead as illustrated in
When it is determined that the vehicle speed of the subject vehicle 1 is higher than the entrance speed, initiation of deceleration at a deceleration speed corresponding to the speed difference between the vehicle speed of the subject vehicle 1 and the entrance speed is determined at a point of a distance L1 before the start position of the curve. In addition, a notice of deceleration is determined at a point of a distance L2 further before the point of initiation of deceleration.
When an intersection not equipped with a traffic signal is present ahead as illustrated in
In S110 of the autonomous deriving control process shown in
Thereafter, it is determined whether the notice time determined in S110 is arrived (S111). When it is determined that the notice time is not arrived (S111: NO), determination in S111 is repeated to come into a standby state.
When it is determined that the notice time is arrived (S111: YES), it is further determined whether the detail of the determined autonomous driving operation is acceleration (S112 in
When it is determined that the detail of the autonomous driving operation is not acceleration (S112: NO), it is further determined whether the detail of the autonomous driving operation is deceleration (S114). When it is determined that the detail of the autonomous driving operation is deceleration
(S114: YES), the second servo motor 33m is driven to in accordance with the level of the deceleration to incline the footrest portion 32 of the footrest 30 rearward for notice of deceleration (S115). The action for inclining rearward herein refers to an action for producing inclination toward the near side as viewed from the occupant sitting on the seat 7 on the driver seat side (driver during non-autonomous driving). Note that the action for inclining rearward and the action for inclining in a rearward direction indicate the same action.
When it is determined that the detail of the autonomous driving operation is neither acceleration nor deceleration (S114: NO), the second servo motor 33m is not driven. In this case, a non-inclination state of the footrest portion 32 of the footrest 30 is maintained both frontward and rearward.
Subsequently, it is determined whether the detail of the autonomous driving operation determined in S110 in
When it is determined that the detail of the autonomous driving operation is not rightward steering (S116: NO), it is determined whether the detail of the autonomous driving operation is leftward steering by the steering wheel 6 (hereinafter referred to as leftward steering) (S118). When it is determined that the detail of the autonomous driving operation is leftward steering (S118: YES), the first servo motor 34m is driven in accordance with the amount of steering to incline the footrest portion 32 of the footrest 30 leftward for notice of leftward steering (S119). The action for inclining leftward herein refers to an action for producing inclination toward the left as viewed from the occupant sitting on the seat 7 on the driver seat side (driver during non-autonomous driving).
When it is determined that the detail of the autonomous driving operation is neither rightward steering nor leftward steering (S118: NO), the first servo motor 34m is not driven. In this case, a non-inclination state of the footrest portion 32 of the footrest 30 is maintained both rightward and leftward.
The occupant does not drive the subject vehicle 1 during autonomous driving. However, the occupant is required to sit on the seat 7 on the driver seat side during autonomous driving so that the occupant can drive instead of the autonomous driving control apparatus 100 at any emergency out of handling by the autonomous driving control apparatus 100. Accordingly, the movement of the footrest portion 32 of the footrest 30 in the manner described above is transmittable to the occupant sitting on the seat 7 on the driver seat side, and recognizable by the occupant as notice of the detail of the autonomous driving operation before execution of the autonomous driving operation.
In this case, the occupant sitting on the seat 7 on the driver seat side recognizes the detail of the autonomous driving operation to be executed beforehand, and feels less uncomfortable during autonomous driving.
Moreover, the occupant is less bothered by burden or noise than the case of a visual or auditory notice, because the detail of the autonomous driving operation is transmitted to the occupant from the movement of the footrest portion 32 of the footrest 30. Accordingly, transmission of the details of the driving operation one by one, when necessary, is smoothly realizable to the occupant without imposing a burden on the occupant during the autonomous driving.
In addition, even when the occupant becomes absent-minded and unalert during autonomous driving, the occupant recognizes the movement of a part of the body (foot placed on the footrest 30 in this example) thus produced with relatively clear consciousness. Furthermore, the occupant intuitively understands the detail of the recognized movement (movement of foot placed on the footrest 30 in this example). Accordingly, even the absent-minded and unalert occupant securely recognizes the detail of the autonomous driving operation.
The movement of the footrest portion 32 of the footrest 30 is determined in the following manners in accordance with the detail of the autonomous driving operation.
According to this example, the driver recognizes initiation of acceleration of the subject vehicle 1 based on the frontward inclined movement of the footrest portion 32, or recognizes initiation of deceleration of the subject vehicle 1 based on the rearward inclined movement of the footrest portion 32. Moreover, the driver recognizes the level of acceleration or deceleration based on the degree of the angle of frontward inclination or rearward inclination. After a notice of acceleration or deceleration is issued in this manner, inclination of the footrest portion 32 is returned to the original state to prepare for a next notice of acceleration or deceleration. It is preferable that the speed for returning the footrest portion 32 is a low speed not noticeable by the driver.
As shown in an example of
In this case, the driver does not notice, or does not feel disturbed by movement of the footrest portion 32 at a low level of acceleration or deceleration. This example eliminates a possibility of burden given to the driver by movement of the footrest portion 32 produced for each small level of acceleration or deceleration.
As illustrated in an example of
In this case, the footrest portion 32 does not move at acceleration or deceleration having a lower necessity for notice to the driver. Accordingly, movement of the footrest portion 32 does not become bothersome to the driver. On the other hand, the footrest portion 32 greatly moves at a fixed angle at acceleration or deceleration having a higher necessity for notice to the driver. Accordingly, the driver clearly recognizes initiation of acceleration or deceleration by the subject vehicle 1 based on the movement of the footrest portion 32.
As illustrated in an example of
In this case, the driver recognizes an approximate level of acceleration based on approximate movement of the footrest portion 32. Accordingly, the driver is allowed to appropriately and sufficiently recognize the detail of the autonomous driving in need.
A level of acceleration or deceleration may be transmitted to the driver by frontward and rearward oscillation of the inclination of the footrest portion 32 of the footrest 30. For example, the footrest portion 32 is vibrated toward the opposite side of the seat on the driver seat side at the time of acceleration of the subject vehicle 1, or vibrated toward the near side of the seat on the driver seat side at the time of deceleration of the subject vehicle 1 as illustrated in
An amplitude A of vibration of the footrest portion 32, a frequency f of the vibration, and a continuation time T of the vibration may be varied in accordance with the level of acceleration or the level of deceleration. For example, the footrest portion 32 may be vibrated in such a manner that at least one of the amplitude A, the frequency f, and the continuation time T increases as the absolute value of acceleration or deceleration becomes larger as illustrated in
A change amount of the amplitude A, a change amount of the frequency f, or a change amount of the continuation time T of a change of acceleration or deceleration per unit amount in a range of absolute values smaller than the threshold tha may be made different from the corresponding change amount in a range of absolute values larger than the threshold tha. More specifically, as illustrated in an example of
As illustrated in examples in
When the frontward inclination angle θ changes with the target vehicle speed, a change amount of the frontward inclination angle θ for a change amount of the target vehicle speed in a range of absolute values of the target vehicle speed smaller than a threshold vehicle speed thy may be made smaller than the corresponding change amount in a range of absolute values of the target vehicle speed larger than the threshold thy as illustrated in
When the target vehicle speed changes, the driver may recognize the change of the target vehicle speed based on oscillations of the frontward inclination angle θ of the footrest portion 32. In this case, the footrest portion 32 is vibrated in the direction from the seat on the driver seat side toward the opposite side to the seat with a rise of the target vehicle speed, or vibrated in the direction from the seat on the driver seat side toward the near side to the seat with a drop of the target vehicle speed. According to this example, the driver recognizes the rise of the target vehicle speed or the drop of the target vehicle speed based on the direction of vibration of the footrest portion 32.
The amplitude A of the vibration of the footrest portion 32, the frequency f of the vibration, and the continuation time T of the vibration may be varied in accordance with the target vehicle speed. For example, the footrest portion 32 may be vibrated in such a manner that at least one of the amplitude A, the frequency f, and the continuation time T increases as an absolute value of the target vehicle speed becomes larger as illustrated in
The steering angle, and the transverse acceleration and the transverse speed generated by steering are hereinafter also collectively referred to as steering information. The angle of leftward or rightward inclination of the footrest portion 32 is referred to as a transverse inclination angle φ. It is assumed that the transverse inclination angle φ becomes a positive value when the footrest portion 32 is inclined leftward as illustrated in
As illustrated in an example of
In this case, the driver recognizes initiation of leftward steering of the subject vehicle 1 based on leftward inclination of the footrest portion 32, or recognizes initiation of rightward steering of the subject vehicle 1 based on rightward inclination of the footrest portion 32. Furthermore, the driver recognizes the level of the steering information based on the degree of the leftward inclination angle or the rightward inclination angle. After the issue of the notice of the leftward steering or the rightward steering in this manner, inclination of the footrest portion 32 is returned to the original state to prepare for a next notice of steering. It is preferable that the speed for returning the footrest portion 32 is a low speed not noticeable by the driver.
As illustrated in an example of
As illustrated in examples of
The transverse inclination angle φ of the footrest portion 32 may be oscillated in accordance with the steering information to notify the driver about initiation of steering of the subject vehicle 1. More specifically, the footrest portion 32 is vibrated leftward at the time of initiation of leftward steering of the subject vehicle 1, or vibrated rightward at the time of initiation of rightward steering of the subject vehicle 1 as illustrated in
The amplitude A of the vibration of the footrest portion 32, the frequency f of the vibration, and the continuation time T of the vibration may be varied in accordance with a level of the steering information. For example, the footrest portion 32 may be vibrated in such a manner that at least one of the amplitude A, the frequency f, and the continuation time T increases as the level of the steering information becomes larger as illustrated in examples of
In S113, S115, S117, and S119 in
Thereafter, the autonomous driving control apparatus 100 drives the accelerator pedal actuator 4m, the brake pedal actuator 5m, and the steering wheel actuator 6m in correspondence with the detail determined in S110 to execute an autonomous driving operation (S121).
Subsequently, it is determined whether to end the autonomous driving performed by the autonomous driving control apparatus 100 (S122). When the autonomous driving is not to end (S122: NO), the process returns to the initial step to obtain the surrounding situation of the subject vehicle 1 (S100 in
According to the description of the above-described embodiment, the occupant sitting on the seat 7 on the driver seat side recognizes the detail of the autonomous driving operation, based on frontward or rearward, or leftward or rightward inclination of the footrest portion 32 of the footrest 30. However, movement of the footrest portion 32 is not limited to inclination movement, but may be a translational shift of the footrest portion 32, for example.
For example, the footrest 30 shown in
In this case, the occupant similarly recognizes initiation of acceleration of the subject vehicle 1 based on frontward movement of the footrest 30 (corresponding to S113 in
Alternatively, the footrest portion 32 may be configured to rise and lower from the main body 31 in accordance with driving of an actuator (not shown) as illustrated in
In this case, the occupant similarly recognizes initiation of acceleration of the subject vehicle 1 based on lowering movement of the footrest 30 (corresponding to S113 in
In addition, the occupant recognizes initiation of leftward or rightward steering of the subject vehicle 1 from a translational shift of the footrest portion 32.
For example, the footrest 30 in
In this case, the occupant similarly recognizes initiation of rightward steering of the subject vehicle 1 based on a rightward shift of the footrest 30 (rightward movement) (corresponding to S117 in
As illustrated in examples of
In this case, the occupant similarly recognizes initiation of rightward steering of the subject vehicle 1 based on a rightward swing of the footrest portion 32 (corresponding to S117 in
According to the embodiment or modified examples described above, the footrest portion 32 of the footrest 30 is shifted. It is generally assumable that the occupant sitting on the seat 7 on the driver seat side places the foot of the occupant on the footrest 30 even during autonomous driving. Accordingly, the occupant sitting on the seat 7 on the driver seat side recognizes the detail of the autonomous driving operation based on a shift of the footrest portion 32 of the footrest 30. However, a part to be shifted in accordance with the detail of the autonomous driving operation may be one of parts other than the footrest portion 32 of the footrest 30 as long as the occupant sitting on the seat 7 on the driver seat side securely notices movement of the shifted part during autonomous driving. For example, various types of adjustment mechanisms are mounted on the seat 7 on the driver seat side. In this case, at least a part of the seat 7 on the driver seat side may be shifted by using the adjustment mechanisms to notify the occupant sitting on the seat 7 on the driver seat side about the detail of the autonomous driving operation.
According to this example, the occupant sitting on the seat 7 recognizes initiation of acceleration or deceleration of the subject vehicle 1 based on a shift of the seat 7 or the backrest portion 7a. Note that each of the electric actuator 7mF and the electric actuator 7mT corresponds to an adjustment part according to the present disclosure.
When lumber support portions 7R and 7L of the seat 7 are configured to be inclined leftward and rightward by electric actuators 7mR and 7mL built in the lumber support portions 7R and 7L, respectively, the occupant recognizes initiation of rightward steering or leftward steering of the subject vehicle 1 based on the inclinations of the lumber support portions 7R and 7L as illustrated in
In this case, the occupant sitting on the seat 7 recognizes initiation of leftward steering or rightward steering of the subject vehicle 1 based on a shift of the lumber support portions 7R and 7L of the seat 7. Note that each of the electric actuator 7mL and the electric actuator 7mR corresponds to the adjustment part in the present disclosure.
When a situation difficult to handle by the autonomous driving control apparatus 100 during autonomous driving occurs, the driver is required to perform driving in place of the autonomous driving control apparatus 100. In this case, the footrest portion 32 of the footrest 30 may be vibrated to issue a request of override (driving operation interference by driver during autonomous driving to switch from autonomous driving state to manual driving state) to the driver.
For example, frontward inclination and rearward inclination of the footrest portion 32 are repeated in a fixed cycle, or leftward inclination and rightward inclination of the footrest portion 32 are repeated in a fixed cycle as shown in
The description has been made based on the embodiment and the modified examples. However, the present disclosure is not limited to the embodiment and modified examples described, but may be practiced in various other modes without departing from the scope of the subject matters of the present disclosure.
It is noted that a flowchart or the processing of the flowchart in the present application includes multiple steps (also referred to as sections), each of which is represented, for instance, as S100. Further, each step can be divided into several sub-steps while several steps can be combined into a single step.
While various embodiments, configurations, and aspects of autonomous driving control apparatus, driving information output apparatus, footrest, autonomous driving control method, and driving information output method have been exemplified, the embodiments, configurations, and aspects of the present disclosure are not limited to those described above. For example, embodiments, configurations, and aspects obtained from an appropriate combination of technical elements disclosed in different embodiments, configurations, and aspects are also included within the scope of the embodiments, configurations, and aspects of the present disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2014-248891 | Dec 2014 | JP | national |
| 2015-171403 | Aug 2015 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2015/005965 | 12/1/2015 | WO | 00 |
