JP6680171B2 - Treatment propriety determination device - Google Patents

Description

  The present invention relates to a treatment propriety determination device that determines whether a driver can perform treatment.

  The traveling control device disclosed in Patent Document 1 executes the evacuation traveling in which the automobile is evacuated to the road shoulder when the environment recognition function fails during the automatic driving. However, when it is determined that the driver has performed a driving operation, the evacuation traveling is stopped because the driver can take measures.

JP, 2016-88180, A

  On the other hand, during autonomous driving, the vehicle stops due to obstacles such as pedestrians and other vehicles existing in the traveling direction of the vehicle, and it is not possible to avoid obstacles and restart the vehicle. The vehicle may be stopped (hereinafter, it cannot restart). In such a case, in order to prevent the stopped vehicle from continuing to be an obstacle to traffic, the driver moves the fallen object on the road, which cannot be executed by autonomous driving, in order to eliminate the impossibility of restarting. It is necessary to take measures or notify the outside that the vehicle is in a state where it cannot be restarted and request that the state where the vehicle cannot be restarted be resolved.

  Therefore, when it is impossible to restart the vehicle, it is determined whether or not the driver is in a treatable state based on whether or not the driver has performed a driving operation as in Patent Document 1, and the driver is not in a treatable state. When the determination is made, it is conceivable that the automobile automatically notifies the outside that the vehicle cannot restart. The state in which the driver can take measures means that the driver is in an awake state, and it does not necessarily mean that the driver itself can execute the action for solving the state in which the vehicle cannot restart. Not a thing.

  However, the non-restartable state is a state in which the vehicle cannot restart because there is an obstacle in the traveling direction, in other words, it is a state in which the vehicle cannot restart because there is an obstacle in the traveling direction. Therefore, it is desirable to determine whether or not the driver is able to take a treatment without the driver performing a driving operation that may cause the vehicle to restart.

  The present invention has been made based on this situation, and an object of the present invention is to enable a driver to operate without the driver performing a driving operation in which the vehicle may restart in a state where the vehicle cannot restart. It is to provide a treatment availability determination device capable of determining whether or not a treatment is possible.

  The above objective is achieved by a combination of features described in independent claims, and the subclaims define further advantageous embodiments of the invention. The reference numerals in parentheses in the claims indicate the correspondence with the specific means described in the embodiments described later as one aspect, and do not limit the technical scope of the present invention. .

  The present invention for achieving the above object, the stop control that automatically detects the presence of an obstacle in the traveling direction and stops automatically, and after the stop control is executed and stopped, the obstacle exists in the traveling direction. It is used in a vehicle that performs automatic driving including restart control that automatically restarts when it disappears, and the driver of the vehicle can recognize the obstacle and determine the treatment for the recognized obstacle, which is a treatable state. A treatment availability determination device (100) for determining whether or not a vehicle is in a non-restartable state that is a state in which the vehicle is stopped by stop control and cannot be restarted by restart control. The restart impossible state determining unit (110) for judging and the step requesting unit for requesting the driver to press the brake provided in the vehicle based on the judgment that the restart impossible state judging unit is in the restart impossible state. ( 11), a treading force acquisition unit (112) that acquires the treading force of the driver with respect to the brake, and a treading acceptance period based on the time when the treading request unit requests the treading of the brake and the treading request unit requests the treading of the brake, When the pedaling force acquired by the pedaling force acquisition unit is in a pedaling state indicating that the brake pedal has been depressed, the driver is provided with a treatment propriety determination unit (113) that determines that the driver is in a treatable state.

  According to the above configuration, the depression requesting unit requests the driver to depress the brake based on the determination that the restarting impossible state determination unit determines that the vehicle is in the restarting impossible state. When the driver is in a state in which the driver can handle, that is, when the driver can recognize the obstacle and can determine the treatment for the recognized obstacle, the driver can also recognize that the brake depression is requested. . Therefore, the driver depresses the brake during the depression acceptance period in response to the request. Therefore, when the driver is in a state in which the driver can treat, the pedaling force acquired by the pedaling force acquisition unit is in the pedaling state during the pedaling acceptance period, and the treatment propriety determination unit determines that the driver can treat. Therefore, it is possible to determine whether or not the driver can treat the vehicle in the state where the vehicle cannot restart.

  Further, the request to the driver is only a request to step on the brake by the step requesting unit, and the only driving operation that the driver needs to execute in response to the request is to step on the brake. Therefore, in a non-restartable state in which the vehicle cannot restart due to an obstacle, it is determined whether or not the driver can treat the vehicle without performing an operation that may restart the vehicle. It becomes possible to judge.

It is a figure which shows the structure of the vehicle-mounted system 1 which concerns on embodiment. It is a flow chart which shows operation of a treatment propriety judging device.

[Configuration of in-vehicle system 1]
Embodiments of the present invention will be described below with reference to the drawings. An in-vehicle system 1 including a treatment availability determination device 100 according to the present invention will be described with reference to FIG. The in-vehicle system 1 is used in a vehicle and includes a locator 10, a surroundings monitoring sensor 20, a vehicle control ECU 30, a direction indicator 40, a treatment propriety determination device 100, and a driving support ECU 200. In addition, hereinafter, a vehicle using the in-vehicle system 1 is referred to as an own vehicle.

  The locator 10 is a device that determines the position of the own vehicle, and in this embodiment, includes an inertial sensor, a GNSS (Global Navigation Satellite System) receiver, and a map database that stores map data. The inertial sensor includes a gyro sensor that acquires the angular velocity of the vehicle and an acceleration sensor that acquires the acceleration of the vehicle. The GNSS receiver is a receiver that receives a positioning signal transmitted by a positioning satellite that constitutes the GNSS. The map database is a non-volatile memory and stores map data such as road shapes.

  The locator 10 in the present embodiment uses a combination of inertial navigation that sequentially updates the position using the angular velocity and acceleration acquired by the inertial sensor, and radio navigation that measures the position using the positioning signal received by the GNSS receiver. The position of the vehicle is sequentially determined, and the locus of the determined position is superimposed on the road shape stored in the map database to correct the position.

  The surroundings monitoring sensor 20 is a device that acquires the surroundings of the vehicle such as vehicles other than the vehicle, moving objects such as pedestrians, stationary objects such as guardrails and signs, and road markings such as stop lines. Specifically, a camera that captures an image of the area around the vehicle, or a sensor such as a millimeter-wave radar, sonar, or LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) that transmits exploration waves around the vehicle. Is.

  The driving assistance ECU 200 is mainly composed of a microcomputer including a CPU, a ROM, a RAM, etc. While the CPU uses the temporary storage function of the RAM, the non-transitory physical recording medium (non-transitory) such as the ROM. By executing the program stored in the tangible storage medium, the driving environment recognition unit 210, the driving plan generation unit 211, and the automatic driving function unit 212 are operated to perform automatic driving. In principle, in the automatic driving in the present embodiment, the driving support ECU 200 automatically performs steering, braking, and acceleration, and the driver performs driving operation only in an emergency when the driving support ECU 200 cannot handle it. The automatic driving is started by the driver operating the automatic driving switch provided on the instrument panel, and is ended by the driver operating the automatic driving switch again.

  The traveling environment recognition unit 210 recognizes the environment in which the vehicle is traveling from the position of the vehicle and the situation around the vehicle acquired by the locator 10 and the surroundings monitoring sensor 20. As an example, the traveling environment recognition unit 210 recognizes the position of a stationary object around the vehicle and the moving state of the moving object.

  The travel plan generation unit 211 avoids obstacles, etc. based on the environment in which the vehicle is traveling, which is recognized by the traveling environment recognition unit 210, acceleration / deceleration for speed adjustment, steering for changing course or turning left or right. Execution of steering, braking, and the like to carry out is determined as a travel plan of the own vehicle. For example, the travel plan generation unit 211 executes braking to avoid an obstacle existing in the traveling direction of the own vehicle and stops the own vehicle. This control corresponds to the stop control in the claims. In addition, the travel plan generation unit 211 restarts the host vehicle if the host vehicle stops due to the stop control and then no longer exists in the traveling direction of the host vehicle due to movement of an obstacle or the like. This control corresponds to the restart control in the claims. The automatic driving function unit 212 inputs the travel plan generated by the travel plan generation unit 211 into the vehicle control ECU 30, and causes the vehicle control ECU 30 to automatically perform acceleration / deceleration, steering, and braking of the own vehicle.

  The vehicle control ECU 30 is an electronic control device that performs acceleration / deceleration control and steering control of the vehicle. The vehicle control ECU 30 acquires a detection signal output from each sensor such as an accelerator sensor, a brake sensor, a shift position sensor, a steering sensor, etc. mounted on the vehicle. The vehicle control ECU 30 controls each traveling control device such as an electronically controlled throttle, a brake actuator, an EPS (Electric Power Steering) motor, etc. in accordance with the driver's operation indicated by the detection signal and the traveling plan input by the automatic driving function unit 212. Output a control signal.

  The direction indicator 40 is a plurality of lamps provided on the outer surface of the own vehicle, which indicates to the outside of the vehicle that the own vehicle is going to change its course or turn left or right. Further, since the lamps constituting the turn signal indicator 40 blink at the same time, the turn signal indicator 40 operates as an emergency blinking indicator light that calls attention to the surroundings of the vehicle, that is, a so-called hazard lamp.

  The treatment availability determination device 100 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, and the like, and the CPU stores the data in a non-transitional physical recording medium such as the ROM while using the temporary storage function of the RAM. By executing the stored program, the restarting impossible state determination unit 110, the stepping request unit 111, the pedaling force acquisition unit 112, the treatment availability determination unit 113, the standby request unit 114, and the emergency measure unit 115 are operated.

The restart impossible state determination unit 110 determines whether the own vehicle is in the restart impossible state based on the travel plan generated by the travel plan generation unit 211. The restart-disabled state indicates a stopped state that cannot be resolved by the automatic driving performed by the driving support ECU 200 . Vehicle is stopped, travel plan producing section 211 is in the re-starting disabled state if the state is unlikely to travel plan for restarting the vehicle is capable of generating.

It is unlikely to run line planning becomes possible generation state, obstructions that would likely take a long time to a state in which an obstacle is eliminated stopped due and the vehicle stop to cause A state in which a travel plan for avoiding and restarting travel cannot be generated. For example, it is a state in which the vehicle stopped due to a vehicle stopped by operating a hazard lamp, and the stopped vehicle cannot be avoided because the road width is narrow. If there is a high possibility that the cause of stopping will be resolved in a short time, such as a preceding vehicle stopped without operating the hazard lamp or a red traffic light signal, it is not included in this state. This state is also not included when it is possible to generate a travel plan that avoids the cause of the stop and restarts the travel, such as being able to avoid the stopped vehicle because the road width is sufficient.

  The depression requesting unit 111 requests the driver to depress a brake pedal included in the own vehicle, based on the fact that the own vehicle is unable to restart. In the present embodiment, when the state in which the vehicle cannot restart is continued for a predetermined time, the driver is requested to step on the brake pedal provided in the vehicle. The predetermined time period is a time period in which the obstacle causing the stoppage stands by in the expectation that the obstacle state will be resolved in a short time.

  For example, even a vehicle that is stopped by operating a hazard lamp does not always remain stopped for a long time. Therefore, even if it is determined that the vehicle cannot be restarted, the driver cannot wait immediately without making a determination as to whether or not the driver can treat the vehicle, and the vehicle cannot be restarted regardless of the driver's treatment or external rescue. Since it may be solved in some cases, it is possible to reduce the trouble of the driver and the like.

  On the other hand, the own vehicle is in a stopped state during this waiting time, and if the waiting time is extended, the time during which the own vehicle becomes an obstacle to traffic will be extended. Therefore, the predetermined time may be, for example, about 10 to 20 seconds. In the present embodiment, it is assumed that the waiting time is 10 seconds. In addition, in the 10 seconds, when the treatment propriety determination unit 113 determines that the driver is not in a treatable state by determining that the pedaling force is unstable, the pedaling request unit 111 requests the driver to pedal. Do not do.

  The request for depression of the brake pedal may be made by flashing a depression request lamp 104 provided on the instrument panel and indicating that the depression of the brake pedal is required. As another example, if a lamp that indicates that the vehicle is ready to drive or a lamp that requests brake operation to stop idling is provided, flashing those lamps requests the depression of the brake pedal. You may. In addition, the brake pedal may be requested by using a speaker or a buzzer provided in the vehicle compartment.

  The pedal effort acquisition unit 112 acquires the pedal effort applied to the brake pedal of the vehicle. In the present embodiment, the master cylinder pressure detected by the brake pressure sensor 103 is used as the value indicating the pedal effort. As another example, the pedal effort may be obtained using the relationship between the pedal effort and the position of the brake pedal acquired by the pedal position sensor.

  The treatment propriety determination unit 113 determines whether the driver is in a treatable state. The actionable state is a state in which the driver can recognize the cause of the stop of the vehicle and can determine the action to eliminate the cause of the stop. For example, even if the cause of the stop of the vehicle is a falling object that cannot be removed by the driver alone, the driver can recognize the presence of the falling object and determine that it is necessary to ask for help in order to remove the falling object. If so, the driver is in a state in which the treatment is possible. If the driver is awake, the driver can make the above recognition and determination. Therefore, the treatment availability determination unit 113 determines whether the driver is awake.

  In the treatment propriety determination unit 113 in the present embodiment, the depression request unit 111 requests depression of the brake pedal, and during the depression acceptance period, the depression force acquired by the depression force acquisition unit 112 exceeds a threshold value, or the shift lever or the parking brake is operated. When the driver is operated, it is determined that the driver is in a treatable state. The state in which the acquired pedal force exceeds the threshold corresponds to the stepped state in the claims. The stepping-on acceptance period is determined in consideration of the time until the driver, who is in a treatable state, has stepped on the brake pedal, recognizing that he / she is required to step on the stepped-down requesting portion 111. Any time between 5 and 10 seconds after requesting the pedal to be depressed. The threshold value is a value for determining whether or not the driver depresses the brake pedal, and in the present embodiment, it is determined that the threshold value is exceeded when the master cylinder pressure acquired by the pedaling force acquisition unit 112 is 400 kPa or more.

  In addition, the treatment propriety determination unit 113 according to the present embodiment, when the pedal effort is in the unstable pedal force state in a predetermined period determined based on the time when the restart impossible state determination unit 110 determines that the restart impossible state is, It is determined that the driver is not able to take measures such as dozing while putting his foot on the brake pedal.

  This judgment is made by judging before the step-in acceptance period that the driver is in a state in which treatment is not possible, such as when the driver is dozing. This is done to reduce the possibility of determining that there is.

  In the present embodiment, the step-in requesting unit 111 waits for 10 seconds while waiting in a state where the re-progressible state determination unit 110 determines that the re-progressive state is impossible in order to determine whether or not to make a step-down request. And As another example, the pedaling force acquisition unit 112 is configured to sequentially acquire the pedaling force regardless of the determination of the re-progression impossible state determination unit 110, and immediately before the re-progression impossible state determination unit 110 determines the re-progression impossible state. The predetermined period may be 10 seconds. That is, the predetermined period may be a time zone in the vicinity where the restarting impossible state determination unit 110 determines that the restarting is impossible. The predetermined period is a period for determining whether the driver is in a state where treatment is not possible, such as when the driver is dozing, when the vehicle cannot restart, and whether the driver is in a processable state or not. Is considered not to change in a short time.

  The determination as to whether or not the pedaling force is unstable may be made, for example, by dividing a predetermined period into intervals of one second and using the number of intervals in which the difference between the maximum pedaling force and the minimum pedaling force is equal to or more than a threshold value. Good. In the present embodiment, 10 seconds is divided into 10 sections every 1 second, and when the section in which the difference between the maximum pedaling force and the minimum pedaling force is 20 kPa or more is 3 sections or more, the pedaling force is in an unstable state. This makes it possible to reduce the possibility that the driver will erroneously determine that the driver is in the treatable state even though the driver is not in the treatable state.

  When the treatment availability determination unit 113 determines that the driver can perform the treatment, the standby request unit 114 stops the automatic operation until the driver completes the action and performs an automatic operation restart operation for restarting the automatic operation. The driving support ECU 200 is requested to stand by in this state. In the present embodiment, the driving assistance ECU 200 is requested to wait without generating a travel plan until the automatic operation start switch is operated again. This makes it possible to prevent the driving assistance ECU 200 from suddenly restarting the traveling by the automatic driving, and prevent the driver who is taking measures from being confused by suddenly restarting the traveling by the automatic driving.

  The emergency measure unit 115 takes an emergency measure when the treatment availability determination unit 113 determines that the driver is not capable of treatment. Emergency measures are measures for avoiding the continuous interruption of traffic due to the continued stoppage of the vehicle. In the present embodiment, by blinking the direction indicator 40, the direction indicator 40 is operated as a hazard lamp to call attention to the surroundings. This increases the likelihood that the driver will recognize that it is incapable of executing the measures to resolve the non-restartable condition, so that the driver can take measures to resolve the non-restartable condition. It is more likely that steps will be taken to avoid continuing to become an obstacle to As another example, the driving support ECU 200 may be requested to perform a retreat traveling in which the vehicle is retracted to the road shoulder. Alternatively, if the vehicle is equipped with a device such as a DCM (Data Communication Module) that can be connected to a wide area communication line via a base station, the device is caused to send a message to the police or the like indicating that rescue is required. May be Of course, these measures may be combined. By implementing these emergency measures, it is possible to increase the possibility that measures will be taken to prevent the vehicle from continuing to be an obstacle to traffic.

[Operation of the treatment propriety determination device 100]
The operation of the treatment propriety determination apparatus 100 will be described with reference to the flowchart of FIG. When the automatic driving switch is operated and the driving assistance ECU 200 starts the automatic driving, the treatment propriety determination device 100 executes the process shown in FIG. 2 from S1.

  In S1, it is determined whether or not the automatic driving by the driving support ECU 200 is continuing because the automatic driving switch is not operated again. If it continues, the process proceeds to S2, and if it has ended, the process shown in FIG. 2 ends. In S2, it is determined whether or not the vehicle is in a state in which the vehicle cannot restart. If it is determined that the vehicle cannot be restarted, the process proceeds to step S3. If it is determined that the vehicle cannot be restarted, the process returns to step S1. The processing of S1 and S2 is processing performed by the re-progression impossible state determination unit 110.

  In S3, it is determined whether or not it is determined that the vehicle cannot be restarted by the process of S2 for a predetermined time. In the present embodiment, it is determined whether or not it is determined that the vehicle cannot be restarted by the process of S2 continuously for 10 seconds. If it continues for 10 seconds, the process proceeds to S4, and if it has not reached the predetermined time, the process of S2 is executed again. The processing of S3 is processing performed by the step-in requesting unit 111.

  In S4, a state in which the pedaling force is frequently changed is detected because the driver is in a state where it is not possible to take a treatment such as taking a nap while keeping his / her foot on the brake pedal. In the present embodiment, the 10 seconds immediately before the processing of S4 is divided into 10 sections every 1 second, and the difference between the position of the brake pedal with the maximum depression and the position of the brake pedal with the minimum depression is 1 cm or more. If the section is two sections or less, it is determined that the pedaling force is stable, and the process proceeds to S5. In the case of 3 sections or more, since the pedaling force is frequently changed, it is determined that the driver is not in a treatmentable state, and the process proceeds to S10. The process of S4 is a process as the treatment availability determination unit 113.

  In step S5, the driver depresses the brake pedal by blinking the depressing request lamp 104. The processing of S5 is processing performed by the step-in requesting unit 111. In S6, it is determined whether or not the pedal effort acquired by the pedal effort acquisition unit 112 is equal to or more than a threshold value. If it is determined that the value is equal to or more than the threshold value, it is determined that the driver is in a treatable state, and the process proceeds to S9.

  In S7, it is determined whether the shift operation or the parking brake operation is performed. Specifically, if the shift position detected by the shift position sensor has changed or the parking brake switch has been operated and the parking brake has been turned on, it is determined that the driver is in a state where treatment is possible, the process proceeds to S9, and any operation is performed. If not, the process proceeds to S8.

  In S8, it is determined whether or not the step-in acceptance period has ended. Specifically, by executing the process of S5, it is determined whether or not 5 seconds have elapsed since the depression request unit 111 requested the depression of the brake pedal. If it is determined that it has passed, it is determined that the driver is not in a treatable state, and the process proceeds to S10. If it is determined that the driver has not passed, the process proceeds to S6 again. The processing from S6 to S8 is processing performed by the treatment propriety determination unit 113.

  In S9, it is determined that the driver can treat the vehicle, and the driving support ECU 200 is requested to wait without operating the automatic driving start switch again without generating a travel plan, and the process illustrated in FIG. 2 ends. The processing of S9 is processing as the standby request unit 114. In S10, it is determined that the driver is not in a treatable state, the direction indicator 40 is operated as a hazard lamp, and the process shown in FIG. 2 ends. S10 is a process as the emergency measure unit 115.

[Summary of Embodiments]
As described above, according to the embodiment described above, when the restart impossible state determination unit 110 determines that the host vehicle is in the restart impossible state, the stepping request unit 111 causes the driver to brake by blinking the stepping request lamp 104. Requires pedal depression. The pedal effort acquisition unit 112 acquires the master cylinder pressure detected by the brake pressure sensor 103 as a value indicating the pedal effort.

  When the driver can treat the obstacle, that is, when the driver recognizes the obstacle and can determine the treatment for the recognized obstacle, the driver is requested to depress the brake pedal, which means that the blinking request lamp 104 blinks. It is also possible to recognize that there is. Therefore, the driver depresses the brake pedal in response to the depression request. Therefore, when the driver is in a state where the pedal can be treated, the brake pedal is depressed, and the pedal effort acquired by the pedal effort acquisition unit 112 increases. When the pedaling force is equal to or more than the threshold during the pedaling acceptance period, the treatment propriety determination unit 113 determines that the driver can take a treatment as if the driver pedaled the brake pedal in response to the blinking of the pedaling request lamp 104. To do.

  Therefore, in the case where the driver is in a state where the vehicle cannot be restarted, the treatment propriety determination unit 113 can determine that the driver can treat the vehicle. Further, the request to the driver is only a request to step on the brake by the step requesting unit 111, and the only driving operation that the driver needs to execute in response to the request is to step on the brake. Therefore, in a non-restartable state in which the vehicle cannot restart due to an obstacle, it is determined whether or not the driver can treat the vehicle without performing an operation that may restart the vehicle. It becomes possible to judge.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and the following modified examples are also included in the technical scope of the present invention. Various modifications can be made without departing from the scope. In the following description, elements having the same reference numerals as those used up to now are the same as the elements having the same reference numerals in the previous embodiments, unless otherwise specified. Further, when only a part of the configuration is described, the above-described embodiment can be applied to the other part of the configuration.

<Modification 1>
In the embodiment, the treatment propriety determination unit 113 is in the stepped-on state when the master cylinder pressure detected by the brake pressure sensor 103 is equal to or higher than the threshold value. However, the condition to be in the stepped-on state is not limited to this. For example, the depression state may be set when the increasing speed of the master cylinder pressure exceeds a threshold value. Further, the depression state may be a case where the master cylinder pressure increases by a threshold value or more from the master cylinder pressure at the time when the depression request unit 111 requests the driver to depress.

<Modification 2>
In the embodiment, the treatment propriety determination unit 113 determines whether or not the pedaling force is in an unstable state by using the maximum value and the minimum value of the master cylinder pressure for each section. However, the value used to determine whether the pedaling force is unstable is not limited to this. For example, the speed at which the master cylinder pressure changes may be used to determine whether the pedaling force is unstable. Specifically, if the time during which the master cylinder pressure is changing at a speed of 10 kPa / sec or more for 10 seconds is 2 seconds or more, it may be determined that the pedaling force is unstable.

<Modification 3>
In the embodiment, the stepping requesting unit 111 requests the driver to step down when the state in which the vehicle cannot restart is continued for a predetermined time. However, the driver may be requested to step on when it is determined that the vehicle cannot restart, without waiting for the restart impossible state to continue for a predetermined time.

<Modification 4>
In the embodiment, the treatment permission / inhibition determination unit 113 determines that the driver is in a treatable state when the depression requesting unit 111 requests depression and is in the depression state during the depression acceptance period. However, the condition for determining that the driver is in the processable state is not limited to this. For example, even if the vehicle cannot be restarted and the pedaling force is already equal to or more than the threshold value before the pedaling requesting unit 111 requests the pedaling, it may be determined that the driver can treat the vehicle. In this case, the stepping request unit 111 may request the driver to step on the brake when the vehicle is in a state where the vehicle cannot restart and the pedaling force is not greater than or equal to the threshold. This makes it possible to avoid requesting the brake pedal even though the driver has already stepped on the pedal. In this case, if the pedaling force is equal to or more than the threshold value and is in an unstable state before the pedaling requesting unit 111 requests the pedaling, it may be determined that the state is not a treatable state.

1: In-vehicle system 10: Locator 20: Surrounding monitoring sensor 30: Vehicle control ECU 40: Direction indicator 100: Treatment propriety determination device 103: Brake pressure sensor 104: Depressing request lamp 110: Restart impossible state determination unit 111: Depressing request Part 112: Treading force acquisition part 113: Treatment propriety judgment part 114: Standby request part 115: Emergency measure part 200: Driving support ECU 210: Driving environment recognition part 211: Driving plan generation part 212: Automatic driving function part

Claims (10)

Stop control that automatically detects the presence of an obstacle in the direction of travel and stops automatically after the stop control is executed, and then restarts automatically if the obstacle no longer exists in the direction of travel. Used in a vehicle that performs automatic driving including start control, and determines whether or not the driver of the vehicle is in a treatable state in which it is possible to recognize the obstacle and determine a treatment for the recognized obstacle. A device (100) for determining whether or not to perform treatment,
A non-restartable state determination unit (110) that determines whether or not the vehicle has stopped due to the stop control and is in a non-restartable state that is a state in which the vehicle cannot restart due to the restart control.
A depression requesting unit (111) for requesting the driver to depress a brake provided in the vehicle based on the determination that the restarting impossible state determination unit is in the restarting impossible state;
A pedal effort acquisition unit (112) for obtaining the pedal effort of the driver with respect to the brake,
The pedaling request unit requests the pedaling of the brake, and during the pedaling acceptance period based on the time when the pedaling requesting unit requests the pedaling of the brake, the pedaling force acquired by the pedaling force acquisition unit is the pedaling of the brake. A treatment propriety determination device including a treatment propriety determination unit (113) that determines that the driver is in the treatable state when a stepping state indicating that the procedure has been performed is performed. In claim 1,
The stepping requesting unit is a treatment propriety determination device that requests the driver to step on the brake when the re-progression impossible state continues for a predetermined time. In claim 1 or 2,
The treatment propriety determination unit determines that the driver determines that the driver is in the treatable state by assuming that the pedaling state is in the pedaling state when the pedaling force acquisition unit acquires a pedaling force equal to or more than a threshold during the pedaling acceptance period. Judgment device. In any one of Claims 1-3,
When the treatment propriety determination unit determines that the driver is in the treatment possible state, the automatic driving is performed until the vehicle performs an automatic driving restart operation for restarting the automatic driving. The treatment propriety determination device further comprising a standby request unit (114) for requesting to stand by while traveling is stopped. In any one of Claims 1-4,
The treatment propriety determination device further comprising an emergency measure unit (115) that executes an emergency measure when the treatment propriety determination unit determines that the driver is not in the treatable state. In claim 5,
The emergency measure unit operates the direction indicator (40) included in the vehicle as an emergency blinking indicator light as the emergency measure when the treatment permission / inhibition determination unit determines that the driver is not in the treatable state. A device for determining whether to allow treatment. In Claim 5 or 6,
The emergency measure unit determines that the vehicle is in the non-restartable state through the wide area communication line via the base station when the treatment propriety determination unit determines that the driver is not in the treatable state. A treatment propriety determination device that notifies the outside of the vehicle. In any one of Claims 1-7,
The stepping request unit is the driver when the pedaling force is not unstable, in which the pedaling force is fluctuating in a predetermined period determined based on the time when the restarting impossible state determination unit determines that the restarting impossible state is determined. On the other hand, while requesting the depression of the brake, when the pedaling force in the predetermined period is in the unstable pedaling state, the driver is not required to depress the brake,
The treatment propriety determination unit determines that the re-progression impossible state determination unit determines that the vehicle is in the re-progression impossible state, and the pedaling force is in the pedaling force unstable state in the predetermined period, A treatment propriety determination device that determines that the driver is not in the treatment possible state. In claim 3,
The pedaling request unit, the pedaling force acquired by the pedaling force acquisition unit when the re-progression impossible state determination unit determines that the re-progression impossible state is not in the pedaling state, to the driver Demands that the brakes be depressed,
The treatment propriety determination unit, when the pedaling request unit requests the pedaling of the brake, and the pedaling force acquired by the pedaling force acquisition unit is in the pedaling state during the pedaling reception period, the driver performs the treatment. In addition to determining that the pedal is in a possible state, when the re-progressive state determination unit determines that the vehicle is in the non-reproducible state, the pedaling force is equal to or more than the threshold value, the A treatment propriety determination device that determines that the driver is in the treatment possible state. In any one of Claims 1-9,
The treatment propriety determination unit determines that the driver is in the treatable state when the pedaling force is in the stepping-on state during the stepping-in acceptance period, and the vehicle is provided in the stepping-in acceptance period. A treatment feasibility determining device that determines that the driver is in the treatment possible state even when a shift lever or a parking brake is operated.

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